AIC for REPUBLIC OF LATVIA

1.    INTRODUCTION

2.   GENERAL RESPONSIBILITIES OF AFIS UNITS

1. provide information to:
   1. aircraft operating on and in the vicinity of the aerodrome,
   2. aircraft carrying out instrument approaches, and
   3. where such airspace is established - other aircraft operating within the TIA and TIZ.
2. suggest runway for take-off and landing (see 4)
3. suggest arriving VFR traffic to hold at a published holding point whenever required
4. obtain ATC clearances from the appropriate ACC and relay these to aircraft, whenever it appears from the flight plan or otherwise that such a clearance is required.

3.    TRAFFIC AND TAXI CIRCUITS

Position 1 - on apron/parking area. Aircraft initiates call to taxi for departure. Information on suggested runway, surface wind, altimeter setting and, as required, essential local traffic is given.

(Note. This information will be given to turbine-engined aircraft reporting engine start-up)

Position 2 - at taxi-holding position. Unless another position is more suitable owing to current traffic, the aircraft will normally hold at this position. Piston-engined aircraft will normally perform engine check at this position. When reporting ready for take-off, the aircraft will receive "NO REPORTED TRAFFIC" or information on known traffic as appropriate. When relevant, the ATC clearance issued by the appropriate ATC unit will normally be relayed at this stage at the latest.

Position 3 - at line-up position on runway. "RUNWAY FREE" and/or information on known traffic will be transmitted here, if not earlier practicable.

Position 4 - after take-off. When appropriate, frequency change instruction will be given here unless given earlier.

Position 5 - at first radio contact. Prescribed information to arriving aircraft (i.a. suggested runway, traffic information, current meteorological information, and aerodrome conditions) will be given here, except for the information earlier received by pilots (via another ATS unit, ATIS, meteo-broadcasting station). Transition level , QNH are given additionally for IFR traffic and a type of instrument approach may be suggested. The AFIS unit may suggest to an arriving VFR flight to hold at a published holding point.

Position 6 - on downwind or base leg or final. "RUNWAY FREE" or information on movements, obstructions, etc. on or close to the runway, depending on circumstances, will be given here.

Position 7 - on runway after landing. If necessary, information useful for in-taxiing to the apron or parking area will be given here.

Position 8 - during in-taxiing. Parking information will be given if necessary unless given earlier.

4.   SUGGESTED RUNWAY

Note. An aircraft is assumed to take off and land into the wind unless safety, the runway configuration, the approach and landing aids, environmental restrictions or air traffic considerations determine that a different direction is preferable. (Ref Annex 2 para 3.2.5.1 d).

Note 1. The wake turbulence category L comprises aircraft having an MTOW of 7000 kg or less.

Note 2. The pilot-in-command is not relieved of his/her responsibility of ensuring that the suggested runway meets applicable flight safety requirements in all respects, taking into consideration aircraft performance as well as operational conditions. He/she also has the final responsibility for adhering to any environmental restrictions. An aircraft that, for performance reasons, cannot accept the suggested runway is assumed to report this fact to the AFIS unit as soon as practicable.

5.   HOLDING BEFORE DEPARTURE

1. at the taxi-holding position, where such a position has been established and its markings are visible; otherwise
2. no closer to the runway than specified in the following table:

*In the case of a displaced landing threshold, the distance 300 m is valid from the beginning of the runway section available for take-off

Note. With regard to the current traffic situation, it may sometimes be preferable either to hold on the apron (or equiv.) or to enter the runway and hold in line-up position.

6.   AIRCRAFT REPORTS

1. intention to taxi for take-off;

   Note. Turbine-engined aircraft are recommended to report engine start-up.

2. selected runway and, when applicable, taxi-holding position;
3. intended route or track after take-off, including intention, if any, to make right turn after take-off when normally left turn should be made according to the rules-of-the-air.
4. ready for take-off;
5. lining up on the runway for take-off;
6. any other intention, manoeuvre or action that could affect other traffic.

1. position, level and estimated time of arrival at the aerodrome or at a navigational aid situated close to the aerodrome;
2. selected runway and (IFR flight only) approach procedure (type of approach), including the intention, when applicable, to make a visual approach;
3. intention, if any, to enter right-hand traffic circuit when normally, in accordance with the rules-of-the-air, a left-hand circuit should be made;
4. entering and leaving a holding pattern;
5. commencing instrument approach or entering the traffic circuit;
6. the arrival over, or passing, significant positions, e.g. outer locator during instrument approach;
7. turning on to base leg or final approach;
8. taxiing to apron or parking area after landing;
9. missed approach;
10. any other intention, manoeuvre or action that could affect other traffic;

Note: This refers to aircraft operating within or transiting the aerodrome traffic circuit or, where established, the TIA or TIZ without intention to land. See para 6.4.1 below.

1. entering the TIA or TIZ;
2. position and level;
3. route or intention, e.g. to cross the TIA or TIZ;
4. estimated and (later on) actual time overhead a suitable navigational aid or the aerodrome.

