ENR 2.2 OTHER REGULATED AIRSPACE

2.2.1 Saudi Arabia RNAV-5 Airspace

2.2.1.1. Saudi Arabia RNAV-5 airspace is the designated RNAV-5 airspace between FL160 and FL600 except (RNAV 1) ATS routes Y432, T142 and L564 (inclusive which include all ATS routes in controlled airspace covering North, East, West and South sectors.
Except the ATS routes located East of 04700E and South of 2150N, where the base of RNAV-5 is established at FL255. These RNAV routes are marked with a double asterisk (**) in section ENR 3.3 - Area Navigation (RNAV) routes.
2.2.1.2. RNAV equipped aircraft that operate within Saudi Arabian RNAV-5 airspace are required to meet RNAV-5 criteria as described in GEN 1.5.
2.2.1.3. Non-RNAV equipped aircarft and RNAV equipped aircarft that are not certified to RNAV-5, may operate within Saudi Arabia RNAV-5 airspace only on published ATS routes delineated by ground-base navigation aids (today predominately VORs/DMEs).
2.2.1.4. After the introduction of RNAV-5 in KSA En-route airspace, WGS84 geographical points, which may not be coincident with a VOR/DME station, were used to define the ATS routes. This has the advantage that if a VOR/DME is moved or withdrawn the alignment of the route can remain unchanged. The RNAV-5 ATS routes are now are annotated accordingly in the ENR 3 section of the AIP.
2.2.1.5. Operators of aircraft fitted with RNAV having a navigation accuracy meeting RNAV-5 shall insert designator "R" in Item 10 of the flight plan.
2.2.1.6. Operators of State aircraft without RNAV-5 capability shall not insert the designator "S" or "R" in item 10 of the flight plan.
2.2.1.7. Since such flights require special handling by air traffic control, "STS/NONRNAV" shall be inserted in item 18 of the flight plan.
2.2.1.8. In case of traffic conflict between aircraft that meet RNAV-5 and aircraft without RNAV capability, ATC clearances shall avoid penalties to aircraft that are certified for RNAV-5 operations, dependent upon the traffic situation.
2.2.1.9. Operators are advised that VOR/DME and DME/DME spacing in some areas are not supporting RNAV-5. Operators equipped with only this type of RNAV capability are advised to fill a flight plan via conventional ATS routes based on VOR/DME ground based infrastructure.
2.2.1.10. The navigation system accuracy achievable by a RNAV system is dependent upon both the airspace infrastructure and the airborne equipment. Where RNAV multi-sensor navigation system is required to fly on some RNAV ATS routes, a reference to GEN 1.5 paragraph 1.5.8 is annoted in the ATS table - KSA AIP ENR 3 section.
2.2.1.11. Operators of aircraft with certified RNAV systems with automatic radio update capability can depend on suitable navigation update capabilities within designated RNAV-5 airspace.
2.2.1.12. Aircraft entering RNAV-5 airspace longitudinally from an area where no RNAV is specified, are expected to capture the cleared track centerline within ±5 NM not later than 50 NM after entering designated RNAV-5 airspace.
2.2.1.13. Contingency procedures. When flight crew loss RNAV capability, they shall comply with the following procedures:
  1. Failure of RNAV capability whilst airborne - if, as a result of failure of the RNAV system or degradation of it, an aircraft is unable either to enter RNAV airspace or continue operations in accordance with the existing ATC clearance, a revised clearance shall, wherever possible be obtained by the flight crew. Subsequent ATC action in respect of that aircraft shall consider the nature of the reported failure and the overall traffic situation. Continued operation with the current ATC clearance may be possible in many situations. When this cannot be achieved, a revised clearance may be required to revert to navigation using conventional aids. ATC may also provide the aircraft with radar vectors until the aircraft is capable of resuming its own navigation.
  2. Failure of RNAV capability before departure - In case of failure or degradation of the RNAV system which is detected before departure from an aerodrome where it is not practicable to effect a repair, the aircraft concerned should be permitted to proceed to the next suitable aerodrome where repair can be made. When granting clearance to such aircraft, ATC should take into account the existing or anticipated traffic situation and may have to modify the time of departure, flight level or route of the intended flight. Subsequent adjustments may become necessary during the course of the flight.
  3. Flight plan procedures - Operators of such aircraft, were a failure or degradation of RNAV capability is detected before departure, shall not insert the designators ’S’ or ’R’ in item 10 of the flight plan. Since such flights require special handling by ATC, item 18 of the flight plan shall contain STS/RNAVINOP. Subsequently, for a flight for which a flight plan has been submitted, a new plan should be filed and the old plan cancelled. For a flight operating on a Repetitive Flight Plan (RPL), the RPL should be cancelled and a new flight plan filed.
  4. Phraseology - Whenever intial contact on an ATC frequency is established by an aircraft experiencing a failure or degradation of the RNAV system, the pilot shall include the phrase "NEGATIVE RNAV" immediately after the aircraft call sign.

