Aip Enr

AIP ENR 1.
1-1
BANGLADESH 23 JUN 2016
ENR.1 GENERAL RULES AND PROCEDURES

ENR 1.1 GENERAL RULES
1 General
1.1 The Air Traffic Rules and Procedures applicable to Air Traffic in Bangladesh Territory conform with Annexes
2 and 11 to the Convention on International Civil Aviation and with the portions applicable to aircraft, of the
Procedures for Air Navigation Services, Rules of the Air and Air Traffic Services, and the Regional
Supplementary procedures applicable to the MID/ASIA Region, except in the cases indicated below. All
differences have been registered with the International Civil Aviation Organization (ICAO).
Note:- Special flight operations which cannot be conducted in accordance with the provisions of Annex 2 and
11 to the Convention on International Civil Aviation or the Regional Supplementary Procedures MID/ASIA
Region, such as air races, air displays, aerobatic flights, or certain aerial work operations require, prior to the
commencement of the operation, a certificate of waiver which may be obtained from the Chairman, Civil
Aviation Authority.
2 Radio Communication Failure Procedure
2.1 The procedures to be followed by aircraft required to maintain two-way radio communications experiencing
radio equipment failure conform to those specified in ICAO Annex-2 Rules of the Air.
2.2 The Procedures to be followed by aircraft experiencing radio communication equipment failure whilst under
radar control are specified in ENR 1.6-4
3 Air Traffic Advisory Service (ATAS).
3.1 Introduction
3.1.1 Provision of service.
3.1.2 Air Traffic Advisory Service is provided to aircraft conducting IFR flights within the advisory
areas or advisory routes outside controlled airspace.
3.1.3 Advisory service and advisory routes are specified in ENR 3. Along the routes Air Traffic Advisory
Service is provided above level 150. Aircraft operating below this level on such routes to be provided flight
information services only.
3.2 Procedure Applicable to Aircraft using the ATAS.
3.2.1 IFR flights when operating along advisory routes, are expected to comply with the same procedures as those
which apply to controlled flights except that :
CIVIL AVIATION AUTHORITY AIP AMDT 01/16

ENR 1.1-2 AIP
23 JUN 2016 BANGLADESH
(a) the flight plan and changes thereto are not subjected to a clearance since the ATS furnishing Air Traffic
Advisory Service, will only provide ADVICE on the presence of essential traffic or SUGGESTIONS as
to a possible course of action.
(b) it is the responsibilities of Pilot-in-Command of the aircraft to decide whether he will comply with the
advice or suggestion received and to inform the ATS unit providing Air Traffic Advisory Services
without delay of his decision.
(c) Air-ground communication shall be made with the Air Traffic Services Unit designated to provide Air
Traffic Advisory Service within the advisory airspace or portion thereof.
3.3 PROCEDURE APPLICABLE TO AIRCRAFT CROSSING ADR’S
3.1.1 Aircraft are expected to comply with the following procedures.-
(a) Cross an advisory route as nearly as possible at an angle of 90 degrees to the direction of the route and at
a level appropriate to its track, selected from the table of cruising levels (semi-circular system) for IFR
flights.
(b) Appropriate ATS Unit shall be informed before and after crossing in ADR.
4. Flight Information Service
Flight Information Service is provided by the Dhaka “Area Control Centre” within Dhaka FIR
excluding the portion of the route L507 between AVPOP and ESDOT where the provision of Air Traffic
Services from FL280 to FL460 is delegated to Kolkata ACC/FIC.
5 Special Air Traffic Services Procedures for VVIP Flight (AIR TRAFFIC RESTRICTIONS)
5.1 The following procedure shall be enforced at all airports in Bangladesh when VVIP Flights are notified.
5.1.1 AERODROME CONTROL

No aircraft shall be allowed to land or depart from the aerodrome or operate in the circuit for the period:
(a) 5 minutes before ETA of VVIP Flight till `Door Open Time’.
(b) ‘Door Close Time’ till 5 minutes after take-off.
Note-The Airport authorities may adjust the above timings to ensure that there is no disturbance during the
period of ceremonies at the Airport and if required they may close the airfield to other operations.
AIP AMDT 01/16 CIVIL AVIATION AUTHORITY

AIP ENR 1.1-3
5.1.2 CONTROLLED AIRSPACE

Standard separation shall be provided in Controlled Airspace. When vertical separation is applied, the vertical
separation minimum shall be 2000 feet up to FL280 and FL290 to FL410 for RVSM equipped ACFT and
4000 feet between FL290 and FL410 for non RVSM equipped ACFT and FL410 to UNL for all ACFT.
No VFR operations shall be allowed during the period of VVIP Flight is expected to operate in Controlled
Airspace.
5.1.3 OUTSIDE CONTROLLED AIRSPACE (EN-ROUTE)

