Circular No. 51/2012/TT-BGTVT on aviation maps and diagrams

CIRCULAR

Provisions on aviation maps and charts

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Pursuant to the Civil Aviation Law of Vietnam dated June 29, 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;

Pursuant to Decree No. 12/2002/NĐ-CP dated January 22, 2002 of the Government on surveying and mapping activities;

Pursuant to Decree No. 134/2007/NĐ-CP dated August 15, 2007 of the Government stipulating units of measurement;

Pursuant to Decree No. 94/2007/NĐ-CP dated June 4, 2007 of the Government on Air Traffic Management;

Considering the proposal of the Director of the Vietnam Civil Aviation Authority and the Director of the Transport Department;

The Minister of Transport issues this Circular providing for aviation maps and charts and their management and use related to ensuring flight safety;

Chapter 1

GENERAL PROVISIONS

Article 1. Scope of Regulation and Applicability

Article 1. This Circular provides for aviation maps and charts and the management and use of such maps and charts related to ensuring flight safety.

Article 2. This Circular applies to organizations and individuals in Vietnam and foreign organizations and individuals related to the use of Vietnam's aviation maps and charts.

Article 2. Definitions, terms, and abbreviations

In this Circular, the following terms are understood as follows:

1. AIM (Aeronautical Information Management): aeronautical information management.

2. ATM (Air Traffic Management): air traffic management.

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

4. eTOD (Electronic Terrain and Obstacle Data): electronic terrain and obstacle database.

5. ICAO (International Civil Aviation Organization): International Civil Aviation Organization.

6. ILS (Instrument Landing System): instrument landing system.

7. MLS (Microwave Landing System): microwave landing system.

8. NOTAM (Notice To Airmen): airmen notice.

9. VOR (Very high frequency omnidirectional radio range): very high frequency omnidirectional radio range station.

10. SWIM (System Wide Information Management): global information management system.

11. Global geodetic reference system (WGS-84 - World Geodetic System): a standard applied in aviation based on horizontal and mean sea level (MSL) vertical reference systems.

12. Lambert projection is a conic equal-angle projection.

13. Aviation maps and charts (Aeronautical maps and charts) are maps and diagrams containing necessary information for pilots, organizations, and individuals involved in flight operations to use. These maps depict a portion of the Earth’s surface including topography, cultural features, and are clearly named in accordance with air navigation requirements.

14. Feet (ft) is a unit of length equivalent to 0.3048 meters.

15. Geoid surface (Geoid) is the equipotential surface of the Earth assumed to coincide with the mean sea level (MSL) extended continuously through continents.

Note: The Geoid surface changes due to local conditions (wind, salinity, currents, etc.) and the direction of gravity is perpendicular to the Geoid surface at each point.

16. Datum is any quantity or set of quantities that can serve as a reference or basis for calculating other figures.

17. CRC-32 (Cyclic redundancy check-32): a 32-bit checking algorithm.

18. Flight segments:

a) Segment 1: taxi from aircraft parking stand to takeoff point;

b) Segment 2: takeoff and climb to enter the airway system;

c) Segment 3: fly within the airway;

d) Segment 4: descend to approach;

đ) Segment 5: approach and landing, and missed approach;

e) Segment 6: landing and taxi to aircraft parking stand.

19. Data quality is the degree or reliability of data provided meeting the requirements for accuracy, resolution, and integrity in data usage.

20. Obstacle (Obstacle - CNV) is all fixed objects (permanent or temporary) and mobile objects, or parts thereof, located within areas intended for aircraft operation on the surface or protruding above the safe flight surface limit.

21. DME distance (DME distance) is the slant range distance from the DME signal source to the aircraft receiving antenna.

22. Air traffic service (ATS) is a general term that may refer to flight information service, alerting service, advisory air traffic service, or air traffic control service (en-route control service, approach control service, or aerodrome control service).

23. Aeronautical information service is the activity of collecting, processing, compiling, issuing, and providing domestic and international aeronautical information necessary to ensure flight safety.

24. Markings are one or a group of symbols displayed on the surface of the airport operational area aimed at conveying aeronautical information.

25. Geodetic datum is a minimum set of parameters necessary to determine the position and orientation of a local coordinate system relative to a global coordinate system.

26. Data product specification is a detailed description of a dataset or batch data along with additional information that will allow its creation, provision, and use by another party (ISO 19131).

27. Cultural features (Culture) are man-made features on the Earth's surface such as cities, railroads, and canal systems.

28. Topography (Terrain) is natural features on the Earth's surface such as mountains, hills, valleys, bodies of water, permanent ice and snow, excluding obstacles.

29. Runway threshold is the beginning of the usable runway portion for landing.

30. Displaced threshold is a runway threshold established at a location other than the start of the runway.

31. Reporting point is a specific geographic location (named) where the position of an aircraft can be reported.

32. Changeover point is a point at which an aircraft flying under ATS using a VOR station changes reference from the rear VOR station to the front VOR station.

33. Aerodrome reference point is a point marking the geographic location of the airport.

34. Missed approach point (MAPt) is a point determined in an instrument approach procedure where a missed approach must be initiated at or before this point to ensure that obstacle clearance altitude or height is not violated. The missed approach point is determined at:

a) The intersection point between the standard glide path angle (GP) flight path and the decision altitude or decision height (DA/H) applied in the primary approach method;

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

35. The geoid undulation is the distance of a point on the geoid surface that is higher or lower than the standard reference ellipsoid.

Note: According to the Global Geodetic Reference System (WGS-84), the ellipsoid defines the difference between the WGS-84 ellipsoid height and the orthometric height, providing a concept of the terrain (undulations) of the WGS-84 geoid surface.

36. Accuracy is the conformity between the calculated or measured value and the true value.

37. Ellipsoid height or geodetic height is the height relative to the standard reference ellipsoid, measured along the normal through the ellipsoid at the point in question.

38. Altitude is the vertical distance from mean sea level to a mark, a point, or an object considered as a point.

39. Decision altitude or decision height (DA/H) is the specified altitude or height in the precision approach or the precision radar approach method, at which the missed approach procedure must be initiated if the required visual references for continued approach and landing have not been observed.

40. Minimum descent altitude or minimum descent height (MDA/MDH) is the altitude or height in the simple approach or circling approach below which descent may not continue unless the required visual references are distinctly visible.

41. Minimum en-route altitude (MEA) is the altitude used during the en-route phase provided with navigation aids and communication facilities suitable for the airspace structure and obstacle clearance requirements.

42. Obstacle clearance altitude or height (OCA/H) is the minimum altitude or height above the threshold elevation of the runway or airport elevation necessary to ensure obstacle clearance criteria.

43. Sector minimum altitude is the minimum altitude above all obstacles within a sector, being 300 meters (1000 feet) or 600 meters (2000 feet) for mountainous terrain within a radius of 46 kilometers (25 NM) and a buffer zone of 9 kilometers, centered on the auxiliary radio navigation aid used.

44. Transition altitude is the altitude defined in the airport area where, when flying at or below this altitude, the aircraft's vertical position is controlled by absolute altitude.

45. Area minimum altitude (AMA) is the lowest altitude used under meteorological conditions ensuring a minimum flight altitude of 300 meters (or 600 meters for mountainous terrain) above obstacles within a defined range, rounded up to the nearest 30 meters, typically following latitude and longitude lines.

46. Magnetic variation is the difference between true north and magnetic north.

47. Contour line is a line on a map or diagram connecting points of equal elevation.

48. Runway (CHC) is a rectangular area designated on the airport surface for aircraft takeoff and landing.

49. Airway is a controlled area or part thereof in the form of a corridor.

50. Arrival route is the flight path in a standard arrival procedure established to connect the en-route phase to the approach phase using a navigation aid.

51. ATS route is a track established to direct traffic flow in providing ATS services.

52. Air transit route is a defined ground segment established to serve helicopters transitioning from a hover state.

53. Taxiway is a designated area set up on the airport for aircraft taxiing.

54. Initial approach segment is the phase of a navigation-based approach method between the initial approach fix and the intermediate approach fix or the final approach fix or point.

55. Intermediate approach segment is the phase of a navigation-based approach method between the intermediate approach fix and the final approach fix or point or the end of the reverse, box, or locate-by-compass-and-fix or point.

56. Electronic aeronautical chart display is an electronic display device used by the flight crew to plan the flight path, monitor the flight path, and navigate based on the displayed information.

57. ATS surveillance system is a general term referring to automatic dependent surveillance-broadcast (ADS-B), primary surveillance radar (PSR), secondary surveillance radar (SSR), or ground equipment systems enabling aircraft identification.

58. RNAV system is a navigation system allowing aircraft to operate along any desired flight path within the coverage of ground or airborne navigation aids or within limitations of independent or combined methods. An RNAV system can be considered as part of a flight management system (FMS).

59. Cyclic redundancy check (CRC) is a mathematical algorithm applied to a data file to ensure data integrity.

60. Clearway is a rectangular area defined on land or water under the control of the appropriate authority and selected or expected to be suitable for the initial climb phase of an aircraft to a specified altitude.

61. The manoeuvring area at an airport is a part of the airport used for aircraft takeoff, landing, taxiing, and parking, including the movement area and the apron.

62. The movement area at an airport is a part of the airport used for aircraft takeoff, landing, and taxiing, excluding the aircraft parking area.

63. The danger area is a defined airspace region where hazardous activities exist that may endanger flight operations during specific time periods.

64. Calendar is a discrete reference system provided to define a point in time according to days (ISO 19108).

65. Waypoint (WPT) is a defined geographical position used to indicate the route of a navigational flight path or route using area navigation. A waypoint includes:

a) Fly-by waypoint is a waypoint requiring a turn before passing it (pre-requisite turn) to allow entry onto the next portion of the flight path or mode of flight;

b) Fly-over waypoint is a waypoint at which a turn begins to enter the next portion of the flight path or mode of flight;

66. Digital Elevation Model (DEM) is a representation of the terrain surface by continuous elevation values at all intersections of a coordinate grid referenced to a common datum origin.

67. Final approach fix or point is the fix or point of an instrument approach procedure from which the final approach phase is commenced.

68. Elevation is the vertical distance from mean sea level to a point or surface lying on the earth's surface.

69. Aerodrome elevation is the elevation of the highest point on the landing area.

70. Flight level is a constant pressure surface relative to the standard pressure level of 1013.2 hPa (hectopascal) and specified pressure intervals.

71. Transition level is the lowest flight level usable above the transition altitude.

72. NM stands for nautical mile (equivalent to 1.852 kilometers); m stands for meter; km stands for kilometer.

73. Holding procedure is a predetermined maneuver intended to keep an aircraft within a defined airspace while awaiting further instructions.

74. Standard instrument arrival is a defined flight path for an aircraft arriving under instrument flight rules connecting a significant point, typically on an ATS route with a point from which an established instrument approach procedure can be commenced.

75. Standard instrument departure is a defined flight path for an aircraft departing under instrument flight rules connecting an airport or its control tower with a significant point on an ATS route from which the enroute phase of the flight can commence.

76. Instrument approach procedure is a prescribed sequence of maneuvers based on instrument references ensuring safe obstacle clearance from a fix or the beginning of a flight path to a point from which a landing can be completed; if not, to a point from which obstacle avoidance standards apply when holding or flying enroute.

77. Missed approach procedure is the procedure to be followed when a continued approach to land cannot be accomplished.

78. Air traffic services reporting office is a facility receiving reports related to air traffic services and pre-flight non-radar plans prior to aircraft departure.

79. Radial is the magnetic bearing from a VOR station to a receiver.

80. Aerodrome is a defined area on land or water (including buildings and installed equipment) intended for the use of aircraft for takeoff, landing, and taxiing.

81. Helipad is a designated area on land or a constructed structure serving for helicopter takeoff, landing, and movement.

82. Apron is a designated area within an airport for aircraft parking to serve passengers boarding and disembarking; loading and unloading baggage, mail, parcels, cargo; refueling; providing meals; servicing or maintenance of aircraft.

83. Canopy is the ground plus vegetation height.

84. AIP Amendment is a document containing long-term changes to the information in the AIP.

85. Aeronautical Information Publication (AIP) is a basic publication of aeronautical information, including stable long-term information necessary for flight operations.

86. AIP Supplement is a document containing temporary changes to the information in the AIP and issued by special pages.

87. Integrated aeronautical information package includes the following documents:

a) AIP and AIP Amendment;

b) AIP Supplement;

c) NOTAM and Pre-flight Information Bulletin;

d) Aeronautical Notices;

e) List of current NOTAMs and Summary of current NOTAM contents.

88. Data set series is a collection of data files having the same product specification (ISO 19115).

89. Data set is a collection of identified data (ISO 19101).

90. Final approach is a phase of an instrument approach procedure starting from a defined segment or point, or if such a point is not defined, then:

a) From the end of the last standard turn, basic turn, or inbound track in the box pattern and ending at a point near the airport where a landing can be made or a missed approach procedure can begin.

b) From the point of entry into the final segment of the flight path in the approach method to a point near the airport where landing can be made or an approach can be initiated upon passing that point.

91. Circling approach is an extension of an instrument approach procedure providing circling at an airport prior to landing.

92. Aerodrome operating minima are the limits for using an airport for:

a) Takeoff, expressed as runway visibility, when necessary supplemented by cloud conditions;

b) Precision approaches and landings, expressed as visibility, runway visibility, height, decision height (DH) appropriate for each type of aircraft;

c) Non-precision approaches and landings with vertical guidance, expressed as visibility, runway visibility, height, decision height;

d) Simple approaches and non-precision landings, expressed as visibility, runway visibility, height, minimum altitude, when necessary supplemented by cloud conditions.

93. Runway Visual Range (RVR) is the distance along the runway centerline within which the pilot of an aircraft on the runway centerline can see the runway surface markings, the runway edge lights or recognize the runway.

94. Navigation specifications are a set of requirements necessary for the aircraft and crew to support navigation in defined airspace. There are two types of navigation performance features:

a) Required Navigation Performance (RNP) is a regional navigation performance feature including on-board monitoring and alerting requirements;

b) Area Navigation (RNAV) is a regional navigation performance feature without on-board monitoring and alerting requirements.

