1.1.1 GENERAL

1.1.1.1. The rules and procedures applicable to air traffic generally conform with Annexes 2 and 11 to the Convention on International Civil Aviation (Chicago Convention) and those portions, applicable to aircraft, of the Procedures for Air Navigation Services - Air Traffic Management (PANS-ATM , Doc 4444) and the Regional Supplementary Procedures (Doc 7030) in force for the MID part of the MID/ASIA Region.

1.1.1.2. All airspace users are reminded that these rules and procedures are applicable to all aircraft operations in Saudi Arabian territory, whether or not within Jeddah FIR, except when specifically stated to the contrary.

1.1.1.3. The rules and procedures are not reproduced in full ENR 1 and, therefore, users must ensure that they are in possession of and in compliance with the relevant regulations any amendments thereto.

1.1.2 PRE FLIGHT ACTION

The pilot in command shall ensure that necessary over flight / landing approval for Saudi Arabian territorial airspace (whether or not within JEDDAH FIR) has been obtained in accordance with GEN 1.2 before the flight is commenced; a copy of the said approval shall be carried on board the aircraft and, except for air carriers scheduled services, the reservation number thereof shall be stated on the flight plan.

1.1.3 RESERVED

1.1.4 AIRPORT OPERATIONS

1.1.4.1 Aerodrome Control Service (TWR)

Certain aerodromes are designated as controlled aerodromes. Aerodrome control service is the service provided by air traffic control to aircraft at controlled aerodromes.
The objective of aerodrome control service are to:

Prevent collisions between aircraft;
Prevent collisions between aircraft on the maneuvering area and obstructions on that area; and
Maintain a safe, orderly and expeditious flow of air traffic.

Unless otherwise authorized by air traffic control, an aircraft operating in the aerodrome traffic circuit shall comply with the circuit procedures shown in the aerodrome circuit diagram. ( see page ENR 1.1-5, FIG. ENR 1-1 )

Aircraft approaching the circuit from the opposite side of the traffic pattern shall cross over the aerodrome at midfield and join the traffic circuit on the downwind leg. Aircraft approaching the circuit from the same side as the traffic pattern shall arrange flight to join straight in on the downwind leg.

1.1.4.1.1 Air Traffic Control Clearance

An air traffic clearance constitutes authority to proceed to a clearance limit under specified conditions. Further clearance is required upon reaching the limit in the clearance.

An aircraft is required to comply with an ATC clearance that has been received and accepted by him.

1.1.4.1.2 Air Traffic Control Instructions

An air traffic control instruction is a directive issued to an aircraft by an ATC unit for air traffic control purposes.

A pilot is required to comply with an ATC instruction that is directed to and received by him, subject only to the pilot final responsibility for the safety of his aircraft.

1.1.4.1.3. Air traffic controllers at controlled aerodromes in addition to all of the information provided by an AFIS unit, provide the following additional air traffic control services:

Airport information, including the "active" runway;
Visual runway separation between successive arriving or successive departing aircraft and between arriving and departing aircraft;
Traffic sequencing in the traffic circuit to maintain an orderly flow of aerodrome traffic;
Traffic information between VFR flights and between VFR and IFR flights operating within the aerodrome traffic zone or control zone in order to facilitate air traffic sighting each other and assisting pilots to maintain visual separation between flights;
ATC instructions are issued to prevent conflicts between aircraft, vehicles and/or personnel operating on the maneuvering areas; and
Wake turbulence separation and wake turbulence cautionaries between flight, medium and heavy aircraft where required.

Note 1 : When operating in VMC, it is the responsibility of the pilot in command of an aircraft to avoid collision with other aircraft. Traffic information is issued to assist pilots in avoiding collisions.

Note 2 : The maneuvering area is that part of an aerodrome used for take off and landing and for the surface movement of an aircraft associated with take-off and landing, excluding aprons.

1.1.4.1.4 Wake Turbulence Separation Criteria and Wake Cautionaries

Wake turbulence minima may be applied for any situation not covered by specific criteria whenever a controller believes there is a potential hazard due to wake turbulence. Since wake turbulence is available, its presence and exact location cannot be determined with precision. Consequently both, pilots and controllers should thoroughly be aware of a likely situation where wake turbulence may be encountered.