2.2.1.14 Detailed description of area navigation (RNAV) routes, including:

2.2.1.14.1. Route designator, Area Navigation type(s) applicable to a specified segment(s), names, coded designators or namecodes and the geographical coordinates in degrees, minutes and seconds of all significant points defining the route including "compulsory" or "on-request" reporting points.
2.2.1.14.2. In respect of way-points defining a VOR/DME area navigation route, additionally:
  1. Station identifcation of the reference VOR/DME;
  2. Bearing to the nearest degree and the distance to the nearest tenth of a kilometer or tenth of a nautical mile from the reference VOR/DME, if the way-point is not collocated with it; and
  3. Elevation of the transmiting antenna of DME to the nearest 30 M (100 FT).
2.2.1.14.3. Geodesic distance to the nearest tenth of a kilometer or tenth of a nautical mile between defined end points and distance between each successive designated significant point.
2.2.1.14.4. Direction of cruising levels.
2.2.1.14.5. Remarks, including an indication of the controlling unit and it’s operating frequency.

2.2.2 Saudi Arabia RVSM Airspace

2.2.2.1. Reduced Vertical Separation Minima (RVSM) applies within Jeddah FIR Between FL290 and FL410 inclusive. This level band is designated as RVSM Airspace.
2.2.2.2. All aircraft wishing to fly within RVSM Airspace are required to have a height keeping performance capability and airworthiness certified.
2.2.2.3. Non-RVSM approved aircraft may fly within KSA airspace only at FL280 or below.
2.2.2.4. Operators of RVSM certified aircraft should insert the letter "W" in Item 10 of the flight plan to indicate that the aircraft has been approved for operations within RVSM airspace. It is the Captain’s resposibility to ensure that specific approval has been given for such operations by the state of registry of either the aircraft or the operator.
2.2.2.5. When informed by the pilot of an RVSM-certified aircraft operating in the RVSM airspace that the aircraft’s equipment no longer meets the RVSM requirements, the ATC must consider the aircraft as non-RVSM approved.
2.2.2.6. When an aircraft operating in RVSM airspace encounters severe turbulence due to weather or wake vortex that the pilot believes will impact the aircraft’s capability to maintain its cleared flight level, ATC must establish either an appropriate horizontal separation or an increased minimum vertical separation.

2.2.3 GNSS (GPS) Performance Monitoring System (GPMS)

2.2.3.1 General

2.2.3.1.1. The GPMS continuously monitors the actual Global Positioning System (GPS) status i.e. accuracy, integrity, detects possible interference, predicts system outages based on GPS performance status and continuously records GPS performance data for subsequent playback and analysis.
2.2.3.1.2. GPMS collects and records GNSS (GPS) data in order to satisfy the following ICAO requirements:
  • Monitoring and Recording of GNSS data as Navigation Aid for incident/accident investigations.
  • Issue GNSS (GPS) NOTAMS for airspace users.
2.2.3.1.3. Moreover, the GPMS provides Wide Area Receiver Autonomous Integrity Monitoring (RAIM) Prediction capability and Interference Monitoring and Mitigation.


 
2.2.3.1.4. The GPMS is composed of:
  • Five (5) Local Monitor (LM) Stations located at Jeddah, Riyadh, Dammam, Abha and Al-Jouf airports.
  • Performance Processor (PP) Server installed at Jeddah Area Control Center (ACC).
  • Two (2) Performance Displays, one installed at Jeddah ACC and the other at Riyadh ACC.

2.2.3.2 GPMS Services:

2.2.3.2.1 GNSS (GPS) Data Recording:

GPMS records and stores of data from GNSS (GPS) satellites performance monitoring that can be used for incident/accident analysis and investigations. The recorded data can be kept for a period up to five (5) years.

2.2.3.2.2 GNSS (GPS) NOTAM Generation:

The GPMS generates GNSS (GPS) NOTAMs which contain coverage predications of whether minimum GNSS performance is available, or not. These NOTAMs are distributed by International NOTAM Office as Series Z, with Q code: GA for identification of affected airfield operations, or GW for identification of area-wide operations.