95. Integrity - Aeronautical Data is the degree of assurance that aeronautical data and its value have not been lost or altered except through authorized changes to the source data.

96. Ceiling is the vertical distance from the ground or water surface to the base of the lowest layer of clouds covering more than half the sky below 6000 meters.

97. Aircraft Stand is an area designated on an airport for aircraft parking.

98. Touchdown Zone: A portion of the runway beyond the end of the runway threshold used for the first contact of the aircraft wheels with the runway.

99. Application is the processing of data through a required standard (ISO-19104).

Article 3. Responsibilities of agencies and units

1. Responsibilities of the Civil Aviation Administration of Vietnam:

a) To take the lead in developing regulations, standards, and guidelines for aviation maps and diagrams;

b) To manage and organize the development and issuance of various aviation maps and diagrams;

c) To study, propose, and implement regulations and standards for aviation maps and diagrams in accordance with Vietnamese laws and international treaties to which Vietnam is a party;

d) To organize and manage terrain and aviation obstacle databases serving domestic and international aviation activities;

To take the lead in supervising the surveying, measuring, and establishing the eTOD database according to the provisions of Chapter III of this Circular; provide standardized eTOD data to organizations and enterprises permitted to use such data;

đ) To guide the use of measurement units and the construction of aviation diagrams and maps as prescribed in Clause 19 and 20 of Article 4 of this Circular;

e) To inspect, check, and supervise compliance with aviation map and diagram regulations by organizations and individuals related to civil aviation activities.

2. Responsibilities of the Air Traffic Services Unit:

a) To supervise compliance with aviation map and diagram regulations by organizations and individuals related to civil aviation activities at airports and airfields;

b) To participate in developing regulations and standards for aviation maps and diagrams;

c) To inspect and identify artificial structures and trees exceeding the surface limit of aviation obstacles within their management jurisdiction at least twice a year, and report to the Civil Aviation Administration of Vietnam;

d) To organize measurements of positions according to WGS-84, heights, and distances from the reference point of the airport for aviation obstacles within the airport area (45 km from the airport reference point). To establish and update the electronic terrain and obstacle database according to the division of labor assigned by the Civil Aviation Administration of Vietnam.

3. Responsibilities of air traffic service providers:

a) To participate in developing regulations and standards for aviation maps and diagrams;

b) To collect and process data to compile, print, and issue aviation maps and diagrams;

c) To organize measurements of positions according to WGS-84, antenna heights of communication, navigation, surveillance stations, and infrastructure facilities under their management and report to the Civil Aviation Administration of Vietnam (accuracy and integrity as specified in Appendix 5 issued together with this Circular). To establish the electronic terrain and obstacle database according to the division of labor assigned by the Civil Aviation Administration of Vietnam;

d) To update the eTOD and aviation map and diagram databases into the Air Traffic Management Data System (AIM) to integrate into the Vietnamese Air Traffic Management (ATM) system and the Global Information Exchange System (SWIM);

đ) To produce and sell various aviation diagrams and maps according to the division of labor assigned by the Civil Aviation Administration of Vietnam.

4. Responsibilities of airport operators:

a) To participate in developing regulations and standards for aviation maps and diagrams;

b) Organize the measurement of the position according to WGS-84, size, and elevation of the infrastructure managed by the airport operator, and report to the Civil Aviation Authority of Vietnam, including: taxiways, aprons, aircraft parking areas; coordinates of the end of the taxiway, airport reference points, aircraft parking positions, signal check points of the VOR station at the airport, navigation aids, and other infrastructure serving flight operations; airport elevation, deviation, load-bearing capacity, published distances, and other parameters related to taxiways, aprons, and aircraft parking areas managed by the enterprise as stipulated in Appendix V issued together with this Circular;

c) The airport operator must organize measurements and report to the Civil Aviation Authority of Vietnam when there are any changes to the infrastructure that result in changes to the data specified in point b of this clause;

d) Develop various diagrams: Accurate terrain approach diagram, Airport diagram, Helicopter airport diagram, Ground movement guidance diagram, Parking area diagram, aircraft parking position diagram for air traffic information service purposes;

Article 4. List of aviation maps and diagrams

Aviation maps and diagrams include:

1. Airport obstacle diagram - type A.

2. Airport obstacle diagram - type B.

3. Terrain and airport obstacle diagram, electronic version.

4. Accurate terrain approach diagram.

5. Airport diagram, helicopter airport diagram.

6. Ground movement guidance diagram.

7. Parking area diagram, aircraft parking position diagram.

8. Standard instrument departure (SID) procedure diagram.

9. Approach area diagram.

10. Standard instrument arrival (STAR) procedure diagram.

11. Instrument approach procedure diagram.

12. Visual approach procedure diagram.

13. Airway system diagram.

14. Small-scale air navigation chart.

15. Flight track marking map.

16. World aviation map at a scale of 1:1000000.

17. Aviation map at a scale of 1:500000.

18. Minimum safe altitude monitoring diagram.

19. Obstacle limitation surface diagram.

20. Various types of diagrams and maps for flight operations.

Chapter 2

DESIGN AND CONSTRUCTION OF AVIATION MAPS AND DIAGRAMS

Article 5. General Provisions

1. Aviation maps and diagrams must include information relevant to their functions, and the design of these maps and diagrams must comply with human factors principles to facilitate their use.

2. Aviation maps and diagrams must include information suitable for each phase of flight to ensure the safe and efficient operation of aircraft.

3. The presentation of information in aviation maps and diagrams must be accurate, orderly, clear, and legible under all normal operating conditions.

4. Colors or shades of color and font sizes must ensure that the flight crew can easily read and understand the diagrams under natural light and normal lighting conditions (artificial).

5. Information in aviation maps and diagrams must enable the flight crew to quickly grasp it under heavy workloads and be consistent with actual operational conditions.

6. Aviation maps and diagrams may be presented in printed and electronic formats. The language used on the maps and diagrams shall be English or Vietnamese.

Article 6. Title

The title of an aviation map or chart must be consistent with the list of aviation maps and charts specified in Article 4 of this Circular.

Article 7. Presentation Standards

1. The size, font style, and margins of aviation maps and charts must comply with the provisions set out in Appendices I, IV, and VI issued together with this Circular, except for specific cases defined for each type of aviation map or chart.

2. The following information must be presented on the front side of the aviation map or chart, unless otherwise stated in the technical specifications of the relevant aviation map or chart:

a) Symbol or title of the type of aviation map or chart;

b) Name and reference number of the sheet of the aviation map or chart;

c) Number of adjacent sheets above the aviation map or chart (if applicable).

3. The legend explaining symbols and abbreviations must be placed on either the front or back of each aviation map or chart. If this cannot be done, the legend must be printed separately.

4. The full name and address of the issuing agency must be displayed on the margin of the aviation map or chart and shown on the front of the document, except when the aviation map or chart is published as part of an aviation document.

5. The format of certain types of aviation charts is prescribed in Appendix IV issued together with this Circular.

Article 8. Symbols

1. Symbols used in aviation maps and charts must conform to the provisions set out in Appendix II issued together with this Circular. When there is important information that does not have a corresponding symbol, appropriate symbols may be chosen but must not cause confusion with existing aviation map or chart symbols or reduce the readability of the aviation map or chart.

2. Ground navigation aids, intersections, and checkpoints must use the same type of symbol on all aviation maps and charts.

3. Symbols used for significant points must be based on a hierarchical system of symbols and selected in the following order: ground navigation aids, intersections, checkpoints. Checkpoint symbols should only be used when significant points do not have ground navigation aids or intersections.

4. Symbols must be presented according to the provisions of Clause 2 and 3 of this Article and Appendix II issued together with this Circular.

Article 9. Units of Measurement

1. Units of measurement used must comply with the provisions of Annex 5 of the International Civil Aviation Organization Convention (ICAO Annex 5).

2. Distances depicted on aviation maps and charts must be based on actual geodetic distances.

3. Distances must be expressed in kilometers (km), nautical miles (NM), or both units, ensuring that the units are clearly distinguished.

4. Heights, elevations, and altitudes must be expressed in meters or feet or both units, with the units clearly distinguished.

5. Dimensions on runways and short distances must be expressed in meters.

6. Resolution requirements for distances, dimensions, elevations, and altitudes must follow the specific standards for each type of aviation map or chart.

7. Units of measurement used to express distances, heights, elevations, and altitudes must be clearly marked on the front of the aviation map or chart.

8. Conversion ratios (km to NM, m to feet and vice versa) must be shown on each aviation map or chart where distances, elevations, or altitudes are indicated. Conversion ratios must be placed on the front of the aviation map or chart.

Article 10. Scale and Projection

1. For large area aviation maps, the name, basic parameters, and projection must be presented on the aviation map.

2. For small area aviation maps and diagrams, an appropriate linear scale must be provided.

Article 11. Effectiveness of Aviation Information

The effective date of aviation information must be clearly marked on the front of each aviation map and diagram.

Article 12. Names of Place and Abbreviations

1. Roman alphabet must be used to write place names and abbreviations.

2. Domestic place names and geographical features may use the Vietnamese alphabet.

3. In cases where geographic terms such as "cape," "point," "bay," "river" are abbreviated in English, they must be fully stated in Vietnamese. Punctuation marks should not be used when writing abbreviations within the content of aviation maps and diagrams.

4. Abbreviations must be reasonably used on aviation maps and diagrams.

Article 13. Representation of National Boundaries and Territory

1. National boundaries must be shown on aviation maps and diagrams. In cases where important data must be displayed, the national boundary may not need to be shown at that location.

2. When the territory of more than one country is depicted on aviation maps and diagrams, the names of those countries must be clearly indicated.

Article 14. Colors

Colors used on aviation maps and diagrams must comply with the provisions set out in Appendix III issued together with this Circular, if necessary.

Article 15. Topography

1. The topography shown on aviation maps and diagrams must meet the needs of users regarding:

a) Orientation and identification information;

b) Safe flight over terrain;

c) Clarification of aviation information;

d) Flight planning work.

2. Where elevation levels are used, these levels must indicate key points.

3. The value of the elevation level of points with varying accuracy must be added with plus and minus signs (±) with the range of variation.

Article 16. No-Fly Zones, Restricted Fly Zones, and Hazardous Areas

When depicting no-fly zones, restricted fly zones, or hazardous areas, references or other identifiers must be included.

Article 17. Air Traffic Service Provider Responsibility Areas

When airspace provided with ATS services is represented on aviation maps and diagrams, the type of airspace; type, name or call sign, upper limit, and radio frequency must be clearly indicated. The described limits must comply with the provisions set out in Appendix II issued together with this Circular.

Article 18. Magnetic Variation

True north direction and magnetic variation must be clearly indicated on aviation maps and diagrams. Changes in magnetic variation must be shown according to the specifications for each type of aviation map and diagram.

Article 19. Printing Format

The font style for aviation maps and diagrams shall follow the guidelines set out in ICAO Document 8697 "Aeronautical Map and Chart Guidance Material." The main font used is "Arial" from the Unicode font family.

Article 20. Aeronautical Data

1. The Civil Aviation Authority of Vietnam shall implement necessary measures including procedures, processes, and resources required to manage quality at each functional stage. It must ensure that procedures can trace the source of information and allow detection of anomalies or errors in data during the issuance or maintenance phase to ensure the accuracy of aeronautical information.

2. Consistency of aeronautical information data must be ensured according to the specific requirements for each type of aviation map and diagram and presented in Table 2 of Appendix V issued together with this Circular.

3. The integrity of aeronautical information data must be ensured from the time of data survey until it reaches the final user. Requirements for data integrity must be based on potential risks. Specifically, as follows:

a) Very important data, integrity level 1 x 10^-8: high probability of risk occurring when using erroneous data that could affect aircraft safety during flight and landing and potentially lead to accidents;

b) Important data, integrity level 1 x 10^-5: low probability of risk occurring when using erroneous data that could affect aircraft safety during flight and landing and potentially lead to accidents;

c) Ordinary data, integrity level 1 x 10^-3: very low probability of risk occurring when using erroneous data that could affect aircraft safety during flight and landing and potentially lead to accidents.

4. Quality requirements for aeronautical data related to integrity and classification of data are specified in Tables 1, 2, 3, 4, 5, and 6 of Appendix V issued together with this Circular.

5. Electronic sets of aeronautical data must be protected by incorporating a 32-bit checksum algorithm (CRC-32) into the data sets, implemented through data processing applications to protect all levels of data integrity as stipulated in Clause 3 of this Article.

Article 21. Reference Systems

1. Horizontal reference system

a) The Global Geodetic System (WGS-84) must be used as the horizontal reference system (geodetic). Published aviation geographic coordinates (indicating latitude and longitude) must be expressed according to the geodetic reference system WGS-84.

b) Geographic coordinates that have been converted to WGS-84 coordinates but whose initial fieldwork accuracy does not meet the requirements set out in Chapter 2 of Annex 11 and Chapter 2 of Annex 14 of ICAO shall be indicated with an asterisk.

c) The accuracy requirements for geographic coordinates must be specified for each specific type of map or aviation chart and must comply with Table 1 of Appendix V issued together with this Circular.

2. Vertical reference system

a) The mean sea level datum must be used as the vertical reference system.

b) In addition to heights referenced to mean sea level, specific surveyed ground positions, and the surface of the geoid (surface of the Earth) (referenced to the WGS-84 ellipsoid) for these positions must also be published according to the specifications for a specific map or aviation chart.

c) The accuracy requirements for heights and geoid undulations of maps and aviation charts must conform to the specific regulations and must comply with Table 2 of Appendix V issued together with this Circular.

3. Time reference system

a) The Gregorian calendar and Coordinated Universal Time (UTC) must be used as the time reference system.

b) When using a different time reference system for establishing maps or aviation charts, it must be clearly stated in the Vietnam Aeronautical Information Publication (AIP).

Chapter 3

OBSTRUCTION CLEARANCE CHARTS

Section 1

AIRPORT OBSTRUCTION CLEARANCE CHART - TYPE A

Article 22. Function

To combine with related information published in the AIP and provide necessary data for operators to comply with operational limitations.