The following separation minima will be applied:

Landing Aircraft:

a) Medium behind a Heavy	2 minutes or 5 NM using radar;
b) Light behind a Heavy	3 minutes or 5 NM using radar;
c) Light behind a Medium	4 NM using radar;
d) Heavy behind a Heavy	4 NM using radar;

Arriving Aircraft:

A minimum of 2 minutes will be applied between a Light or Medium aircraft taking off behind a Heavy aircraft from

The same runway;
Parallel runways less than 760 M apart;
Crossing runways if projected flight paths will cross; or
Parallel runways more than 760 M apart, if projected flight paths will cross.

Separation will be increased to 3 minutes when a Light or Medium aircraft takes off behind a heavy aircraft from:

an intermediate part of the same runway i.e, departure from an intersection; or
an intermediate part of a parallel runway less than 760 M apart.

A minimum of 2 minutes will be applied between a Light or Medium aircraft and a Heavy aircraft that is making a low or missed approach when:

Departing in a direction opposite to the direction of the runway used for the low approach; or
Landing on the same runway or on parallel runway that less than 760 M apart.

Note : The 2 minutes is applied at the point where the projected flight paths will cross, if the arrival will be using the same runway and, if the arrival will be using a parallel runway; at the point where the heavy aircraft turns away from the parallel runway, where parallel runways are less than 760 M apart.

A minimum of 2 minutes will be applied between a Light or Medium aircraft and a Heavy aircraft when operating on a runway with a displaced landing threshold when:

A departing aircraft will follow an arriving Heavy aircraft; or
An arriving aircraft will follow departing Heavy aircraft, if the projected flight paths will cross.

Additional time or distance based separation will be applied between aircraft when the leading aircraft is an Airbus A380-800.For A380- 800 aircraft the expression "SUPER" shall be included immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units.

Wake Turbulence Cautionaries

Cautionaries are provided to:

Aircraft landing behind a departing heavy aircraft;
Aircraft landing behind an arriving heavy aircraft and between light aircraft landing behind an arriving Medium on the same runway, parallel runways less 760 M apart, or crossing runways where projected flight paths will cross;
Known VFR aircraft about heavier aircraft wherever the potential for wake turbulence is considered to exist;
Taxiing aircraft and vehicles maneuvering behind a taxiing heavy aircraft; and
Light aircraft about helicopters hovering or airborne while taxiing.

Wake turbulence separation criteria for the Airbus A380-800

For A380-800 aircraft the letter "H" shall be entered into the space allocated to wake turbulence under item 9 of the ICAO flight plan.

Additional time or distance based separation will be applied between aircraft when the leading aircraft is an Airbus A380-800.

For A380-800 aircraft the expression "SUPER" must be included immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units.

Non-radar wake turbulence longitudinal separation minima for the Airbus A380-800:

Arriving aircraft:

The following non-radar separation minima will be applied to aircraft landing behind an A380-800 aircraft:

Medium aircraft behind an A380-800 aircraft - 3 minutes;

Light aircraft behind an A380-800 aircraft - 4 minutes.

Departing aircraft:

A minimum separation of 3 minutes will be applied for a light or medium aircraft and 2 minutes for a non-A380-800 heavy aircraft taking off behind an A380-800 aircraft when the aircraft are using:

The same runway;
Parallel runways separated by less than 760M (2 500 FT);
Crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300M (1 000 FT) below;
Parallel runways separated by 760M (2 500 FT) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300M (1 000 FT) below.

A separation minimum of 4 minutes will be applied for a light or medium aircraft when taking off behind an A380-800 aircraft from:

An intermediate part of the same runway; or
An intermediate part of a parallel runway separated by less than 760M (2 500 FT).
Displaced landing threshold

A separation minimum of 3 minutes will be applied between a light or medium aircraft and an A380-800 aircraft when operating on a runway with a displaced landing threshold when:

A departing light or medium aircraft follows an A380-800 aircraft arrival; or
An arriving light or medium aircraft follows an A380-800 aircraft departure if the projected flight paths are expected to cross.

Opposite direction:

A separation minimum of 3 minutes will be applied between a light or medium aircraft and an A380-800 aircraft when the A380-800 aircraft is making a low or missed approach and the light or medium aircraft is:

Utilizing an opposite-direction runway for take-off; or
Landing on the same runway in the opposite direction, or on a parallel opposite-direction runway separated by less than 760M (2 500 FT).

