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Appendix 4 Class B, C, D, E. For VFR flight, flight visibility of 3 statute miles with a distance from cloud of
1 statute mile horizontal and 500 ft vertical is required.
Speed limitations applicable to both IFR and VFR aircraft:
- 250 knots below 10 000 ft ASL; and
- 200 knots below 3 000 ft AGL within 10 NM of a controlled airport.
Class F. Special use airspace defined as restricted or advisory and may be controlled or
uncontrolled airspace.
Class G. For VFR flight above 700 ft AGL, a flight visibility of 1 statute mile, and a distance from
cloud of 2 000 ft horizontal and 500 ft vertical is required. For VFR flight below 700 ft AGL, a
flight visibility of 1 statute mile and clear of cloud is required.
SUPPLEMENTOT A NNEXI I (THIRTEENETDHI TION) CHILEI
CHAPTER 1
Definitions Advisory route. Air trafSic advisory service. In Chile there are no advisory routes.
ETOPS en-route alternate. The definition has been published in the DAR-06 aeronautical
regulations, "Operation of Aircraft".
Flight information centre. Chile has no flight information centres. The service is provided by area
control centres.
Operator. The definition has been published in the DAR-06 aeronautical regulations "Operation of
Aircraft".
CHAPTER 2
2.6.1 Class F airspace. In Chile there is no Class F airspace.
CHAPTER 4
4.4 VOLMET broadcasts. In Chile there are no VOLMET broadcasts.
CHAPTER 5
5.2.2 h) Notification of "dangerous goods carried as cargo" is already covered by the "Aeronautical
Procedures". Nonetheless, it will be incorporated into the next amendment to DAR-11
Appendix 4 - There is no Class F airspace.
- In Classes E and G airspaces, VFR flights require continuous two-way communication.
- Chile includes VMC visibility minima and distance from clouds in Classes B, C, D, E and G
airspaces.
Appendix 5
Table 1 Obstacles en route. Not applied.
SUPPLEMENTTO ANNEX1 1 (THIRTEENTEHD ITION) CHINA(H ONGK ONGS AR) 1
Appendix 4 Class F and Class G airspace require two-way communication.
Appendix 4 ATS Airspace Classes - Services Provided and Flight Requirements - Class E (VFR).
Continuous two-way radio communication is required for VFR flights in airspace Class E.
Remark. In order to identify any aircraft in flight, either in IFR or in VFR, two-way radio
communication must be maintained within the Havana FIRICTA.
CHAPTER 2
2.6 Airspace classification is in accordance with Annex 11; however, it should be noted that:
- airspace Classes B and F are not used;
- a lower flight visibility in airspace Class G has been established in pursuance of Annex 11,
Appendix 4;
- a requirement for carriage of a transponder is described for each of the airspace classes; and
- certain parts of airspace Class G, designated TIZ, TIA, have a requirement for continuous twoway
radio communication.
CHAPTER 3
3.3.3
CHAPTER 4
4.2.2 b)
In pursuance of 3.3.3, the following provision has been established:
Vertical or horizontal separation shall be established between special VFR flights.
In addition to 4.2.2 b), the following provisions concerning traffic information have been
established:
In airspace Class D, traffic information may be omitted, provided it is certain that the aircraft pass
each other with a vertical distance of 500 ft or more.
In airspace Class E, traffic information is mainly based on radar information derived from SSR
replies.
In airspace Class G, traffic information is given only as far as practical.
CHAPTER 1
Definitions Additional definition:
AFlS unit. Air traffic unit responsible for the provision of flight information service and alerting
service to the aerodrome traffic of a non-controlled aerodrome.
CHAPTER 2
2.6.1 Certain control zones associated with aerodromes with low traffic are classified as Class E.
Remarks. These control zones are being reclassified.
CHAPTER 3
Outside controlled airspace, ATS routes are established providing protection vis-8-vis the terrain
and adjacent ATS routes, but no specific airspace with defined dimensions is associated with
them, apart from the Class F or G space in which they are included.
3.7.3.1 c) It is not required to read back the transition level when it is indicated in the ATIS. The pilot must
read back the ATIS message reference.
CHAPTER 2
CHAPTER 3
3.7.3.1 c)
Appendi 2
3.1
Appendii 4
Appendix 5
Full implementation of the quality system not yet achieved.
The compulsory read-back of transition levels is seen as an unnecessary frequency load and will
not be applied.
Significant points within TMAs are designated by alphanumeric codes.
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