Article 23. Availability

1. Airport obstruction clearance charts, Type A (operational limitations) must be established for all international airports, except those airports without obstructions within the takeoff runways or airports with electronic airport obstruction and terrain charts as stipulated in Section 3 of this Chapter.

2. In cases where no chart needs to be constructed due to the absence of obstructions affecting the takeoff runways, such information must be published in the Vietnam AIP and Operating Regulations in the vicinity of airports.

Article 24. Rounding Rules for Measured Quantities

1. Heights must be rounded to the nearest 0.5 meters or to the nearest whole number.

2. Straight dimensions must be rounded to the nearest 0.5 meters.

Article 25. Scope and Scale

1. The scope of the chart must cover all obstructions.

2. The horizontal scale must range from 1:10,000 to 1:15,000.

3. The vertical scale must be ten times the horizontal scale.

4. Linear horizontal and vertical scales expressed in meters and feet must be included in the charts.

Article 26. Presentation Standards

1. Charts must depict the plan view and profile of each runway centerline, stopway, or clearway end area, runway strip, and obstructions.

2. Profiles must be shown for each runway centerline, stopway, clearway end area, and obstructions within the runway strip on the corresponding plan view. The profile of the alternate runway strip must include the linear projection of the full takeoff flight path, and must be arranged on the corresponding plan view for appropriate explanation of information.

3. Profile grids must be shown throughout the profile area except for the runway centerline. The origin for height coordinates is mean sea level. The origin for horizontal coordinates must be the farthest end of the clearway from the relevant runway strip. Scale markings must be presented along the baseline of the grid and along the vertical edge.

4. The chart must include the data block prescribed in Clause 3 of Article 29 of this Circular and a block for recording amendments and amendment dates.

Article 27. Identification of Location

The identification diagram must be determined in the following order: name of the country, name of province, centrally governed city, name of the airport, and the identifier of the runway centerline.

Article 28. Deviation from

The deviation from rounding to the nearest degree and the date of determining the information on deviation must be indicated.

Article 29. Aviation Data Information

1. Obstacles:

a) Objects within the takeoff strip that rise above a flat surface with a 1.2% slope starting from the takeoff runway will be considered obstacles, except for obstacles completely under the shadow of other obstacles as stipulated in point b, Clause 2 of this Article. Mobile objects such as ships, trains, and trucks, which may rise above the 1.2% slope, are identified as obstacles but are not considered capable of casting shadows.

b) The shadow of an obstacle is considered a flat surface originating from a horizontal line passing through the top of the obstacle perpendicular to the runway centerline axis. The surface covers the entire width of the takeoff strip and extends to the surface specified above or to the next higher obstacle whichever occurs first. For the first 300 meters of the takeoff strip, the shadow surface lies horizontally and beyond this point, these surfaces have a rising slope of 1.2%.

c) In cases where obstacles capable of casting shadows can potentially be removed, objects that could become obstacles after removing the shadow-casting obstacles must be shown on the diagram.

2. Takeoff Strip:

a) The takeoff strip includes a symmetrical trapezoidal area on the earth's surface located directly below and symmetrically arranged with respect to the runway centerline.

This area has the following characteristics:

- Starting from the end of the published suitable area for takeoff (end of the CMC or the threshold gap of the runway centerline);

- Width at the starting point is 180m and increases at a rate of 0.25 times the distance from the starting point up to a maximum of 1,800m.

- Extends outward until there are no obstacles or to a distance of 10km, choosing the smaller distance;

b) For runways used for aircraft with operational limitations that do not prevent the use of a lower takeoff slope than 1.2%, the extension length of the takeoff strip specified in this clause must be increased to at least 12km and the slope of the flat surface specified in Clause 1 of this Article must be reduced to 1% or less.

3. Published Distances:

The following information for each direction of the runway centerline: available takeoff run (TORA); available distance for rejected takeoff (ASDA); available takeoff distance (TODA); available landing distance (LDA).

4. Plan View:

a) The plan view must present:

- The shape of the runway centerline by solid lines, including length and width, deviation from rounded to the nearest degree and the number of the CMC;

- The shape of the threshold gap of the runway centerline by dashed lines, including length and identification information;

- The takeoff strip by dotted lines and the runway centerline axis by alternating short and long dashes;

- Backup takeoff strips. When backup takeoff strips do not lie between the extended portions of the runway centerline axis, explanatory notes must be provided explaining the importance of those areas;

- Obstacles, including: the exact location of each obstacle and symbols identifying the type of obstacle;

- Height and identification of obstacles;

- The extent of violation of obstacles determined in the notes section.

b) When presenting the stopway, the length of each stopway segment must be determined.

5. Profile View Must Display:

a) Solid lines for the cross-sections of the runway centerline axes and dashed lines for the cross-sections of the stopway and the threshold gap of the runway centerline related to it;

b) The height of the runway centerline axis at each end of the runway, at the stopway, and at the start of each takeoff strip, and at each significant change in the slope of the runway centerline axis, stopway;

c) Parameters indicating obstacles include: a continuous vertical line extending from a suitable grid cell to the top of the obstacle; identification features, extent of violation of the obstacle limiting surface.

Article 30. Information to be published on the Obstruction Chart

1. The requirements for accuracy achieved must be presented on the chart.

2. Reference points. In cases where there is no accurate reference point for vertical referencing, the height of the reference point used must be shown and noted as assumed.

Section 2

OBSTRUCTION CHART - TYPE B

Article 31. Functions

The airport obstruction chart provides information to fulfill the following functions:

1. Determining the minimum safe heights including for circling procedures.

2. Determining the procedures to be used in emergency situations during takeoff or landing.

3. Applying criteria for removal and marking of obstructions.

4. Providing source material for aviation charts.

Article 32. Availability

The airport obstruction chart - type B must be provided for airports with international flights, except for airports that already have the Digital Terrain and Obstacle Maps as specified in Section 3 of this Chapter.

Article 33. Rounding Principles for Measured Quantities

1. Heights must be rounded to the nearest 0.5 meters or to the nearest foot.

2. Straight dimensions must be rounded to the nearest 0.5 meters or to the nearest foot.

Article 34. Scope and Scale

1. The scope of the chart must be sufficient to cover all obstructions.

2. The horizontal scale must range from 1:10,000 to 1:20,000.

3. Both linear horizontal and vertical scales must be expressed in meters and feet. When necessary, linear scales must also be expressed in kilometers and nautical miles.

Article 35. Presentation Standards

The chart must include:

1. An explanation of the projection used.

2. Necessary identification information about the coordinate grid used.

3. Symbols indicating obstructions violating the obstacle surface limits as prescribed in Decree 20/2009/NĐ-CP dated February 23, 2009 of the Government on the management of air navigation obstacle heights and control areas for airspace protection in Vietnam.

4. A section for recording amendments and amendment dates.

5. Along the margin, each minute of latitude and longitude must be marked in degrees and minutes.

Article 36. Identification of Location

The chart must be identified in the following order: country name, province name, centrally governed city name, and airport name.

Article 37. Representation Method and Notes on Topography

1. Details of drainage and hydrographic systems (canals, creeks, ditches, rivers) must be represented concisely.

2. Buildings and other prominent features related to the airport must be depicted on the chart and must be to scale.

3. All objects exceeding the surfaces of takeoff and approach landing as defined in Decree 20/2009/NĐ-CP dated February 23, 2009 of the Government on the management of air navigation obstacle heights and control areas for airspace protection in Vietnam.

4. Roads and railways within the takeoff, approach landing areas, and within 600 meters (2000 feet) of the end of the displaced threshold of the CMC or CHC runway must be depicted on the chart.

Article 38. Magnetic Variation

The chart must show the magnetic compass indicating true north and the magnetic variation to the nearest degree, along with the date of determination of the magnetic variation information.

Article 39. Air Navigation Data to be Published

The following must be depicted:

1. The reference point of the airport and the geographic coordinates of the reference point in degrees, minutes, and seconds.

2. The shape of the runway centerline as a solid line.

3. The length and width of the runway centerline.

4. The direction of the runway centerline rounded to the nearest degree and the number of runway centerlines.

5. The elevation of the runway centerline at the end of the runway, at the stopway, and at the beginning of the takeoff and landing strips, and significant changes in the slope of the runway centerline and the stopway.

6. Taxiways, aprons, and parking areas as solid lines.

7. The stopway described with a dashed line.

8. The length of the stopway.

9. The clearway at the end of the runway presented with a dashed line.

10. The length of each clearway at the end of the runway.

11. The takeoff and landing strips presented with a dashed line.

12. The takeoff and landing strips.

13. The precise location of obstacles, including: symbols representing the type of obstacle, height, identification information, and the extent of the surface infringement.

14. Additional obstacles identified under Clause 1 of Article 29 of this Circular, including those hidden behind other obstacles.

Article 40. Accuracy

1. Requirements for accuracy must be shown on the chart.

2. Reference point. In cases where there is no accurate reference point for height, the elevation of the reference point used must be clearly stated and noted as assumed.

Section 3

TOPOGRAPHIC CHART AND OBSTACLE CLEARANCE DATA FOR AIRPORTS, ELECTRONIC VERSION - ICAO

Article 41. Function

Describe topographic data and obstacles combined with necessary air navigation data to:

1. Enable operators to comply with operational limitations prescribed in Chapter 5, Part I and in Chapter 3, Section II, Part III of Annex 6 to the Chicago Convention by developing contingency procedures for use in emergency situations during approach and takeoff phases and by conducting analysis of aircraft operational limitations.

2. Support the following navigation applications:

a) Designing flight procedures using equipment.

b) Limiting and eliminating airport obstacles.

c) Providing data sources for the production of other air navigation charts.

Article 42. Availability

1. As of November 12, 2015, the electronic version of the topographic chart and obstacle clearance data must be established for all international airports nationwide.

2. The electronic version of the topographic chart and obstacle clearance data must also be available in printed form upon request.

3. The quality standards for geographic information are based on ISO 19100 as a model for general data modeling.

Article 43. Identification of Location

1. The chart must be identified in the following order: country name, province name, centrally governed city name, and airport name.

2. Scope of the Chart

The coverage areas for eTOD sets are specified as follows:

a) Area 1: The entire national territory;

b) Area 2: In the vicinity of the airport, divided as follows:

- Area 2a: A rectangular area around the runway centerline, including the takeoff and landing strip and the clearway at the end of the runway;

- Area 2b: An area extending from the end of Area 2a in the takeoff direction, with a length of 10 km and widening by 15% on each side;

- Area 2c: An area expanding beyond Areas 2a and 2b up to 10 km from the boundary of Area 2a;

- Area 2d: An area outside Areas 2a, 2b, and 2c up to 45 km from the airport reference point or to the boundary of the terminal control area (TMA), whichever is closer.

c) Area 3: An area comprising the airport movement area, extending laterally from the edge of the runway centerline to 90 meters from the runway centerline and 50 meters from the outer edge of the movement area;

d) Area 4: An area extending 900 meters before the threshold of the runway centerline and 60 meters on each side of the extended runway centerline in the direction of the approach for CAT II or III precision approaches.

3. In the Area 1 chart, obstacles with heights exceeding 100 meters above natural ground level must be depicted.

4. As of November 12, 2015, at all international airports, eTOD must be provided for all obstacles in Area 2 that pose risks to flight operations.

5. As of November 12, 2015, at all international airports, eTOD must be provided for:

a) Area 2a for obstacles violating relevant obstacle surface limits;

b) Violations of the identification surfaces of the takeoff strips;

c) Violations of the airport obstacle surface limits.

6. At international airports, eTOD must be provided for Area 4 for terrain and obstacles violating relevant obstacle data collection surfaces related to CAT II or III precision approach runways and for detailed terrain information requested by operators to allow assessment of the impact of terrain on determining decision height using radio altimeters.

Article 44. Content

1. General Requirements:

a) When developing computer graphic applications used to describe features on diagrams, the relationships between features, attributes, basic spatial geometry, and topographic relationships must be clearly depicted through an application diagram. Descriptive information will be provided based on descriptive technical details applied according to established description rules. Descriptive technical details and description rules are not part of the data set. Description rules must be stored in a description catalog, referencing the separately stored descriptive technical specifications;

b) Symbols used to describe features must comply with the provisions of Article 8 of this Circular and the provisions in Appendix II issued together with this Circular.

2. Topographical Features:

a) Topographical features and related attributes described and linked to the diagram in the database must be based on electronic topographic data sets that meet the requirements of Chapter 10 of Annex 15 of ICAO and the provisions in Appendix V issued together with this Circular;

b) Topographical features must be described to provide an effective overall impression of the terrain. This is the representation of the terrain surface by continuous elevation values at all intersections of the defined coordinate grid, also known as Digital Elevation Model (DEM);

c) Topographical features described must be linked to the following related attributes in the database: horizontal position of grid points according to geographic coordinates and elevation of points; surface type; contour line value (if applicable); names of cities, towns, and other prominent topographical features.

3. Obstacle Features:

a) Obstacle features, related attributes, described and connected to the database in the diagram must be based on eTOD data sets;

b) Obstacles must be described using appropriate symbols and obstacle identification codes;

c) Obstacle features described must be linked to the following related attributes in the database: geographic coordinates and elevation; obstacle type; obstacle overpass height.

4. Airport Features:

a) Airport features, related attributes, described and linked to the database in the diagram must be based on airport data;

b) The following airport features must be described using appropriate symbols: airport reference point; CHC runway with stopway and initial runway end clearway (if applicable); taxiways, aprons, large buildings, and other prominent airport features;

c) Airport features described must be linked to the following related attributes in the database: geographic coordinates of the airport reference point, offset from, year of information determination and annual changes, runway length, width of the CHC runway, stopway, initial runway end clearway, surface type of the CHC runway and stopway, direction of the CHC runway rounded to degree units; elevation of the runway threshold head, significant changes in the slope of the CHC runway and stopway; published distance for each runway direction or the abbreviation "NU" when the runway direction is not used for takeoff and landing.

5. Navigation Aids Features: Radio navigation aids within the scope of the diagram must be described using appropriate symbols.

Article 45. Accuracy

1. The accuracy requirements for aviation data must comply with current regulations.

2. The resolution requirements for aviation data must comply with current regulations.

Article 46. Electronic Functionality

1. The diagram must allow for scale changes when used for reference. Symbols and font sizes must adjust according to the diagram's scale to enhance readability.