Radar wake turbulence separation minima for the Airbus A380- 800:

The following wake turbulence radar separation minima will be applied to aircraft in the approach and departure phases of flight in the circumstances given above:

Preceding aircraft	Succeeding aircraft	Wake turbulence radar separation minima
A380-800 / non A380-800 heavy	A380-800	Not required*
A380-800	Non - A380-800 heavy	6.0 NM
A380-800	Medium	7.0 NM
A380-800	Light	8.0 NM

* When a wake turbulence restriction is not required then separation reverts to radar separation minimum as prescribed by the appropriate ATS authority.

The minima set out above will be applied when:

An aircraft is operating directly behind an A380-800 aircraft at the same altitude or less than 300M (1000 FT) below; or
Both aircraft are using the same runway, or parallel runways separated by less than 760M; or

An aircraft is crossing behind an A380-800 aircraft, at the same altitude or less than 300M (1 000 FT) below.

1.1.4.1.5 Take off Clearance

Take off clearance will normally be issued when the aircraft is ready for take off at or approaching the runway in use.

1.1.4.1.6 Clearance for an Immediate Take off

For the purpose of expediting traffic, clearance for an immediate take off may be issued to an aircraft before it has entered the runway. On acceptance of such clearance, the aircraft is expected to enter the runway and commence the take off run without stopping.

Rolling take offs by heavy jet aircraft may not be approved at some locations or at certain times, if the engine blast may be hazardous to following aircraft, vehicles or may cause damage to aerodrome lighting or other installations.

Note : If a pilot cannot comply with such clearance, he shall immediately advise the control tower, prior to entering the runway .

1.1.4.1.7 Landing Clearance

Landing clearance will normally be issued by the time an aircraft is established on the final approach, reasonable assurance exist that the prescribed separation from other aircraft will exist at the runway and the preceding aircraft has crossed the runway threshold, if applicable.

If landing clearance has not been received approaching short final, a landing clearance shall be requested from the tower. Pilots not in receipt of landing clearance shall commence a missed approach not later than the runway landing threshold.

1.1.4.1.8 ATC Communications

Unless otherwise instructed by the approach (IFR) facility, as in the case of arriving IFR flights, pilots should normally establish communications on the tower frequency at least 10 NM prior to entering the appropriate aerodrome traffic zone (ATZ) or control zone (CTR), and in any case, not later than 5 NM prior to entry. This is to ensure adequate time to receive the aerodrome information and to receive appropriate clearance to enter, particularly at those locations where controlled airspace is present.

Departing aircraft should remain on the tower frequency until 5 NM beyond the boundary of the ATZ/CTR as appropriate, except in the case of IFR flights, which should change to the next appropriate ATC frequency at the time/place given in their ATC instructions. For example, "Contact Jeddah Approach now on 119.1" or "Contact Approach on 126.5 passing 11,500 FT".

1.1.4.1.9 VFR aircraft

Aircraft entering the control zone or aerodrome traffic zone at a controlled aerodrome will normally be cleared to enter the traffic circuit. Aircraft so cleared shall proceed to enter the traffic pattern on the downwind leg, unless otherwise cleared to enter directly on the base leg or on a straight-in to final approach.

Aircraft that will enter the traffic circuit from the opposite side of the pattern shall, unless otherwise instructed, arrange flight to cross over mid-field from the non-active side and, taking due account of other traffic, join on the downwind leg and report when entering the downwind leg.

1.1.4.1.10 Special VFR (SVFR)

An ATC unit may authorize SVFR for aircraft intending to fly within or enter or leave a control zone, provided that the reported ground visibility is not less than 1500 M.

1.1.4.1.11 Position Report

Pilots operating in the traffic pattern at a controlled aerodrome shall report their position at the following locations:

On the downwind leg, generally abeam the runway midpoint;
On the base leg;
If requested, when established on the final approach, or if landing clearance has not already been received.

A VFR aeroplane at a controlled aerodrome, but unable to establish communications with tower, or having experienced a communications failure after initial contact, shall comply with the traffic circuit joining procedures, and after joining on the downwind leg, shall observe the control tower for the appropriate visual light signals and proceed in accordance with those signals received from the tower.