When the wide area Receiver Autonomous Integrity Monitoring (RAIM) outages are predicated for a duration greater than 15 minutes, GNSS NOTAMs will be published using the following terminology: "GPS RAIM IS NOT AVAILABLE FOR LNAV AND LNAV/VNAV".

The ICAO NOTAM formatting is used for all GNSS NOTAMs that are distributed. Only New and Cancellation GNSS NOTAM will be published. In case a GNSS NOTAM is to be replaced, a Cancellation GNSS NOTAM (GNSS NOTAM C) will be issued first and then a new GNSS NOTAM (GNSS NOTAM N) with the updated information is published.

2.2.3.2.3 GNSS (GPS) Performance Display:

GNSS performance and coverage data received from the five (5) Local Monitor Stations is processed in the Performance Processor (PP) and GNSS (GPS) performance and coverage over Jeddah FIR is displayed at Jeddah and Riyadh ACCs.
2.2.3.2.4. The GPMS service is planned to be enhanced and extended to allow GNSS RAIM availability checks using a web-based application in complement to GNSS NOTAMs.

2.2.3.3 Additional information

2.2.3.3.1 Further information can be obtained from:

  • For Technical aspects on GPMS:
    Post :
    Saudi Air Navigation Services (SANS)
    System Engineering Department (SED) Director General
    TEL: +966 12 670 3540
    FAX: +966 12 685 5506
    e-mail: kattiah@sans.com.sa
  • For Operational Aspects:
    Post :
    Saudi Air Navigation Services (SANS)
    Air Traffic Management (ATM) Director General
    TEL: +966 12 640 1005
    FAX: +966 12 640 2855
    e-mail: absalzahrani@sans.com.sa

RNAV 5 Designated Airspace

2.2.4 Free Route Airspace General Procedures

2.2.4.1 Free Route Airspace (FRA) Concept Definition

FRA is a specified volume of airspace within which users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route via intermediate (published or unpublished) waypoints, without reference to the ATS route network, subject to airspace availability. Within this airspace, flights remain subject to air traffic control.

FRA enables airspace users to fly as close as possible to what they consider the optimal trajectory without the constraints of a fixed route network structure.

2.2.4.2 Area of application

FRA procedures are applicable in the Jeddah ACC South-East Sector (ENR 2.1) of Jeddah FIR between FL300 and FL600. Please note that outside of the FRA, published ATS routes remain applicable.

2.2.4.3 Flight Procedures

2.2.4.3.1 General requirements

Navigation: RNAV 5

Communication: DCPC (Voice)

Route adherence: Fly directly between waypoints. Any deviation from the track
between waypoints must be done with ATC clearance.

2.2.4.3.2 Contingency

In the event of Communication, Navigation or Surveillance failure, the aircraft must seek an alternative ATC clearance or follow the published contingency procedures.

2.2.4.3.3 Enroute frequency change methodology

a) VHF air-ground communication in the South-East sector is covered by different stations (ENR 6).

b) To maintain continuous direct communication between the controller and polit, the pilot must change frequencies along the route (refer to Table 1 of this section).

       Sample phraseology: SVA783 on 132.9, FL360 DCT to XXX01.

c) The pilot must also maintain listening watch on the next frequency as the secondary, and/or any adjacent frequency as indicated in table 1.

2.2.4.3.4 Routing in FRA

a) The following standard routings (refer to Table 1) apply for traffic in the FRA.

b) FPL must include routes via adjoining ATS route before the Entry waypoint and
after the Exit waypoint.

c) Segments between waypoints must be indicated by using “DCT” (direct) notation.

d) Waypoints along the enroute may be used to indicate speed and level changes.

Table 1  
Entry point Routing Exit Control Frequencies Remarks
PEKEM DCT MEDPO DCT SITUK 134.5*
132.9** 		@MEDPO change to 132.9
DCT MEDPO DCT ITRUX
TANSU DCT ULUXU 134.5*
132.5** 		@175NM after TANSU, change to 132.5
 
DCT ASTIN DCT NOMRU 133.35*
132.5** 		@175NM after TANSU, change to 132.5
TOKRA DCT MEDPO DCT
BOSOB DCT 		SITUK 134.5*
132.9** 		@MEDPO change to 132.9
DCT MEDPO DCT
BOSOB DCT 		ITRUX
DCT DUDRI 134.5*
133.35**
132.5*** 		@80NM after TOKRA, change to 133.35
@85NM before DUDRI, change to 132.5
SITOL DCT BOSOB DCT SITUK 133.35*
132.9** 		@200NM after SITOL, change to 132.9
DCT PUSON
DCT DATUV 133.35*
132.9** 		@200NM after SITOL, change to 132.9
 