2. Information on the diagram must be referenced by geographic coordinates and must have the capability to determine cursor position to the nearest second.

3. The diagram must be compatible with personal computer hardware, software, and common communication media.

4. Information may only be removed from the diagram when a new updated version has been approved by the competent authority.

5. In case of information congestion, necessary details to support the functionality of the diagram cannot be displayed clearly on a single display screen, selective layers of information must be provided to allow optional combination of information.

6. The diagram may be printed in paper format according to content specifications and scales determined by the user.

Article 47. Technical Details of Data Product

1. A comprehensive list of data sets forming the diagram must be provided as technical specifications of the data product, based on which the data user will evaluate the diagram's data product and determine the level of compliance of required data according to the purpose of use.

2. The technical specifications of the diagram's data product must include: overview, scope of technical specifications, identification of the data product, data content information, reference system used, data quality requirements, and information on data collection, data maintenance, data description, data product transfer, as well as any additional available information, database content description.

3. An overview of the technical specifications of the diagram's data product provides an informal description of the product and must contain general information about the data product. The scope of the technical specifications of the diagram's data product must define the horizontal spatial extent covering the diagram. Identification information of the diagram's data product must include the product title, a brief summary describing the content and purpose, and a geographical area description covered by the diagram.

4. The data content of the technical specifications of the diagram's data product must clearly define the type of coverage or image data and provide a descriptive explanation of each specification.

5. The technical specifications of the diagram's data product must:

a) Determine information on how the reference system is used, including spatial (horizontal and vertical) and time reference systems;

b) Determine data quality requirements, including statistics of acceptable quality levels and corresponding data quality;

c) Statistics of the technical specifications of the diagram's data product must include all data quality components and sub-components of data quality, even if only mentioned as a specific quality component or sub-component that does not apply.

6. The technical specifications of the data product must include data collection statistics to describe sources and processes applied for collecting diagram data. Principles and criteria applied for maintaining the diagram must also be reflected in the technical specifications of the diagram product, including the frequency of diagram product updates and maintenance information for obstacle data sets included in the diagram and guidelines for principles, methods, and criteria applied for maintaining obstacle data.

7. The technical specifications of the diagram's data product must include information on how data is described on the diagram as detailed in Article 44 of this Circular. The technical specifications of the diagram's data product must also include data product transfer information, including transfer formats and transfer medium information.

8. Core metadata components of the diagram must be included in the technical specifications of the diagram's data product. Any additional metadata required to be provided must be recorded in the technical specifications along with metadata format and encoding.

Section 4

ACCURATE APPROACH TERRAIN DIAGRAM

Article 48. Functions

An accurate approach terrain profile provides detailed cross-sectional terrain information within a defined area during the final approach phase, allowing aircraft operators to assess the impact of terrain on determining decision height using radio altimeter equipment.

Article 49. Availability

1. Accurate approach terrain profiles must be established for all Cat II and III precision approach runways at international airports, except where necessary information is provided in airport terrain and obstacle electronic diagrams as stipulated in Section 3 of this Chapter.

2. Accurate approach terrain profiles must be revised when there are any significant changes.

Article 50. Scale

The horizontal scale is 1:2500 and the vertical scale is 1:500.

Article 51. Identification of Location

The diagram must be identified in the following order: name of the country, name of province, centrally governed city, and name of the airport, and identifier of the runway.

Article 52. Information on Cross-sections and Profiles

The chart must include:

1. The plan view displays contour lines spaced 01m (03 ft) apart within a 60m (200 ft) area on either side of the runway centerline, with similar spacing as the cross-section, and contour lines related to the runway threshold.

2. Indicators showing terrain or any object in the plan view as specified in Clause 1 of this Article, differing from the cross-section centerline height by ± 03m (10 ft) and potentially affecting radio altimeters.

3. Longitudinal profiles of terrain up to a distance of 900m (3000 ft) from the edge along the extended runway centerline.

Chapter 4

AIRPORT AREA DIAGRAM

Section 1

AIRPORT DIAGRAM, HELIPORT DIAGRAM

Article 53. Functions

1. Provide pilots with information facilitating aircraft movement on the ground including:

a) For airports: from the aircraft parking position to the runway and from the runway to the aircraft parking position;

b) For heliports:

- From the helicopter parking position to the touchdown zone, takeoff area, and final approach area;

- From the final approach area and takeoff area to the touchdown zone, takeoff area, and helicopter parking position;

- Along ground taxiways and helicopter air movements;

- Along helicopter air transition routes.

- Providing essential operational information at airports and heliports.

Article 54. Availability

1. Airport diagrams and heliport diagrams are used for civil and military aviation operations.

2. Ground movement diagrams and apron layout diagrams need to be established under certain conditions. In such cases, elements already shown in these diagrams do not necessarily have to be shown in airport and heliport diagrams.

Article 55. Scope and Scale

1. The scope of the diagram must be large enough to clearly display all elements prescribed in Article 58 of this Circular.

2. Linear scale must be indicated.

Article 56. Identification of Location

The diagram must be identified in the following order: name of province, centrally governed city, name of the airport, and identifier of the runway.

Article 57. Magnetic Variation

1. The true north direction and magnetic north direction must be indicated by an arrow on the diagram.

2. Magnetic variation shall be rounded to the nearest degree and annual changes in magnetic variation must be shown.

Article 58. Data on Airports and Helicopter Airports

1. Geographic coordinates of the reference point of the airport and helicopter airport, including degrees, minutes, and seconds.

2. Elevation rounded to the nearest meter or foot of the airport, helicopter airport, and apron (height check positions if applicable). Elevation and undulation at the end of the runway threshold, center of the touchdown zone, and departure area for simple approaches.

3. Elevation and undulation at the end of the runway threshold used for precision approaches, rounded to 0.1 meters, center of the touchdown zone and departure area, and at the highest point of the touchdown zone for precision approach runways.

4. All runways, including those under construction, with runway name, length, width rounded to the nearest meter, load-bearing capacity, displaced threshold, stopway segments, clearway, runway direction rounded to the nearest degree, surface type, and marking system on the runway. Load-bearing capacity may be displayed in table form on the front or back of the diagram.

6. Geographic coordinates including degrees, minutes, and seconds of the runway threshold areas, touchdown zone center, departure area, and runway threshold of the final approach and takeoff areas if applicable.

7. Taxiways, ground taxiways, and air taxiways for helicopters along with surface type, air taxiway transition points, taxiway name, width, lighting system, marking system including fixed and temporary holding position markings if established, holding position markings, inspection and visual guidance equipment, load-bearing capacity or restrictions for aircraft types if the load-bearing capacity is less than that of related runways. Load-bearing capacity or restrictions for aircraft types may be displayed in table form on the front or back of the diagram.

8. Important locations must note additional information. This information may be displayed in table form on the front or back of the diagram.

9. Geographic coordinates including degrees, minutes, and seconds and hundredths of seconds of points on appropriate taxiway axes and aircraft parking positions.

10. Standard taxiways for aircraft and full names if established.

11. Boundaries providing air traffic control service.

12. Positions of runway visual range (RVR) observation points.

13. Runway lighting systems and approach lighting systems.

14. Position and type of visual approach slope indicator system with designed glide path angle, minimum height above the runway threshold on the standard glide path when the axis of the system is not parallel to the runway axis, must provide the angle and direction of displacement (right or left).

15. Radio communication means and communication channels, login addresses if applicable.

16. Obstacles affecting aircraft taxiing.

17. Aircraft service areas and buildings important to operational activities.

18. VOR station check points.

19. Areas infrequently used for aircraft movement also need to be depicted.

20. For helicopter airports, the following data must be additionally shown on the diagram:

a) Type of helicopter airport;

b) Touchdown and departure areas including dimensions rounded to the nearest meter, slope, surface type, and load-bearing capacity in tons;

c) Final approach and takeoff areas including type, actual direction rounded to the nearest degree, length and width rounded to the nearest meter, slope, and surface type;

d) Safety area including length, width, and surface type;

đ) Helicopter aircraft clearance including length and surface of that area;

e) Obstacles including type and height of the highest obstacle rounded to the nearest meter or foot;

g) Visual aids for approach methods, lighting and marking systems of the final approach area, takeoff area, touchdown area, and departure area;

h) Published distances rounded to the nearest meter for helicopter airports, including: usable takeoff roll distance, distance that can be aborted during takeoff, landing distance.

 GROUND MOVEMENT GUIDANCE DIAGRAM

Section 2

 SCHEME FOR GUIDING LAND TRANSFER MOVEMENTS

Article 59. Function

Provide detailed information to the flight crew to facilitate the movement of aircraft to and from parking positions and aprons.

Article 60. Availability

The ground movement diagram must provide necessary details for the movement of aircraft along taxiways between parking positions not shown on the airport or heliport layout.

Article 61. Scope and Scale

1. The scope of the diagram must be large enough to clearly depict all elements specified in Article 64 of this Circular.

2. The linear scale must be indicated on the diagram.

Article 62. Location Identification

The diagram must be identified in the following order: name of the country, name of province, centrally-administered city, and name of the airport and identifier of the CHC route.

Article 63. Magnetic Variation

1. True North and magnetic North directions must be shown with arrowheads on the diagram.

2. Magnetic variation must be rounded to the nearest degree and annual changes in magnetic variation must be indicated.

Article 64. Airport Data

1. Parking stand elevation must be rounded to the nearest meter or foot.

2. Parking stands include parking position, load-bearing capacity or type of aircraft limited to operation, lighting, marking signals, and auxiliary inspection and guidance equipment if available, including the location and type of visual docking guidance systems.

3. Coordinates of aircraft parking positions must include degrees, minutes, seconds, and hundredths of a second.

4. Taxiways and taxiway names, taxiway width rounded to the nearest meter, load-bearing capacity of the taxiway or limitations on types of aircraft if the load-bearing capacity is less than that of related CHC routes, lighting system, marking signals including fixed and temporary stop bars if established, stop bar lights, other auxiliary inspection and guidance equipment.

5. Important locations requiring attention must be noted with additional information. This information may be displayed in a table on the front or back of the diagram.

6. Standard taxi routes for aircraft and full names if established.

7. Coordinates of points on taxiway axes must be calculated to degrees, minutes, seconds, and hundredths of a second.

8. Boundaries providing air traffic control services.

9. Radio communication means and channels, login addresses if applicable.

10. Obstacles affecting taxiing operations.

11. Areas serving aircraft and buildings important to operational activities.

12. VOR check point and radio frequency of related equipment.

13. Infrequently used movement areas for aircraft.

Section 3

PARKING LAYOUT AND STAND POSITION DIAGRAM

Article 65. Function

The parking layout and stand position diagram provides detailed information to the flight crew to facilitate movement between taxiway areas, aprons, and aircraft stand positions.

Article 66. Availability

This diagram is published for airports with complex apron layouts where detailed guidance on movement between taxiways and aprons cannot be described in the airport or heliport layout or on the ground movement diagram.

Article 67. Scope and Scale

1. The scope of the diagram must be sufficiently large to clearly display all elements specified in Article 70 of this Circular.

2. The linear scale must be indicated on the diagram.

Article 68. Identification of Location

The diagram must be identified in the following order: name of the country, name of province, centrally governed city, and name of the airport.

Article 69. Magnetic Variation

1. The magnetic north direction must be indicated on the diagram with an arrow.

2. Magnetic variation must be rounded to the nearest degree and annual changes in magnetic variation must be shown.

Article 70. Airport Data

1. Parking stand elevation must be rounded to the nearest meter or foot.

2. Parking stands include parking position, load-bearing capacity or type of aircraft limited to operation, lighting, marking signals, and auxiliary inspection and guidance equipment if available, including the location and type of visual docking guidance systems.

3. Coordinates of aircraft parking positions must include degrees, minutes, seconds, and hundredths of a second.

4. Names of taxiway entrances, taxiway names, positions for holding at the taxiway intersection, temporary stop positions, and stop bars.

5. Important locations requiring attention must be noted with additional information. This information may be displayed in a table on the front or back of the diagram.

6. Standard taxi routes for aircraft with full names if established.

7. Coordinates of points on taxiway axes must be calculated to degrees, minutes, seconds, and hundredths of a second.

8. Boundaries providing air traffic control services.

9. Radio communication means and channels, login addresses if applicable.

10. Obstacles affecting taxiing operations.

11. Areas serving aircraft and important buildings for operational purposes.

12. VOR check point and radio frequency of related equipment.

13. Areas infrequently used for aircraft movement must also be depicted.

Chapter 5

STANDARD AIRCRAFT TAKE-OFF PROCEDURE DIAGRAM USING EQUIPMENT, APPROACH ZONE DIAGRAM, STANDARD AIRCRAFT DEPARTURE PROCEDURE DIAGRAM USING EQUIPMENT, AIRCRAFT APPROACH PROCEDURE DIAGRAM USING EQUIPMENT, VISUAL APPROACH PROCEDURE DIAGRAM, MINIMUM SUPERVISION ALTITUDE DIAGRAM FOR AIR TRAFFIC SERVICES

 

Section 1

STANDARD AIRCRAFT TAKE-OFF PROCEDURE DIAGRAM USING

EQUIPMENT

Article 71. Function

1. Provide information enabling the flight crew to perform the standard take-off procedure using equipment to enter the en-route phase of flight.

2. Information related to identifying standard departure procedures as defined in Annex 11, Appendix 3 of the Chicago Convention; relevant guidance on establishing these procedures is presented in the Air Traffic Services Planning Manual (Doc 9426 - ICAO).

3. Information related to standard over-obstacle clearance requirements and detailed minimum information to be published is presented in Part II, Volume II of the Aircraft Operations and Airplane Operations Manual (PANS-OPS, Doc 8168 - ICAO).

Article 72. Availability

1. The Standard Instrument Departure Diagram using Equipment (SID) must be developed and published for every airport that has established standard departure procedures using equipment, and in cases where necessary information is not fully represented in the approach zone diagram.

Article 73. Scope and Scale

1. The scope of the diagram must be sufficient to determine the phase from the start point of the departure procedure to the connection point with the designated en-route phase of flight and the commencement of air traffic service provision.