Aircraft shall acknowledge light signals directed toward the aircraft by the tower when in flight, as follows:

during daylight, by rocking the wings; and
during the hours of darkness, by flashing the landing light(s) either once or twice, or if not so equipped, by switching the navigation lights off once or twice.

An aircraft shall acknowledge light signals directed toward the aircraft by the tower when on the ground, as follows:

during daylight, by moving the ailerons or rudder; and
during the hours of darkness, in the same manner as when in flight.

1.1.4.1.12 Aerodrome Closure Regulations for Royal Flights

Aerodromes provided with aerodrome control service will be closed from 30 minutes prior to ETA and for 30 minutes after ATA for arriving VIP flights. Additionally, these aerodromes will be closed for 30 minutes prior to ETD for departing VIP flights.

At aerodromes not normally provided with ATC service, a temporary service may be established from the tower, if one is present, or by means of mobile radio. In all cases, priority for landing and take-off is given to VIP flights.

1.1.4.1.13 Uncontrolled Aerodromes

Aircraft operating into or out of any aerodrome not listed in Part 3 of the Saudi Arabian AIP must conduct its flight in accordance with visual flight rules and during daylight hours only.

1.1.4.2 Aerodrome Flight Information Service ( AFIS)

1.1.4.2.1. Aerodrome flight information service (AFIS) is the term used to describe the provision of information useful for the safe efficient conduct of aerodrome traffic at those aerodromes where the provision of aerodrome control service is not justified. Accordingly, AFIS units have been established at certain aerodromes to provide flight information service and alerting service to aerodrome traffic.

Note : An AFIS unit is not an air traffic control unit.

1.1.4.2.2. It is therefore the responsibility of pilots using the service provided by this unit to maintain proper separation in conformity with the rules of the air. When operating in the vicinity of an aerodrome where AFIS is provided, pilots must, on the basis of the information received from the AFIS unit, combined with their own knowledge and observations, decide on the course of action to be taken to ensure separation from other aircraft, ground vehicles and obstacles.

1.1.4.2.3. Aircraft should, unless exempted by the appropriate ATS authority, be capable of two-way radio communications with the AFIS unit on the prescribed frequency. It is essential that pilots establish and maintain two-way radio communication with the AFIS unit and that they report their positions, levels, all significant manoeuvres and intentions to the AFIS unit. The efficiency of the AFIS is dependent upon the information received.

1.1.4.2.4. Arriving and departing aircraft in the vicinity of an aerodrome .Where AFIS is established, should generally establish communications within 20 NM of that aerodrome. In no case should communications be established later than ten (10) NM prior the ATZ for arriving aircraft and be continued until not less than five (5) NM beyond the ATZ in the case of departing aircraft.

1.1.4.2.5. AFIS units will provide the following basic information to aircraft:

Meteorological information for aircraft about to take off or land, including SIGMET/AIRMET information;
Current surface wind direction and speed, including significant variations, indicating the "preferred runway".
Note : The term "preferred runway" is used to indicate the suitable runway at a particular time, taking into account the current wind direction and speed and other relevant aircraft in, or about to enter, the traffic pattern.
The current QNH altimeter setting;
The air temperature, when requested, in the case of take off by turbine engine aircraft;
The current visibility in the direction of take off and initial climb, or in the approach and landing area if less than 10 KM, or the RVR (if available);
Significant meteorological conditions in the take off and climb out area, or in the approach and landing area;
The present weather and the amount and the height of the base of low cloud, in the case of aircraft making an approach in IMC;
Information on other known aircraft, vehicles or personnel on or near the maneuvering area that may constitute a hazard;
Information on aerodrome conditions, status of navigation aids, messages, including clearances received from ATS units for relay to aircraft; and
Any other information contributing to safety.

216914

1.1.5 TRAFFIC INFORMATION BROADCAST BY AIRCRAFT (TIBA).

1.1.5.1. Aircraft arriving at, departing from or flying in the aerodrome traffic zone (ATZ) of an aerodrome without an air traffic control unit, shall follow the TIBA procedures prescribed below and, if intending to land, contact the aerodrome fire rescue service unit on the published FIS frequency, not less than 15 minutes before landing and report the following:

Aircraft identification and type;
Estimated time of arrival (ETA).