GOBRO DCT METNO DCT OBSEP
DCT ASPUS DCT 		LADBO 133.35*
132.9** 		@110NM after METNO, change to 132.9
 Exists FRA at LADBO, then follow ATS route T142.
DCT PURDA DCT
BOSOB DCT 		SITUK 133.35*
132.5**
132.9*** 		@100NM after GOBRO, change to 132.5
@60NM after PURDA, change to 132.9
DCT PURDA DCT ALNUG
DCT 		PUSON @100NM after GOBRO, change to 132.5
@ALNUG change to 132.9
DCT AMBIT 133.35*
132.5** 		@150NM after GOBRO, change to 132.5
MUXIT DCT MEDPO DCT ULUXU 132.9*
132.5** 		@120NM after MEDPO, change to 132.5
  DCT MEDPO DCT
PURDA DCT ASTIN DCT 		NOMRU 132.9*
132.5** 		@70NM after MEDPO, change to 132.5
RIBOT DCT MIGMA DCT SITUK 132.9 NIL
DCT MIGMA DCT ITRUX
SITER DCT LADBO 132.9 NIL Routing from SITER
not available when
OER41 & OER42 are active.
DCT KUTNA DCT RIBOT
DCT KUTNA DCT KATIT
DCT 		PEKEM 132.9*
134.5** 		@KATIT change to 134.5
DCT KUTNA DCT KATIT
DCT 		MIDGU
RAPMA DCT LADBO 132.9 Exists FRA at LADBO, then follow ATS route T142
DCT KUVSO DCT RIBOT 132.9 NIL
DCT KUVSO DCT KATIT
DCT 		PEKEM 132.9*
134.5** 		@KATIT change to 134.5
DCT KUVSO DCT KATIT
DCT 		MIDGU    
DCT DEGNO DCT DAPOL 132.9*
134.5** 		@170NM after DEGNO, change to 134.5
DCT DEGNO DCT LOTOS
DCT 		IMDAM 132.9*
133.35** 		@45NM after LOTOS, change to 133.35
DCT DEGNO DCT LOTOS
DCT 		GOBRO
BATHA DCT KUTNA DCT
MIGMA DCT 		GOBRO 132.9*
133.35** 		Follow ATS route L564, then enters FRA at BATHA
@40NM after MIGMA, change to  133.35
DCT KUTNA DCT
MIGMA DCT ALNUG
DCT 		RIDIT 132.9*
132.5** 		@ALNUG change to 132.5
ULUXU DCT MUXIT 132.5*
132.9** 		@100NM after ULUXU, change to 132.9
DCT PURDA DCT TANSU 132.5*
133.35** 		@PURDA change to  133.35
AMBIT DCT ASTIN DCT GOBRO 132.5*
133.35** 		@60NM after ASTIN, change to  133.35
RIDIT DCT ALNUG DCT OBSEP
DCT ASPUS DCT 		LADBO 132.5*
132.9** 		@ALNUG change to 132.9
NOMRU DCT ASTIN DCT PURDA
DCT 		MUXIT 132.5*
134.5** 		@PURUDA change to 134.5
DCT ASTIN DCT TANSU 132.5*
134.5** 		@90NM after ASTIN, change to 134.5
SILPA DCT MEDMO DCT
METNO DCT 		MIDGU 132.5*
133.35**
134.5*** 		@METNO change to  133.35
@100NM after METNO, change to 134.5
DCT ASTIN DCT BOSOB
DCT 		SITUK 132.5*
132.9** 		@80NM after ASTIN, change to 132.9
DCT ASTIN DCT BOSOB
DCT 		ITRUX
SITUK DCT BOSOB DCT ASTIN
DCT 		SILPA 132.9*
132.5** 		@80NM before ASTIN, change to 132.5
DUDRI DCT MEDMO DCT
METNO DCT 		MIDGU 132.5*
133.35**
134.5*** 		@METNO change to  133.35
@100NM after METNO, change to 134.5

 Note: The pilot must contact on the initial frequency (*) followed by the second (**) and third (***)
frequencies, as applicable .

2.2.4.4 Descend in the FRA

If an aircraft needs to descend below FL300 before reaching the Exit waypoint, the pilot must obtain an alternative ATC clearance to exit the FRA and join a published ATS route.