2. The diagram must be presented at a specific scale. The scale must be displayed in diagrams presented at a scale.

3. When it is not possible to present at a scale, the diagram must be annotated with the phrase "NOT TO SCALE".

Article 74. Projection

1. In cases where the diagram is presented at a scale, meridians and parallels must be shown at appropriate intervals.

2. Degree markers must be shown appropriately along with the lines indicating distances.

Article 75. Identification

The diagram must be identified by the name of the province or centrally governed city with the airport, the name of the airport, and the identification of the established standard departure procedures in accordance with ICAO regulations.

Article 76. Method of Representation and Topographic Notes

1. In cases where the map is represented at a scale, all coastline outlines, water areas, large lakes, and rivers must be shown on the map unless such information affects more important information for the map.

2. The map must be constructed at a scale and all topographical features higher than 300m (1000 ft) above airport elevation must be depicted in contour form with accompanying height values and printed in light brown color. Heights including the highest points within contours must be printed in black. Obstacles must also be depicted on the map.

3. The next higher contour above 300m (1000 ft) above airport elevation on the original topographic map may be selected to begin the representation of layers in color.

Article 77. Deviation from Magnetic North

Deviations from magnetic north used to determine headings, tracks, and radials must be expressed in degrees.

Article 78. Bearings, Tracks, and Radials

1. Bearings, tracks, and radials must be expressed in true north direction. This requirement may be included in the map when necessary.

2. Where the map expresses bearings, tracks, and radials in the form of true north or grid north, this information must be clearly confirmed.

Article 79. Aeronautical Data

1. Airports:

a) Departure airports must be represented by CHC route forms;

b) All airports that affect standard departure procedures with related equipment must be depicted and identified.

2. Prohibited, restricted, and danger areas that may affect the implementation of procedures must be depicted with identification information and accompanied by height limits.

3. Minimum altitude zones:

a) Minimum altitudes for each zone established based on appropriate navigation aids suitable for the procedure must be clearly shown with applicable indices for the relevant zones;

b) In cases where minimum altitudes for each zone have not been established, the map must be constructed at a scale and the minimum safe altitudes for each area must be shown within quadrants defined by latitude and longitude lines. Minimum altitudes for each area must also be shown in parts of the map outside the scope defined for minimum altitudes for each zone;

c) Depending on the scale of the map chosen, quadrants defined by latitude and longitude lines usually have values corresponding to 0.5 degrees of longitude and latitude.

4. Air Traffic Services (ATS) System

Components of the ATS system established must be depicted on the map. Depicted components include:

a) Diagrams describing each departure procedure by equipment, including: flight path designation; key points defining the flight path; track or radial with accurate values to the nearest degree for each segment of the flight path; distances between key points rounded to the nearest kilometer or nautical mile; minimum flight altitudes along the flight path or necessary segments for the procedure with values rounded to the nearest multiple of 50 meters or 100 feet; for maps represented at a scale and provided with radar guidance departure procedures, the minimum altitudes set for radar guidance must be shown with values rounded to the nearest multiple of 50 meters or 100 feet;

b) Suitable navigation aids for flight paths, including: names of aids in clear language; identification of equipment; frequency; geographic coordinates of equipment expressed in degrees, minutes, seconds; for DME, the part includes both signal channel and antenna height must be shown with accuracy to the nearest 30 meters;

c) Code names of key points not marked by the position of navigation aids; geographic coordinates of these points in degrees, minutes, seconds; bearing relative to navigation aids referenced in degrees, minutes, seconds (accuracy 0.1 second); distance from navigation aids referenced with accuracy corresponding to 0.2 kilometers (0.1 NM);

d) Holding areas;

đ) Transition altitudes;

e) Positions and heights of nearby obstacles violating obstacle surface recognition. Obstacles violating and near the obstacle surface recognition axis but not considered in relation to published climb gradient must be shown with a specific note;

g) Speed limits in the area (if applicable);

h) Mandatory reporting points, report as required;

i) Radio communication procedures, including: name of ATS service provider; communication frequency; requirements for transponder settings.

Section 2

APPROACH AREA MAP

Article 80. Functions

Provide pilots with information to facilitate the following phases of a flight using equipment:

1. The transition phase between the en route phase and the approach phase to an airport.

2. The transition phase between the takeoff phase or missed approach phase and the en route phase.

3. When flying over areas with complex airspace structures or airway configurations.

4. These functions may be provided through a separate diagram or page on the airway chart.

Article 81. Availability

1. Approach area diagrams must be prepared in advance when airways or position reporting requirements are complex and unsuitable for representation on the Airway System Chart.

2. In cases where airways or position reporting requirements differ at arrival, departure phases and cannot be clearly represented on a single diagram, they must be provided separately.

Article 82. Scope and Scale

1. The scope of each diagram must extend to the points of departure routes and arrival routes.

2. Diagrams must be presented at a specific scale. Scale bars must be shown on the diagrams and presented according to the scale.

Article 83. Projection Method

1. Meridians and parallels must be displayed with appropriate spacing.

2. Interval markers must be arranged appropriately along meridians and parallels.

Article 84. Identification

Diagrams must be identified by the name of the airspace described and must be one of the following names: the name of the service provider, the name of the largest city or town within the area covered by the diagram, or the name of the city where the airport is located. Where there are multiple airports in a city or town, the name of the airport for which navigation aids have been established must be added.

Article 85. Representation Method and Terrain Notes

The boundaries of all open water areas, large lakes, and rivers must be generally depicted unless conflicting with other data necessary for the functional use of the diagram.

Article 86. Deviation from Mean

The deviation from mean within the scope of the diagram must be shown to the nearest unit value of degrees and rounded accordingly.

Article 87. Bearing, Track, and Radians

1. Bearings, tracks, and radians must be true north-based, except as provided in Clause 2 of this Article. When bearings and tracks provide additional true values for RNAV phases, they must be shown in parentheses to 0.1 degree and rounded accordingly.

2. It must be indicated whether bearings, tracks, or radians are referenced to true north or grid north. When grid north is used, the reference meridian must be specified.

Article 88. Aeronautical Data

1. Airports: All airports affecting the approach routes must be depicted. The CHC shape symbol must be used appropriately.

2. Prohibited Areas, Restricted Areas, and Hazardous Areas: Prohibited areas, restricted areas, and hazardous areas must be described together with their identification and vertical limits.

3. Minimum Altitude Areas: Minimum altitude areas must be shown in quadrants of latitude and longitude degrees.

4. Air Traffic Service System must depict related components of the air traffic service system, including:

a) Radio navigation aids related to the air traffic service system, including name, identification, frequency, geographic coordinates in degrees, minutes, seconds;

b) For DME facilities, supplement the antenna height rounded to 30 meters (100 feet);

c) Required terminal area navigation aids for departure, arrival, and holding operations;

d) Horizontal and vertical limits of established airspace and classification of that airspace;

đ) Type of navigation characteristics including any limitations (if applicable);

e) Holding areas and terminal approach routes including route names, tracks rounded to whole degree units for each phase of airways and terminal approach routes depicted;

g) All significant points defining terminal approach routes not marked by radio navigation aid positions, including coded names, geographic coordinates in degrees, minutes, and seconds;

h) For fix points defining area navigation routes based on VOR/DME systems, supplement:

- Identification of the facility and VOR/DME system frequency;

- Bearing in degrees rounded to the nearest tenth of a kilometer or tenth of a nautical mile from the reference VOR/DME system, if the fix point does not share the same location as the VOR/DME system.

i) Names of all mandatory and required reporting points;

k) Distances in kilometers or nautical miles rounded to the nearest unit between significant points defining turns or reporting points;

l) For VOR range-based changeover points on defined route phases, indicate distances in kilometers or nautical miles from the radio navigation aid;

m) Minimum altitudes on routes and minimum obstacle clearance altitudes for airways rounded to the nearest multiple of 50 meters or 100 feet;

n) Established minimum radar vectors altitudes in meters rounded to the nearest multiple of 50 meters or 100 feet;

o) Speed restrictions in the area and height restrictions (if applicable);

p) Communication facilities listed with channel frequencies and login addresses if applicable;

q) Markers for significant points passed over.

Section 3

DIAGRAMS FOR EQUIPMENT USE STANDARDS

Article 89. Function

Provide pilots with information to perform flights according to standard equipment arrival procedures from the long-distance flight phase to the approach phase for landing using equipment.

Article 90. Availability

Standard Equipment Arrival Route Procedure Diagrams (STAR) must be developed and published for all airports that have established standard equipment arrival procedures and in cases where necessary related information is not fully represented in airport area diagrams.

Article 91. Scope and Scale

1. The scope of the diagram must be sufficient to determine from the end point of the long-distance flight phase to the start point of the approach phase.

2. The diagram must be presented at a specific scale. Scale indicators must be shown on the diagrams and presented at the scale.

3. When it is impossible to present at a scale, the diagram must be clearly marked with the phrase "NOT TO SCALE".

Article 92. Projection

1. The projection must ensure the use of straight lines closely aligned with great circles.

2. When the diagram is presented at a scale, latitude and longitude lines must be shown at appropriate intervals.

3. Degree markers must be shown appropriately along with lines indicating distances.

Article 93. Identification

The diagram must ensure identification by the name of the city or region with the airport, the name of the airport, and the identification of established standard equipment arrival procedures in accordance with ICAO regulations.

Article 94. Representation Method and Terrain Notes

1. In cases where the diagram is presented at a scale, the outlines of coastlines, water areas, large lakes, and rivers must be shown on the diagram unless these information affect other important functional information on the diagram.

2. The diagram must be constructed at a scale and all prominent terrain features higher than 300 meters (1000 feet) above airport elevation must be shown in contour form with height values attached and printed in light brown color. Heights including the highest points within contours must be printed in black. Obstacles must also be shown on the diagram.

3. Contours higher than 300 meters (1000 feet) above airport elevation in the original topographic diagram must be selected to begin showing colors for layers.

Article 95. Deviation From

Deviations from magnetic north used to determine headings, tracks, and radials must be expressed in degrees.

Article 96. Bearing, Track, and Radians

1. Bearing, track, and radians must be shown in true north direction.

2. When the diagram shows bearing, track, and radians in true north or grid north format, this information must be clearly confirmed.

Article 97. Aeronautical Data

1. Airports:

a) Landing airports must be shown in the form of CHC lines;

b) All airports affecting relevant standard equipment arrival procedures must be shown and identified. Where possible, these airports should be shown in the form of CHC lines.

2. No-fly zones, restricted zones, and danger zones: no-fly zones, restricted zones, and danger zones that may affect the implementation of procedures must be shown with full identifying information including height limits.

3. Minimum altitude zones:

a) Minimum heights by zone established based on suitable navigation aids for the procedure must be clearly shown for the applicable zone;

b) In cases where minimum heights by zone have not been established, the diagram constructed at a scale must show minimum safe heights by area within quadrants defined by latitude and longitude lines. Minimum heights by area must also be shown in parts of the diagram outside the range specified for minimum heights by zone.

4. Air Traffic Services (ATS) System

Components of the ATS system established must be depicted on the map. Depicted components include:

a) Diagrams describing each departure procedure using equipment include: route identifiers; key points defining the flight path; track or radians with accurate values to the nearest degree for each segment of the flight path; distance values between key points rounded to the nearest kilometer or nautical mile; minimum flight altitudes along the flight path or necessary segments of the procedure with values rounded to the nearest multiple of 50 meters or 100 feet, altitude restrictions (if any); for diagrams presented at a scale and provided with radar guidance departure procedures, the minimum altitudes set for radar guidance must be clearly shown with values rounded to the nearest multiple of 50 meters or 100 feet;

b) Suitable navigation aids for the flight paths, including: names of the aids shown in clear terms; frequencies; identification of the aids; geographic coordinates of the aids shown in degrees, minutes, seconds; for DME, the section includes the signal channel and antenna height must be shown with accuracy to the nearest 30 meters;

c) Encoded names of key points not marked by the positions of navigation aids; geographic coordinates of these points in degrees, minutes, seconds; bearing relative to the aid referenced in degrees, minutes, seconds (accuracy 0.1 second); distance from the aid referenced with accuracy corresponding to 0.2 kilometers;

d) Holding areas;

đ) Transition altitudes;

e) Speed limits in the area (if applicable);

g) All mandatory reporting points, requested reporting points;

h) Radio communication procedures, including: name of the service provider; frequency; transponder settings requirements.

Section 4

STANDARD EQUIPMENT ARRIVAL PROCEDURE DIAGRAM

Article 98. Function

This diagram provides the flight crew with information to conduct a flight using an approved instrument approach procedure to the intended CMC runway, including missed approach procedures and holding areas.

Article 99. Availability

1. The instrument approach procedure (IAP) chart must be developed and published for airports with civil aviation operations.

2. Separate charts must be developed and published for each precise approach procedure.

3. Separate charts must be developed and published for each simple approach procedure.

4. When there are differences in values (data) such as track, time, or altitude established for different types of aircraft and listing these differences in the same chart makes the chart complex and confusing, the procedures must be published on multiple charts.

5. The instrument approach procedure chart must be revised when important information related to operational safety changes.

Article 100. Scope and Scale

1. The scope of the chart must cover all stages of the instrument approach procedure and necessary additional areas.

2. The scale chosen must ensure optimal clarity and suitability for:

a) The procedure depicted on the chart;

b) The paper size used for presentation.

3. The scale index must be determined:

a) When the scale index cannot be determined, a circle with a radius of 20 km (10 NM) from the DME station installed at or near the airport or from the reference point of the airport in the absence of DME must be shown on the chart. The radius of this circle must be clearly marked on the circumference of the circle;

b) The distance scale must be displayed immediately below the vertical profile presentation.

Article 101. Format and Projection

1. Format: the paper size used for presentation is A4 or A5.

2. Projection:

a) The projection must ensure the use of straight lines that closely follow great circles;

b) Distance markers must be appropriately displayed along with the lines indicating distances.

Article 102. Identification

1. The chart must ensure identification by the name of the province, centrally governed city, or region where the airport is located, the name of the airport, and the identification of the established instrument approach procedures in accordance with ICAO regulations.