Note 1 : The appropriate FIS frequency is published at the top of all instrument approach charts.

Note 2 : FIS units at uncontrolled aerodromes may not be monitoring the published aerodrome TIBA frequency. Therefore pilots of aircraft in need of fire rescue services should call the aerodrome FIS unit on 133.5 MHZ and report the type of aircraft, ETA, and level of service required, at least ten minutes prior to arrival.

Note 3 : FIS units at uncontrolled aerodromes are authorized to provide aircraft with fire rescue services only and are prohibited from providing pilots with either air traffic, aerodrome or weather information.

When an aircraft will land with an emergency status, the following information shall be provided to the FIS or ATC by appropriate frequency:

Aircraft identification and type;
Estimated time of arrival (ETA);
Nature of emergency (problem);
Total persons on board;
Fuel on board; and
Dangerous goods onboard, if applicable.

1.1.5.2. TIBA procedure has to be applied on frequency: 122.8MHZ in class G airspace , as the following:

Outside all CTAs, TMAs and CTRs,
Off AWYs below FL150,
On AWYs below ALT 11500ft,
Within uncontrolled aerodromes in non-AFIS operating hours,
Where there is no ATS unit to provide the necessary flight information service (FIS) to aircraft.

all aircraft must follow the traffic information broadcasts by aircraft (TIBA) procedures and broadcast relevant collision avoidance information to each other.

ALL PILOTS MUST USE THE PUBLISHED TIBA FREQUENCY AND SHALL:
1. Maintain a continuous listening watch and broadcast the aircraft's position and intended movements prior to maneuvering the aircraft, as applicable;
2. Broadcast acknowledgments of any TIBA messages received;
3. prior to departure maintain a listening watch for at least five (5) minutes and broadcast taxi movements prior to maneuvering the aircraft
4. Broadcast the aircraft's position and intentions before crossing or entering a runway for take-off and again before actually commencing the take-off roll;
5. Broadcast when the aircraft is airborne and when it leaves the traffic circuit and when it leaves the ATZ; and
6. Broadcast any other message considered necessary in the interests of safety.
ALL DRIVERS OF VEHICLES AUTHORIZED TO ENTER THE RUNWAY AREA MUST USE THE PUBLISHED TIBA FREQUENCY AND SHALL:
1. First check that the radio is serviceable and then maintain a continuous listening watch for at least five (5) minutes prior to moving on the ramp area and throughout the entire duration of the business being conducted;
2. Broadcast the intended movements of the vehicle prior to actually moving the vehicle;
3. Before going on any runway or taxiway, carefully scan the aerodrome and surrounding airspace for moving aircraft, then broadcast the vehicle's position on the maneuvering area and where it is intended to go on the runway. If no objection is received from any aircraft, either inbound for landing or taxiing for take-off, then, following another careful visual inspection of the runway and each of its final approach areas and if no aircraft are observed, proceed on the runway;
4. While the vehicle is on the runway, continuously monitor the TIBA frequency. If, when on the runway, a call is heard that an aircraft is inbound for landing or taxiing for take-off, immediately broadcast that the vehicle is on the runway and then quickly leave the runway;
5. Broadcast when the vehicle has left and is well clear of the runway; and
6. Broadcast any other message considered necessary in the interests of safety.

1.1.6 UNCOORDINATED FLIGHTS OVER THE RED SEA.

Uncoordinated flights operating over the Red Sea shall comply with the following procedures:

Squawk SSR Code Mode A 2000 if no code was issued by the transferring authority and the aircraft will keep that code.
RVSM compliant aircraft shall be in level flight and maintaining FL290 Southbound and FL300 Northbound.
NON RVSM compliant aircraft shall be in level flight and maintaining FL250 Southbound and FL260 Northbound.
Communicate all flight details on the appropriate ACC frequencies.
Flight details shall include:
1. Call sign.
2. Direction of Flight
3. Flight Level.
4. Estimated times of crossing FIR Boundaries and over or abeam reporting points along route of flight.
Flight details shall be broadcast 10 minutes prior to crossing FIR boundaries and 5 minutes prior to passing compulsory reporting points.
To reduce the risk of collision maintain a listening watch on appropriate ACC frequencies.