7.   INFORMATION TO AIRCRAFT

1. suggested runway (see 1.4);
2. surface wind (including significant variations);
3. altimeter setting (QNH and, on request QFE);
4. air temperature (to turbine-engined aircraft only);
5. RVR, when applicable;
6. correct time;
7. traffic information and information on essential local traffic (see ICAO Doc 4444 chapter 7 section 7.3, para 7.3.1.3. and 11.4.4.1.3.) ;
8. significant meteorological conditions in the take-off and climb-out area;
9. birds which may constitute a hazard to the aircraft;
10. RUNWAY FREE, when the conditions specified in 1.7.5 are fulfilled;
11. the sudden occurrence of hazards (e.g. unauthorized traffic on the runway);
12. any other conditions of importance to the aircraft.

1. suggested runway;
2. traffic information and information on essential local traffic (see ICAO Doc 4444 chapter 7 section 7.3,para 7.3.1.3. and 11.4.4.1.3.);
3. current meteorological information as specified in ICAO Doc 4444 Chapter 6, section 6.6 , including significant changes;
4. transition level;
5. e) current aerodrome conditions as specified for controlled aerodromes in accordance with ICAO Doc 4444 chapter 7 section 7.4, including changes;
6. failure or irregular operation of visual and non-visual aids essential for approach and landing, including changes;
7. latest information, if any, on wind shear and/or turbulence in the final approach area;
8. high intensity lights setting;
9. birds which may constitute a hazard to the aircraft;
10. RUNWAY FREE, when the conditions specified in 7.5 are fulfilled;
11. the sudden occurrence of hazards (e.g. unauthorized traffic on the runway).

1. traffic information and information on essential local traffic (see ICAO Doc 4444 chapter 7 section 7.3, para 7.3.1.3. and 11.4.4.1.3.);
2. altimeter setting (QNH and, on request, QFE);
3. any other conditions of importance to the aircraft.

1. essential local traffic;
2. other known air traffic within 5-10 minutes flying time from the aerodrome or from an appropriate navigational aid, and
3. any other activity which may constitute a hazard to the aircraft, e.g. parachute jumping or model aircraft activities.

1. no aircraft may occupy the runway, or hold or taxi closer to the runway than 150 m from the centerline (75 m from the centerline if the runway length is 1200 m or less) except:
   • an aircraft having vacated the runway after landing or crossing, and moving away from the runway, or
   • · aircraft holding at an authorized position in accordance with 1.5 above.
2. no vehicles, persons or other objects may occupy the runway or the area closer to the runway than 150 m from the centerline (75 m from the centerline if the runway length is 1200 m or less). However, vehicles and personnel engaged in the daily maintenance of the manoeuvring area may hold or operate at a minimum of 50 m from the runway edge provided the aircraft is informed.
3. arresting nets, where installed, shall be in their correct positions.

8.    USE OF DIRECTION-FINDING EQUIPMENT (VDF)

1. verify the reliability of aircraft position reports,
2. give information on QTE, QDR, or QDM, upon the aircraft's request or when considered necessary for flight safety reasons.

9.   CONTROL OF VEHICLES AND PERSONS ON THE MANOEUVRING AREA

Note. During major works, or works not considered part of daily maintenance, other minimum distances based on ICAO Doc 9137 may be applied as determined by the aerodrome manager.

10.   SIGNALS

Note. None of these signals constitute a clearance. Light signals given by an AFIS unit are intended only as guidance for the pilot-in-command receiving such signals.

11.   AERODROME LIGHTING

12.   TRAFFIC INFORMATION AREAS AND TRAFFIC INFORMATION ZONES

Traffic information area - TIA. An uncontrolled airspace of defined dimensions, extending upwards from a specified limit above the earth within which traffic information is provided by an ATS unit in accordance with special regulations.

Traffic information zone - TIZ. An uncontrolled airspace of defined dimensions extending upwards from the surface of the earth to a specified upper limit within which traffic information is provided by an ATS unit in accordance with special regulations.

Note. Within a TIA portion coinciding with controlled airspace, the procedures for flight within the controlled airspace concerned shall be applied.

Note. Unsuccessful attempts to establish radio communication with the appropriate ATS unit must not be interpreted to mean that the unit is not in operation.

13.   FLIGHT WITHIN TRAFFIC INFORMATION AREAS (TIA) AND TRAFFIC INFORMATION ZONES (TIZ)

1. flight may be conducted within a TIA or TIZ only after prior report by radio to the appropriate ATS unit. Prior to entering a TIA or TIZ, and if not otherwise permitted by ATS, the aircraft shall establish radio communication in time to permit traffic information to be received before the entry. Unsuccessful attempts to establish radio communication with the appropriate ATS unit must not be interpreted to mean that the unit is not in operation.Note. Exceptionally, such a report about an intended flight within TIA or TIZ may be submitted by telephone or in any other suitable manner prior to the flight.
2. unless otherwise instructed or agreed, two-way radio communication shall be maintained with the appropriate ATS unit on the prescribed radio frequency.
3. the aircraft shall report position, level, route, intention, etc. to the appropriate ATS unit. The reported level or route may be changed only after the ATS unit has been so informed and has acknowledged this information (not applicable to the traffic circuit).
4. an aircraft experiencing radio communication failure should, when applicable, comply with the rules in force for a controlled flight (Annex 2 para 3.6.5.2).

  VHF- RADIOTELEPHONE COMMUNICATION EXAMPLES AT AFIS AERODROMES