2. The identification name of the instrument approach procedures must be established by the flight procedure design staff.

Article 103. Presentation Method and Terrain Notes

1. Appropriate information related to safely executing the instrument approach procedure, including missed approach procedures and holding areas, and visual movement procedures must be correctly presented according to the specified method and terrain notes. If necessary, terrain notes should be named to facilitate recognition of this information and must ensure minimum descriptions of land areas, large lakes, and rivers.

2. Prominent elevation features in the area must be displayed in the most appropriate manner. In areas where the elevation difference exceeds 1200 meters (4000 feet) from the airport elevation within a radius of 11 km (6 NM) from the airport reference point, if the final approach phase or missed approach phase has a slope greater than the optimum slope due to terrain conditions, differences exceeding 150 meters (400 feet) from the airport elevation must be shown by contour lines. Contour lines and their values must be shown in brown. Elevation marking points, including the highest points in the same contour lines, must be shown in black.

3. In cases where terrain elevation differences are less than the threshold specified in Clause 2 of this Article, all differences exceeding 150 meters (400 feet) from the airport elevation must be shown by contour lines. Contour lines and their values must be shown in brown. Elevation marking points, including the highest points in the same contour lines, must be shown in black.

4. The next higher contour line above 150 meters (400 feet) above the airport elevation on the original topographic map selected must begin to show color for layers.

Article 104. Deviation from Course

1. Deviation from course must be depicted on the diagram.

2. The value of deviation from course must be determined to the nearest degree and must be consistent with the use for determining bearing, track, and radial.

Article 105. Bearing, Track, and Radial

1. Bearing, track, and radial must be depicted based on the reference course.

2. When the diagram depicts bearing, track, and radial in the form of true north or grid north, this information must be shown on the diagram.

Article 106. Aviation Data

1. Airports:

a) All airports with distinctive characteristics must be depicted on the diagram using appropriate symbols. Airports not used for commercial operations must be identified as non-operational airports;

b) The shape of the CHC route must be clearly depicted at a sufficient scale to indicate:

- The construction method of the airport;

- Airports that have an impact on air traffic patterns or are located in positions that may cause confusion with intended landing airports under poor weather conditions.

c) The elevation of the airport must be depicted at a prominent location on the diagram with accuracy to the nearest meter or foot.

2. Obstacles:

a) Must be depicted on the diagram in plan view;

b) Determined as factors affecting height, obstacle clearance heights must be indicated;

c) The highest obstacle elevation must be rounded up to the nearest meter or foot;

d) Heights of obstacles relative to another datum other than mean sea level (such as airport elevation) must be shown in parentheses;

đ) In cases where heights of obstacles relative to another datum other than mean sea level are shown, airport elevation must be selected as the reference datum except when the CHC equipment has a threshold elevation lower than the airport elevation by two meters (seven feet). In such cases, the threshold elevation of the relevant CHC equipment must be selected as the reference datum;

e) Selected reference points must be prominently depicted on the diagram;

g) The diagram must ensure information about the airport not establishing no-object surfaces for Category I precision approach;

3. Prohibited areas, restricted areas, and dangerous areas affecting the implementation of procedures must be depicted on the diagram including identification and height limits.

4. Communication and navigation aids:

a) The diagram must depict all necessary navigation aids for the procedures with frequency information and identification of track-defining features. In cases where multiple aids are arranged along the final approach path, the aid providing guidance information for the final approach phase must be clearly identified. Additionally, unused supplementary aids should be considered for removal from the procedure diagram;

b) The diagram must depict the full position and identification information of the final approach fix (FAF) or final approach point in the instrument landing system (ILS) procedure;

c) The final approach fix (FAF) or final approach point in the ILS procedure must be identified by geographic coordinates in degrees, minutes, and seconds;

d) Supplementary aids used in alternate airport approaches (if applicable) must also be depicted and indicated on the diagram with necessary information about track-defining features;

đ) The diagram must depict information about radio communication frequencies and names of related facilities necessary for implementing the procedure;

e) The diagram must depict distances (to the nearest kilometer or nautical mile) from the airport to relevant navigation aids associated with the final approach phase. The bearing of the airport relative to the aid's position must also be depicted to the nearest degree when there is no track-defining support information available.

5. Minimum altitude zones or arrival altitudes for intermediate approach areas must be depicted along with relevant indices established by the competent authority.

6. Depicting Procedure Tracks

a) The horizontal plane depiction of the diagram must present the following information:

- Procedure tracks by solid lines with arrows indicating direction;

- Missed approach tracks by dashed lines with arrows;

- Other tracks to be supplemented by dots with arrows;

- Bearing, track, and radial values must be shown in degrees. Distance values must be shown to the nearest 0.2 kilometers or 0.1 nautical miles. Time values required for implementing the procedure;

- Bearing values from the airport to relevant navigation aids associated with the final approach phase must be shown in degrees when there is no track-defining support information available;

- The boundary of the area where visual circling maneuvers are not permitted must not be crossed;

- Holding areas and holding altitudes suitable for the approach and missed approach procedures;

- Necessary notes must be prominently displayed on the diagram.

b) The horizontal plane depiction of the diagram must show the distance from the navigation aid associated with the missed approach phase to the airport;

c) The vertical profile must be depicted immediately below the horizontal plane depiction with the following data:

- The airport must be depicted as a solid block at the airport elevation;

- The profiles of the various phases of the approach procedure by solid lines with arrows indicating direction;

- The missed approach procedure profile by dashed lines with arrows and accompanied by a description of the procedure;

- Profiles of additional phases by dots with arrows;

- Bearing, track, and radial values must be shown in degrees. Distance values must be shown to the nearest 0.2 kilometers or 0.1 nautical miles. Time values required for implementing the procedure;

- Required altitudes and heights of the procedure including transition altitudes and procedure altitudes (if established);

- Limits of the procedure turn (Procedure turn) circle to the nearest kilometer or nautical mile;

- Intermediate approach fix on the procedure in cases where changing the direction of flight is not permitted.

- A solid line extends the full width of the diagram to indicate the airport elevation or the elevation of the appropriate threshold of the CHC runway as measured from the threshold of the CHC runway according to the scale ratio.

- The heights of the procedures must be referenced to the origin specified in point đ, Clause 2, Article this and shown in parentheses;

đ) The vertical profile image must include both the terrain shape on the ground or the description of height, minimum height as follows:

- The terrain shape on the ground is indicated by a continuous line showing the position with the highest prominent elevation in the main area (primary area) of the missed approach phase. The position with the highest prominent elevation in the secondary area (secondary area) of the missed approach phase is indicated by a dashed line or the height, altitude during the intermediate approach and final approach phases must be shown in a shaded box;

- To describe the terrain shape on the ground, drawings of the main area (primary area) and the secondary area (secondary area) in the final approach phase must be provided by the flight procedure design staff to the charting staff;

- The description of height, altitude in the diagram is used to describe the approach procedure with the final approach fix;

7. Minimum operational standards for airports

a) The minimum operational standards for airports must be shown in the diagram or issued together with the diagram;

b) The height, altitude above obstacles for aircraft types used to design the procedures must be shown in the diagram.

8. Additional information

a) When the missed approach point is determined by distance from the final approach fix or an auxiliary navigation aid or a point corresponding to the distance from the final approach fix, the diagram must show the distance data to the value of 0.2 km or 0.1 NM and a table of ground speed and time of flight from the final approach fix to the missed approach point;

b) The diagram must show a table of height, altitude corresponding to each 02 km or 01 NM when the procedure uses DME in the final approach phase. The table does not include distance information corresponding to heights lower than OCA/H;

c) A table of height, altitude information should be attached to provide additional information for procedures that do not use DME in the final approach phase but have distance information from an appropriate DME device;

d) The diagram must show information about the rate of descent height reduction;

đ) For simple approach procedures with a final approach fix, the diagram must show information about the final approach phase descent gradient in parentheses, the angle of descent height rounded to the nearest 0.1 degree;

e) For approach procedures and approach procedures providing height guidance, the height reference data must be rounded to 0.5 m (feet) and the glide path/height/elevation/angle of the path for 0.1 of the angle must be clearly defined;

g) In the case where the final approach fix is identified as the final approach fix of the ILS approach, it must be clearly stated whether this applies to ILS or to ILS using only the localizer equipment or both;

h) There must be a note on the diagram if the final approach phase descent angle/rate for each type of approach procedure exceeds the maximum value specified in ICAO Doc 8168;

9. Air data requirements: appropriate data supporting navigation data coding must be published in accordance with the provisions of ICAO Doc 8168.

Section 5

APPROACH PROCEDURE DIAGRAM BY VISUAL FLIGHT

Article 107. Functions

Provide pilots with information to facilitate the transition of flights from long-distance flight phases to lower altitudes through approach phases using visual references for landing on the intended runway.

Article 108. Availability

The visual approach procedure diagram shall be developed and published for all international and domestic civil airports according to regulations when:

1. The capability of auxiliary navigation equipment is limited or does not ensure radio communication capability; the airport does not have suitable aviation diagrams and only provides diagrams at a scale of 1:500,000 or larger.

2. Visual approach procedures are established.

Article 109. Scale

1. The scale of the diagram must be large enough to allow the depiction of important features and airport indicators.

2. The scale of the diagram must not be less than 1:500,000 and it is encouraged to use scales of 1:250,000 and 1:200,000.

3. The visual approach diagram must be presented at a scale equivalent to that of the previously established instrument approach procedure diagram (if applicable).

Article 110. Format and Projection

1. Format: the paper size used for presentation is A4.

2. Projection:

a) The projection must ensure the use of straight lines that closely follow great circles;

b) Distance markers must be appropriately displayed along with the lines indicating distances.

Article 111. Identification

The diagram must ensure identification by the name of the city or region where the airport is located and the name of the airport.

Article 112. Notes on Topography

Natural topographical features and landmarks must be depicted on the diagram, including:

1. Geographic location names must only be shown when necessary to avoid confusion.

2. Coastlines, lakes, rivers, and streams must be depicted.

3. Prominent topographical features must be depicted in a manner best suited to the elevation and obstructions within the scope of the diagram.

4. Illustrations related to different reference levels must clearly show differences in representation.

Article 113. Deviation

Deviations must be depicted on the diagram.

Article 114. Bearing, Track, and Radian

1. Bearings, tracks, and radian must be depicted based on the true north direction.

2. When the diagram shows bearing, track, and radians in true north or grid north format, this information must be clearly confirmed.

Article 115. Aviation Data

1. Airports:

a) All airports must be depicted in the form of runways. Restrictions on runway usage directions must be clearly stated. The diagram must ensure clear distinction between adjacent airports to avoid any risk of confusion. Non-operational airports must be clearly identified as non-operational;

b) Airport elevations must be prominently displayed on the diagram.

2. Obstacles:

a) Obstacles must be depicted with identifying markers;

b) The height of obstacle peaks must be shown rounded up to the nearest meter or foot;

c) The height of obstacles relative to airport elevation must be shown;

d) The heights of obstacles relative to another reference point, mean sea level, must be shown in parentheses.

3. No-fly zones, restricted fly zones, and danger areas must be depicted on the diagram including identification and height limits.

4. Designated airspace: control areas and airport circling areas must be described along with information about height limits and corresponding airspace types.

5. Visual Approach Information:

a) Visual approach procedures must be depicted on the diagram if applicable;

b) Auxiliary visual navigation aids must be depicted;

c) The diagram must ensure the depiction of information: position and type of visual approach lighting system with glide slope angle designed, minimum observation height over the end of the runway threshold on the standard glide path, when the axis of the lighting system is not parallel to the runway axis, the angle and direction of shift (right or left) must be provided.

6. Additional Information:

a) Radio navigation aids, frequencies, and identifiers of radio navigation aids must be depicted on the diagram;

b) Radio communication aids and communication frequencies must be depicted on the diagram.

Chapter 6

MINIMUM SUPERVISING ALTITUDE DIAGRAM

Article 116. Functions

1. Provide information to assist the flight crew in monitoring and cross-checking altitudes set by air traffic controllers using the air traffic control surveillance system.

2. The diagram used for cross-checking set altitudes during aircraft identification must be prominently displayed on the chart.

Article 117. Availability

The minimum altitude surveillance chart must be established when the guidance method using the air traffic control surveillance system is applied and the minimum guidance altitude is not fully presented on approach charts, SED, and STAR.

Article 118. Scope and Scale

1. The scope of the chart must correspond to the scope of data related to guidance services using the air traffic control surveillance system.

2. The chart must be drawn to scale.

Article 119. Projection

1. The equal-angle conic projection is used.

2. Degree markings and values must be indicated along corresponding meridians and parallels.

Article 120. Identification

The chart must be identified by the name of the airport for which the guidance methods are established. When guidance methods apply to multiple airports, the name of the airspace depicted should be used.

Article 121. Representation Method and Terrain Notes

1. The basic coastline of water areas within the scope of the chart, wide lakes, and rivers must be represented unless they conflict with other necessary data that meet the functions of the chart.

2. The heights of significant terrain features and obstacles must be indicated.

Article 122. Deviation from Mean

The mean deviation within the area covered by the chart must be shown to the nearest degree unit.

Article 123. Azimuth, Track, and Radians

1. Azimuth, track, and radians must be true directions.

2. It must be specified when azimuth, track, or radians are referenced to true north or magnetic north. When grid north is used, the reference grid meridian must be clearly indicated.

Article 124. Aviation Data

1. Airports:

a) All airports affecting routes within the approach area must be represented. The appropriate CHC outline symbol must be used;

b) Airport elevation must be shown and rounded to the nearest meter or foot.

2. No-fly zones, restricted zones, and danger areas must be described together with their identification.

3. Air traffic service systems must represent relevant components of the air traffic service system, including:

a) Navigation aids related to routes and their identification;

b) Horizontal limits of relevant airspace;

c) Significant points related to standard departure procedures using equipment and arrival procedures;

d) Transition altitude;

đ) Guidance-related information, including:

- Minimum guidance altitudes rounded to the nearest multiple of 50 meters or 100 feet and clearly identified;

- Horizontal limits of minimum guidance altitudes by sector typically defined by azimuths and radians to/from secondary radio navigation aids rounded to the nearest degree or geographic coordinates in degrees, minutes, seconds, and displayed by bold lines to distinctly differentiate established sectors;

- Concentric circles at intervals of 20 kilometers or 10 kilometers as needed, shown by dashed lines with radius values placed along the circumference and centered on the main VOR station of the airport or the reference point of the airport/helicopter airport;

- Notes related to corrections due to low temperature effects (if applicable).

e) Communication methods including the names and communication channels of relevant air traffic control units.