1.1.7 SPEED LIMITS

General speed limitation is applicable to all aircraft in order to reduce potential proximity and bird strike hazard. Unless specifically authorized to the contrary by President or ATC, aircraft operated below ALT 10 000 FT, anywhere in JEDDAH FIR, must not exceed the following values of indicated airspeed (IAS), except that the minimum safe operating speed for a particular aircraft shall always be the determining factor when it is greater than the maximum speeds prescribed below.

Within an aerodrome traffic circuit:

Turbine engine aircraft - 200 KT (230 MPH / 370 KPH); or
Reciprocating engine aircraft - 156 KT (180 MPH / 290 KPH);

unless otherwise authorized or required by an ATC unit.

Elsewhere:

250 KT (288 MPH / 460 KPH).

1.1.8 CRUISING LEVELS

1.1.8.1 General

All enroute aircraft in level cruising flight above 3,000 FT AMSL (excluding helicopters operating below 1,000 FT AGL) whether VFR or IFR, inside or outside controlled airspace, are required to comply with the hemispherical rule correlating levels to tracks except on certain one-way routes or when otherwise instructed by ATC or when otherwise prescribed elsewhere in this AIP. The levels prescribed as shown under ENR 1.7 shall be in terms of:

Altitude at and below 13 000 FT AMSL; or
Flight level at and above FL 150.

1.1.8.2 Minimum levels

Minimum flight altitudes have been established for all ATS routes traversing Saudi Arabian territorial airspace, whether or not within JEDDAH FIR, and are published in the ENR 3 tables. Users are cautioned that these minimum flight altitudes relate solely to the associated routes for which they are published and, therefore, terrain clearance must be separately assessed for all operations outside published routes.

1.1.8.3 Transition level

The transition level (TL) has been determined by GACA as fixed at FL 150 for the whole of JEDDAH FIR and is, therefore, also the lowest usable flight level; it is not however, the lowest flight level above the transition altitude because GACA requires a minimum of 1,000 FT vertical separation in the transition layer under the lowest known MSL pressure (see also ENR 1.7). As a result, ATS unitsneither determine, nor include in transmissions to aircraft, the TL or any information relating to calculating of the lowest usable flight level.

1.1.9 FLIGHT INFORMATION SERVICE

1.1.9.1. Saudi Arabian ATS units do not routinely have available any information relating to surface vessels. The continued provision of FIS to aircraft which have left JEDDAH FIR is undertaken only when this service is specifically requested on the basis of inability to contact the appropriate ATS unit.

1.1.9.2. Enroute aircraft when flying in Class G airspace and in radio contact with an air traffic services unit will receive flight information (FIS) on other aircraft known to be in their vicinity.

1.1.9.3. At those aerodromes in Class G airspace having a control tower, aircraft when flying in the associated aerodrome traffic zone, will not be separated from each other by air traffic controllers but will receive only flight information services related to other known traffic and will receive only aerodrome control services when flying in the traffic circuit (i.e. within 5 NM of the aerodrome reference point) and while on the maneuvering area of the aerodrome.

1.1.9.4. At those aerodromes in Class G airspace having only an aerodrome flight information service unit (AFIS), aerodrome flight information services only will be provided to all known aircraft flying within the associated aerodrome traffic zone.

1.1.10 COMMUNICATION PROCEDURES

The communications procedures prescribed in ICAO Annex 10, Volume II, Chapter 5 are in force. The phraseologies employed by ATS conform to those in ICAO PANS-ATM; flight crews are expected to adhere to the procedures specified in these documents and their attention is also drawn to the ICAO Manual of Radiotelephony (Doc 9432), which contains examples of correct phraseologies.

1.1.11 SPECIAL MENTION - SECURITY CONTROL OF AIR TRAFFIC

1.1.11.1. GACAR Part 99 includes regulations related to a system called the Emergency Security Control of Air Traffic (ESCAT). This system has been developed to ensure that, should hostilities break out in whole of Saudi Arabian airspace or part thereof, all civilian aircraft in flight within affected sector(s) shall be quickly notified of the circumstances and given special instructions to immediately vacate or avoid those areas considered to be hazardous.

1.1.11.2. ESCAT procedures are published in GEN 1.6

ENR 1 GENERAL RULES AND PROCEDURES

ENR 1.1 GENERAL RULES