Chapter 6

MAPS, NAVIGATION CHARTS

Section 1

 AIRWAY SYSTEM CHART

Article 125. Functions

Provide air traffic controllers with information to facilitate air traffic control along ATS routes in accordance with ATS procedures.

Article 126. Availability

1. The system diagram of airways must be issued for areas where flight information regions have been established.

2. In the Hanoi and Ho Chi Minh Flight Information Regions, if ATS routes requiring position reports or lateral limits of flight information regions or control areas located at different airspace levels cannot be clearly represented on the same diagram, they must be separated into different diagrams.

Article 127. Scope and Scale

1. It must ensure consistency in scale between adjacent diagrams that represent the same airway system.

2. Adjacent areas between diagrams must be repeated to ensure continuous navigation guidance.

Article 128. Projection

1. Meridians and parallels must be displayed with appropriate spacing according to the scale of the diagram.

2. Interval markers must be appropriately arranged along meridian and parallel lines.

Article 129. Identification

Diagrams must be identified by the group number and diagram number.

Article 130. Presentation Standards

1. When diagrams are presented at a scale, the outlines of coastlines, water bodies, large lakes, and rivers must be shown on the diagram unless such information affects more important information for the diagram.

2. Within each quadrilateral area defined by meridians and parallels, the minimum altitude value of the area must be indicated.

3. When diagrams are not oriented towards true north, the method of orientation used must be clearly stated.

Article 131. Deviation from True North

When possible, true course lines must be displayed along with information about the date and month of publication.

Article 132. Bearing, Track, and Radians

1. Bearing, track, and radians must be shown in true course direction (except as provided in Clause 2 of this Article). When bearing and track provide additional values of actual headings for phases of route guidance within a region, they must be shown in parentheses to the nearest 0.1 degree and rounded to the nearest degree value.

2. It must be specified when bearing, track, or radians are referenced to true north or grid north. When grid north is used, the reference grid meridian must be determined.

Article 133. Aeronautical Data

1. Airports: All airports used for international civil aviation operations and equipped with approach procedures must be depicted.

2. No-fly zones, restricted zones, and danger zones must be described together with their identification and vertical limits.

3. Air traffic service systems must represent relevant components of the air traffic service system, including:

a) Radio navigation aids related to the air traffic service system including name, identification, frequency, geographic coordinates in degrees, minutes, seconds of the equipment;

b) For DME equipment, supplement the antenna height rounded to 30 meters (100 feet);

c) Indicators of designated airspace areas, including horizontal and vertical limits and the type of airspace;

d) All ATS routes used for long-distance flights, including the route name, track bearing rounded to the nearest degree in both directions along each segment of the ATS route and determine the characteristics of route guidance including restrictions and flow direction of air traffic when established;

đ) Significant points defining ATS routes that are not defined by the location of navigation aids, together with encoded names and geographic coordinates in degrees, minutes, seconds;

e) For fix points defining regional route guidance using VOR/DME, additional information must be provided:

- Identification and radio frequency of the VOR/DME station used for reference;

- Bearing rounded to 0.1 degree and distance rounded to 200 meters from the reference VOR/DME station if the fix point is not at the same location as the equipment.

g) Mandatory reporting points, requested reporting points, and weather reporting points;

h) Distances rounded to kilometers or nautical miles between significant points defining turning points or reporting points;

i) For changeover points located on segments of routes based on the range of VOR stations, distances in kilometers or nautical miles from the radio navigation aid must be indicated;

k) Minimum altitudes on routes and minimum obstacle clearance altitudes of air traffic routes rounded to the nearest multiple of 50 meters or 100 feet;

l) Communication facilities with frequencies and login addresses, if applicable;

m) Identified air defense identification zones.

4. Additional Information

a) Details of departure routes, arrival routes, and associated holding patterns in approach areas, except when they are shown on approach area diagrams, standard instrument departure (SID) diagrams, and standard terminal arrival route (STAR) diagrams;

b) When established, pressure altitude layers must be indicated and identified.

Section 2

WORLD AIRWAY CHART SCALE 1:1000000

Article 134. Functions

Provide information to meet the requirements for visual air navigation guidance.

Article 135. Availability

The world aeronautical chart at a scale of 1:1000000 must be established according to the zoning regulations for charts at a scale of 1:1000000 as prescribed by ICAO.

Article 136. Scale

1. The scale bar measured in kilometers and nautical miles shall be arranged in the order of kilometers, nautical miles. The origin point of zero must be displayed vertically aligned on the edge of the map.

2. The conversion scale table must be displayed on the edge of the map.

Article 137. Projection

1. The projection must be represented as follows:

a) Between the equator and latitude 80 degrees (80°): conical equal-angle projection (Lambert projection);

b) Between latitude 80 degrees (80°) and 90 degrees (90°): stereographic projection at the poles with a scale suitable for the conical equal-angle projection at latitude 80°.

2. The grid projection and units marked on the map frame must be represented as follows:

a) Latitude:

b) Longitude:

3. The value units marked on the frame must be extended outward from the prime meridian and the equator at intervals of 01 minute and 05 minutes. Each interval of 10 minutes must be shown on both edges of the grid projection line.

4. All longitude and latitude lines must clearly display their values on the map frame. Each latitude line on the map must be numbered in a manner that allows easy identification when the map is folded.

5. The name and basic parameters of the projection must be placed on the edge.

Article 138. Identification

Map numbering must comply with the provisions set out in Appendix VI issued together with this Circular.

Article 139. Representation Standards

1. Urban areas: cities, towns, and villages must be represented by selecting relevant locations related to visual navigation guidance.

2. Railways: all railway lines identified as landmarks must be represented.

3. Highways and paved roads: the highway and paved road systems must be fully and detailedly represented.

4. Landmarks: landmarks such as bridges, power lines, telephone lines, cable cars, mining structures, wind turbines, military bases, cliffs, sand dunes above ground level, sea dikes, lighthouses, and navigational aids for vessels must be considered for their importance for visual reference and represented accordingly.

5. Border lines: national border lines must be represented. Defined borders and undefined borders will be annotated according to different types of boundaries.

6. Hydrographic features: all water features suitable for the map scale, such as coastlines, rivers, lakes, streams, saltwater lakes, and icebergs, must be represented.

7. Contour lines: contour lines and the values of these lines must be represented. The selection of contour lines must follow the map specifications and clearly describe the differences in terrain for air navigation guidance.

8. Elevation scale: the elevation scale must be represented in an ordered arrangement of heights; the scale bar of the elevation scale must be displayed and placed on the edge of the map.

9. Elevation markers:

a) Elevation markers must be represented by selecting important points. Elevation markers are always located at the highest position relative to the surrounding area and indicate the peak of obstacles. The elevations of valleys and lake surfaces affecting aircraft operations must also be represented. The location of each selected elevation marker will be indicated by a dot.

b) The height (in meters) of the highest point on the map, with its geographic location rounded to the nearest 05 minutes, must be displayed on the edge of the map.

10. Areas with incomplete or unreliable topography:

a) Areas not surveyed and lacking information on contour lines must be noted as "Areas with Incomplete Topography";

b) Bản đồ có điểm độ cao trong khu vực không đáng tin cậy sẽ phải có cảnh báo dễ nhận biết trên bản đồ bằng màu sắc được sử dụng cho thông tin hàng không như sau: “Cảnh báo - độ tin cậy của thông tin địa hình trên bản đồ, sơ đồ là không chắc chắn và độ cao nên được sử dụng một cách thận trọng”.

11. Khu vực thực vật cần được biểu thị. Những khu vực nằm ở gần điểm giới hạn của cực Bắc hoặc cực Nam có sự phát triển của cây phải được biểu thị bằng đường đứt nét màu đen và có ký hiệu phù hợp.

12. Ngày xuất bản gần nhất phải được thể hiện ở lề bản đồ.

13. Tiêu đề và những lưu ý bên lề phải theo ngôn ngữ tiếng Anh hoặc tiếng Việt.

14. Thông tin thể hiện số của mảnh ghép kế tiếp và đơn vị đo lường được biểu thị theo mức cao và đặt ở những vị trí dễ thấy khi bản đồ được gấp lại.

Điều 140. Độ lệch từ

1. Các đường đẳng từ phải được thể hiện.

2. Ngày, tháng của thông tin đường đẳng từ phải được thể hiện ở lề bản đồ.

Điều 141. Dữ liệu hàng không

1. Dữ liệu hàng không cần phải được duy trì ở mức độ tối thiểu phù hợp sử dụng bản đồ cho việc dẫn đường bằng mắt và các lần tái bản sau.

2. Sân bay:

a) Phải biểu thị tên của sân bay và sân bay trực thăng. Tên các sân bay không được chồng chéo lên nhau và ưu tiên cho những tên nào có dữ liệu hàng không quan trọng hơn;

b) Mức cao sân bay, hệ thống đèn, loại bề mặt đường CHC và chiều dài của đường CHC dài nhất phải được thể hiện theo quy định tại Phụ lục 2 ban hành kèm theo Thông tư này;

c) Những sân bay không sử dụng phải thể hiện dấu hiệu nhận biết về tình trạng của sân bay.

3. Chướng ngại vật được xác định có tầm quan trọng đối với tham chiếu bằng mắt như đường dây điện, đường cáp treo, tua-bin gió phải được biểu thị.

4. Khu vực cấm bay, khu vực hạn chế bay và khu vực nguy hiểm phải được biểu thị.

5. Hệ thống ATS: Những thành phần quan trọng của hệ thống ATS bao gồm vùng kiểm soát, khu vực kiểm soát, vùng thông báo bay và những vùng trời khác phải được biểu thị cùng với phân loại vùng trời phù hợp;

6. Thiết bị dẫn đường: thiết bị dẫn đường phải được thể hiện bởi các biểu tượng và tên phù hợp, nhưng không bao gồm tần số, mã hóa, tần suất hoạt động và những ký tự khác trừ khi một vài hoặc tất cả những thông tin đó được cập nhật bởi các lần xuất bản mới nhất trên bản đồ.

7. Thông tin bổ sung:

a) Các đèn hàng không mặt đất cùng với các tính chất hoặc nhận biết của chúng hoặc cả hai cũng cần phải được biểu thị;

b) Các đèn biển nổi lên trên bờ biển hoặc những đối tượng độc lập có thể nhìn thấy ở cự ly không nhỏ hơn 28 km cũng phải được biểu thị tại những nơi dễ phân biệt với đèn biển khác có công suất cao hơn trong vùng hoặc dễ dàng phân biệt những loại đèn biển hay những loại đèn khác trong vùng của các đô thị ven biển hoặc ở những nơi chỉ có đèn quan trọng thích hợp.

Mục 3

BẢN ĐỒ HÀNG KHÔNG TỶ LỆ 1:500000

Điều 142. Chức năng

Cung cấp thông tin đáp ứng yêu cầu dẫn đường hàng không bằng mắt cho hoạt động của tàu bay có tốc độ chậm, hoạt động ở tầm ngắn, tầm trung và độ cao thấp hoặc trung bình.

Điều 143. Tính khả dụng

Bản đồ hàng không tỷ lệ 1: 500000 phải được thiết lập theo qui định phân vùng bản đồ tỷ lệ 1: 500000 của ICAO.

Điều 144. Tỷ lệ

1. Thước tỷ lệ tính bằng đơn vị km và hải lý được sắp xếp theo thứ tự km, hải lý. Điểm gốc là số 0 trùng nhau theo phương thẳng đứng phải được biểu thị ở lề của bản đồ; thang số chuyển đổi tỷ lệ phải được biểu thị ở lề của bản đồ.

2. Tiêu đề và những lưu ý thể hiện tại bên lề phải bằng tiếng Anh hoặc tiếng Việt. Thông tin thể hiện số của mảnh ghép bản đồ tiếp giáp và đơn vị đo lường sử dụng để biểu thị mức cao và phải được đặt ở những vị trí dễ nhận biết khi bản đồ được gấp lại.

Điều 145. Phép chiếu

1. Phép chiếu đồng góc phải được sử dụng.

2. Khoảng cách giữa các đường vĩ tuyến và kinh tuyến được thể hiện cách đều nhau 30 phút.

3. Vạch chia trên khung bản đồ phải được thể hiện ở khoảng cách 01 phút dọc theo đường kinh tuyến và vĩ tuyến được kéo dài ra xa từ đường kinh tuyến gốc và đường xích đạo. Mỗi khoảng 10 phút sẽ được đánh dấu bằng vạch dài hơn trên cả hai cạnh của lưới chiếu.

4. Tất cả các đường kinh tuyến và vĩ tuyến đều được đánh số theo trị số ghi trên khung của bản đồ.

5. Tên và các thông số cơ bản của phép chiếu phải được biểu thị ở trên lề bản đồ.

Điều 146. Nhận dạng

Mỗi một mảnh bản đồ phải được nhận biết theo tên trung tâm hành chính hoặc tên vùng địa lý.

Điều 147. Quy cách thể hiện

Thực hiện theo quy định tại Điều 139 Thông tư này.

Điều 148. Độ lệch từ

1. Các đường đẳng từ phải được thể hiện.

2. Ngày, tháng của thông tin đường đẳng từ được thể hiện ở trên lề bản đồ.

Điều 149. Dữ liệu hàng không

Thực hiện theo quy định tại Điều 141 Thông tư này.

Mục 4

SƠ ĐỒ DẪN ĐƯỜNG HÀNG KHÔNG TỶ LỆ NHỎ

Điều 150. Chức năng

1. Phục vụ như một công cụ trợ giúp dẫn đường cho tổ lái dành cho các chuyến bay tầm xa tại các độ cao lớn.

2. Cung cấp các điểm kiểm tra có chọn lọc ở phạm vi mở rộng cho việc nhận dạng tại tốc độ và độ cao lớn của tàu bay, đáp ứng yêu cầu xác định vị trí bằng mắt.

3. Cho phép tham chiếu liên tục bằng mắt xuống mặt đất cho các chuyến bay tầm xa trên khu vực không có sóng vô tuyến hoặc các phương tiện dẫn đường hàng không khác hoặc khi việc dẫn đường bằng mắt là phù hợp hơn hoặc trở nên cần thiết.

4. Cung cấp các bộ sơ đồ tổng quát cho việc làm kế hoạch bay và đánh dấu vệt bay của chuyến bay tầm xa.

Điều 151. Tính khả dụng

Sơ đồ dẫn đường hàng không tỷ lệ nhỏ phải được thiết lập theo qui định phân vùng sơ đồ tỷ lệ 1:1000000 của ICAO.

Điều 152. Tỷ lệ

1. Tỷ lệ sơ đồ, được thể hiện từ 1:2000000 đến 1:5000000.

2. Tỷ lệ sơ đồ, được thay thế bằng dòng chữ “Tỷ lệ nhỏ”.

3. Thước tỷ lệ tính bằng đơn vị km và hải lý được sắp xếp theo thứ tự km, hải lý. Với những điểm gốc là số 0 trùng nhau theo phương thẳng đứng phải được biểu thị ở lề của sơ đồ.

4. Thang số chuyển đổi tỷ lệ phải được biểu thị ở lề của sơ đồ.

Điều 153. Định đạng

1. Tiêu đề và những lưu ý bên lề phải thể hiện bằng tiếng Anh hoặc tiếng Việt.

Thông tin thể hiện những con số và đơn vị đo lường được biểu thị mức cao và phải được đặt ở những vị trí dễ nhận biết khi sơ đồ được gấp lại.

Điều 154. Phép chiếu

1. Phép chiếu đồng góc phải được sử dụng.

2. Tên và các thông số cơ bản của phép chiếu được biểu thị ở lề của sơ đồ.

3. Khoảng cách giữa các đường vĩ tuyến là 01 độ.

4. Vạch chia trên khung vĩ tuyến phải được biểu thị theo các khoảng dãn cách thích hợp với vĩ tuyến và tỷ lệ của sơ đồ.

5. Khoảng cách giữa các đường kinh tuyến được đặt phù họp với khoảng cách giữa các đường vĩ tuyến và tỷ lệ của sơ đồ.

6. Vạch chia trên khung kinh tuyến phải được biểu thị với khoảng dãn cách không vượt quá 05 phút.

7. Vạch chia trên khung phải được tính từ đường kinh tuyến sốc và đường xích đạo.

8. Tất cả các đường kinh tuyến và vĩ tuyến đều được đánh số theo trị số ghi trên khung của sơ đồ.

9. Tất cả các đường kinh tuyến và vĩ tuyến được biểu thị phải ghi rõ trị số trên khung của sơ đồ. Đường kinh tuyến và vĩ tuyến cần được đánh số trên sơ đồ để dễ dàng nhận biết khi sơ đồ được gấp lại.

Điều 155. Quy cách thể hiện

Thực hiện theo quy định tại Điều 139 Thông tư này.

Điều 156. Độ lệch từ

1. Các đường đẳng từ phải được thể hiện.

2. Ngày, tháng của thông tin đường đẳng từ phải được thể hiện ở trên lề sơ đồ.

Điều 157. Dữ liệu hàng không

1. Phải biểu thị tên của sân bay ở trên mặt đất, trên mặt nước và sân bay trực thăng. Các tên sân bay không được chồng chéo lên nhau và ưu tiên cho những tên nào có dữ liệu hàng không quan trọng nhất.

2. Chướng ngại vật: các chướng ngại vật phải được biểu thị.

3. Khu vực cấm bay, khu vực hạn chế bay và khu vực nguy hiểm phải được biểu thị.

4. Hệ thống ATS: Các yếu tố quan trọng của hệ thống ATS được biểu thị khi được xem là quan trọng đối với việc dẫn đường bay;

5. Thiết bị dẫn đường phải được thể hiện với các biểu tượng và tên gọi phù hợp.

Mục 5

BẢN ĐỒ ĐÁNH DẤU VỆT BAY - ICAO

Điều 158. Chức năng

Cung cấp phương tiện nhằm duy trì việc ghi nhận lại vị trí tàu bay bằng các phương pháp định vị khác nhau và kỹ thuật bay sử dụng la bàn và thước tính phục vụ dẫn đường nhằm duy trì một đường bay đã định.

Điều 159. Tính khả dụng

Bản đồ đánh dấu vệt bay cần được chuẩn bị sẵn sàng trong lãnh thổ Việt Nam. Các khu vực ngoài lãnh thổ Việt Nam có thể được cung cấp loại bản đồ này nếu có thể thực hiện được.

Điều 160. Phạm vi và tỷ lệ

Phạm vi của một trang bản đồ đánh dấu vệt bay cần bao trùm toàn bộ phần quan trọng của một đường bay đã định. Bản đồ đánh dấu vệt bay có thể sử dụng ở một tỷ lệ phù hợp nhưng không nhỏ hơn tỷ lệ 1:7500000.

Điều 161. Kích thước và phép chiếu

1. Bản đồ đánh dấu vệt bay được ban hành theo kích thước phù hợp với nhu cầu tác nghiệp của chuyên môn dẫn đường.

2. Các đường kinh tuyến và vĩ tuyến phải được hiển thị.

3. Vạch chia độ và giá trị phải được biểu thị đọc theo các đường kinh tuyến và vĩ tuyến tương ứng với khoảng giãn cách phù hợp với tỷ lệ bản đồ nhằm giảm thiểu phương pháp nội suy đáp ứng việc đánh dấu vệt bay chính xác.

Điều 162. Nhận dạng:

Mỗi mảnh bản đồ phải được nhận dạng bằng số chuỗi và số mảnh.

Điều 163. Cách thức thể hiện và các ghi chú về địa hình

1. Đường mép nước cơ bản của các vùng nước nằm trọn trong phạm vi bản đồ, các hồ nước rộng và các con sông phải được biểu thị.

2. Mốc đánh dấu độ cao của địa hình được xác định là mối nguy hiểm đối với dẫn đường hàng không phải được biểu thị.

Điều 164. Độ lệch từ

1. Các đường đẳng từ được thể hiện trong toàn bộ trang bản đồ khi có thể thực hiện được.

2. Ngày, tháng của thông tin đường đẳng từ phải được biểu thị.

Điều 165. Dữ liệu hàng không

Các dữ liệu hàng không sau đây phải được biểu thị:

1. Tên của những sân bay thường sử dụng cho vận tải thương mại hàng không quốc tế.

2. Các đài phụ trợ dẫn đường được sử dụng để cung cấp những thông tin xác định vị trí, tên và nhận dạng của chúng.

3. Chuỗi các thiết bị phụ trợ dẫn đường điện tử tầm xa, theo yêu cầu.

4. Ranh giới của vùng thông báo bay, vùng kiểm soát và khu kiểm soát cần thiết cho chức năng của sơ đồ.

5. Điểm báo cáo cần thiết được chỉ định cho chức năng của sơ đồ.

6. Các cảng biển.

Mục 6

THIẾT BỊ BIỂU THỊ SƠ ĐỒ ĐIỆN TỬ - ICAO

Điều 166. Chức năng

Thiết bị biểu thị sơ đồ điện tử - ICAO với chức năng lưu dự phòng phù hợp với các quy định tại Phụ ước 6 của Công ước Chi-ca-gô về hàng không dân dụng Quốc tế (Annex 6), phải có khả năng giúp tổ bay thực hiện một cách thuận lợi và kịp thời việc lập kế hoạch đường bay, theo dõi đường bay và dẫn đường thông qua việc biểu thị các thông tin cần thiết.

Điều 167. Thông tin biểu thị

Thiết bị biểu thị sơ đồ điện tử - ICAO, phải có khả năng biểu thị tất cả các thông tin về địa hình, thông tin về hàng không đáp ứng quy định tại Phụ ước 4 của Công ước Chi-ca-gô về hàng không dân dụng Quốc tế (Annex 4).

Điều 168. Yêu cầu biểu thị

1. Các thông tin phục vụ cho việc biểu thị được chia thành các loại sau đây:

a) Thông tin cơ bản: các thông tin được lưu giữ lâu dài trong thiết bị biểu thị, gồm các thông tin tối thiểu cần thiết cho việc thực hiện chuyến bay an toàn;

b) Thông tin biểu thị khác: là các thông tin có thể bị xóa bỏ khỏi thiết bị hoặc được biểu thị riêng lẻ theo nhu cầu, kể cả các thông tin được cho là không quan trọng đối với việc thực hiện chuyến bay an toàn.

2. Thiết bị phải có chức năng thêm vào hoặc xóa bỏ thông tin biểu thị khác, nhưng không có khả năng xóa bỏ thông tin cơ bản.

3. Chế độ biểu thị và khởi tạo khu vực liền kề:

a) Thiết bị phải có khả năng đánh dấu vị trí tàu bay một cách liên tục trong chế độ di chuyển thực tế; việc thiết lập lại và khởi tạo các khu vực liền kề phải được thực hiện một cách tự động;

b) Thiết bị phải có khả năng thay đổi bằng tay khu vực sơ đồ và vị trí của tàu bay so với mép biểu thị của thiết bị.

4. Tỷ lệ: thiết bị phải có khả năng thay đổi tỷ lệ khi thể hiện sơ đồ.

5. Biểu tượng: các biểu tượng được dùng phải phù hợp với quy định tại Phụ lục II ban hành kèm theo Thông tư này. Các biểu tượng khác có thể được sử dụng khi thể hiện các yếu tố cần thiết khác nhưng chưa có biểu tượng theo quy định của ICAO. Trong các trường hợp này, các biểu tượng sơ đồ điện tử sẽ được lựa chọn sử dụng nếu:

a) Hạn chế đến mức tối thiểu việc sử dụng các đường nét, các cung tròn và vùng tô màu sắc;

b) Không gây nhầm lẫn với bất cứ biểu tượng nào của sơ đồ hàng không hiện tại;

c) Không được ảnh hưởng đến khả năng dễ đọc của thiết bị.

6. Phần cứng của thiết bị:

a) Kích cỡ hiệu quả của vùng thể hiện sơ đồ phải cho phép thể hiện hiệu quả hầu hết các loại sơ đồ quy định trong Thông tư này mà không cần thực hiện việc cuốn màn hình một cách quá mức;

b) Thiết bị phải có khả năng biểu thị chính xác các yếu tố được quy định tại Phụ lục II ban hành kèm theo Thông tư này;

c) Phương pháp trình bày phải bảo đảm các thông tin được biểu thị rõ ràng, dễ nhìn trong điều kiện ánh sáng tự nhiên và ánh sáng đèn bình thường (nhân tạo) trong buồng lái;

d) Độ sáng của thiết bị phải cho phép được điều chỉnh bởi tổ lái.

Điều 169. Cung cấp và cập nhật dữ liệu

1. Việc cung cấp và cập nhật dữ liệu để sử dụng cho thiết bị phải phù hợp với các yêu cầu về hệ thống chất lượng dữ liệu hàng không.

2. Thiết bị thể hiện phải có khả năng cập nhật các dữ liệu hiện có trong phạm vi được phép một cách tự động và phải có chức năng giúp đảm bảo chắc chắn các dữ liệu được phép hay các cập nhật liên quan đến các dữ liệu đó được tải vào thiết bị một cách chính xác.

3. Thiết bị phải có khả năng chấp nhận các cập nhật cho các dữ liệu được phép đa được nạp bằng tay với các phương pháp giản đơn cho việc xác nhận trước khi dữ liệu được chấp nhận lần cuối. Các cập nhật được nạp bằng tay phải được phân biệt trên thiết bị đối với các dữ liệu được phép và cập nhật được phép và không gây ảnh hưởng đến việc biểu thị rõ ràng.

4. Các ghi nhận phải được lưu lại đối với tất cả các cập nhật, bao gồm: ngày, tháng, thời gian nạp dữ liệu.

5. Thiết bị phải cho phép tổ bay biểu thị các cập nhật, theo đó tổ bay có thể kiểm tra các nội dung của cập nhật và xác định rằng chúng đã được đưa vào trong hệ thống.

Điều 170. Kiểm tra tính năng, thông báo và báo động sự cố

1. Chức năng thông báo và báo động sự cố phải được cung cấp để thực hiện kiểm tra các chức năng của thiết bị. Trong trường hợp có hỏng hóc, chức năng kiểm tra phải thể hiện thông tin chi rõ những phần nào của thiết bị bị hỏng hóc.

2. Thiết bị phải có chức năng báo động hoặc chức năng biểu thị các sự cố của thiết bị.

Điều 171. Các thiết bị dự phòng

Để bảo đảm việc dẫn đường được an toàn trong trường hợp có sự cố của thiết bị biểu thị sơ đồ điện tử, việc chuẩn bị thiết bị dự phòng phải bao gồm:

1. Thiết bị có khả năng chuyển đổi an toàn việc biểu thị nhằm bảo đảm rằng không xảy ra hỏng hóc trong tình huống nghiêm trọng;

2. Thiết bị đáp ứng yêu cầu dẫn đường an toàn đối với phần còn lại của chuyến bay.

Chương 7

ĐIỀU KHOẢN THI HÀNH

Điều 172. Tổ chức thực hiện

Cục Hàng không Việt Nam:

1. Chịu trách nhiệm triển khai thực hiện Thông tư này.

2. Tổng hợp và báo cáo Bộ Giao thông vận tải những vấn đề phát sinh, vướng mắc trong quá trình thực hiện để nghiên cứu, giải quyết kịp thời.

Điều 173. Hiệu lực và trách nhiệm thi hành

1. Thông tư này có hiệu lực thi hành kể từ ngày 30 tháng 3 năm 2013.

2. Chánh Văn phòng Bộ, Chánh Thanh tra Bộ, Vụ trưởng các Vụ, Cục trưởng Cục Hàng không Việt Nam, Thủ trưởng các cơ quan, tổ chức và cá nhân có liên quan chịu trách nhiệm thi hành Thông tư này.