When the VVIP flight is flying in Bangladesh, no other aircraft shall be cleared to operate in the block of
uncontrolled airspace defined below:-
“2000 feet below and above cruising level and 25 nautical miles either side of the intended route of the VVIP
flight in uncontrolled airspace”.
This restriction will not be applicable when it is known that horizontal separation based on current flight plans
will exist between the VVIP flight and other aircraft.
5.1.4 RADAR SEPARATION

Minimum 10NM within coverage of Radar.
6 Reporting the Location of Birds in the Vicinity of Airports
6.1 INTRODUCTION
In order to enable the Pilot to locate the position of birds with reference to the airport, ‘Bird Reporting’ by
aerodrome control tower at civil aerodrome will be done as given in the following paragraph.
6.2 QUADRANTAL REPORTING PROCEDURES
For the purpose of giving report of location of birds observed in the vicinity of aerodromes, the airspace
within the aerodrome traffic zone will be divided into 4 sectors (Quadrants):-
Sector (Quadrant) Bearing from Control Tower

NE (First) 000 deg to 089 deg.
SE (Second) 090 deg to 179 deg.
SW (Third) 180 deg to 269 deg.
NW (Fourth) 270 deg to 359 deg.
6.3 Report: Caution Birds in South East Sector between 1500 feet and 2000 feet.

ENR 1.1-4 AIP
7.1 Special Procedure for Dhaka FIR.
ENTRY IN DHAKA FIR.
7.1.1 The following co-ordination procedure shall apply for flights entering and/ or transition Dhaka FIR.
(i) AFPL/ DEP message shall be addressed to Dhaka ACC/FIC.
(ii) Aircraft shall establish radio contact with Dhaka ACC/FIC (with position report and estimates) 10 minutes
before entering Dhaka FIR boundary except those flights departing from Indian aerodromes located close to
the FIR boundary which shall contact Dhaka ACC/FIC as early as possible but not later than crossing the FIR
boundary.
7.2 FLIGHTS THROUGH AIRSPACE DELEGATED TO KOLKATA ACC.
7.2.1 Within the airspace on the route L507 between AVPOP and ESDOT the provision of Air Traffic Services
from FL280 to FL460 is delegated to Kolkata ACC/FIC.
7.2.2 (i) No aircraft shall operate through that part of Dhaka FIR which has been delegated to Kolkata ACC/FIC
without prior approval from Chairman, Civil Aviation Authority of Bangladesh.
(ii) Flight plans, departure and delay messages pertaining to flights through this airspace shall be addressed to
Dhaka ACC/ FIC.
(iii) Prior to entering the aforementioned airspace Aircraft shall contact Dhaka Radio on 3491/6556/10066
KHz (MWARA) and 2947KHz (RDARA) or Dhaka ACC on VHF 125.7 MHz Kolkata and pass the following
information:
(a) Aircraft call sign.

(b) Place/ Time of Departure
(c) Destination/ETA
(d) Estimated time over reporting points AVPOP and ESDOT.
Subsequent reports will only be necessary if the estimates differ by 5 minutes or more.
DESCENT OF AIRCRAFT BOUND FOR KOLKATA
7.2.2.1 The following procedure shall apply for flights operating through Dhaka FIR intends to
start descent before FIR boundary:
The aircraft shall request Dhaka ACC/FIC for descent. Dhaka ACC/FIC shall provide the aircraft with
available traffic information and advise the aircraft to co-ordinate with Kolkata directly for descent.

AIP ENR 1.5-1
ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES
1. General
The Holding, Approach and Departure procedures in use are based on those contained in the latest edition of
ICAO Doc 8168-OPS/611 (PANS-OPS).
2. Landing Flights (Arriving Flights)
2.1 IFR Flight entering and landing within a Terminal control Area/Control zone will be cleared to a specified
holding point and instructed to contact Tower at a specified time, level or position. The terms of this clearance
shall be adhered to until further instructions are received from Tower. If the clearance limit is reached before
further instructions have been received, holding procedure shall be carried out at the level last authorized.
2.2 Due to the limited airspace available, it is of importance that the approaches to the pattern and the holding
procedures are carried out as exactly a possible. Pilots are strongly requested to inform ATC if for any reason
the approach and / or holding cannot be performed as required.
3. Departing Flights
3.1 IFR flights departing from controlled aerodromes will receive initial ATC clearance through Aerodrome
control Tower. The clearance will normally be limited to the controlled airspace.
3.2 Detailed instructions will be issued with regard to routes and turns etc., before take-off.
3.3 IFR flights departing from outside controlled airspace shall file flight plan with the ATC Unit unless filed
earlier and shall follow ATC instructions.
4 Air Traffic Services Procedures
4.1 GENERAL
4.1.1 ICAO Standards and Recommended practices contained in ANO (Rules of the Air) A.1; ANO (ATS) A.1 and
Rules of the Air and Air Traffic Services Procedures contained in Doc 4444(PANS -ATM) and Regional
Supplementary Procedures contained in Doc 7030 for MID Asia Region are applicable. Differences are
enumerated in GEN 1.7
4.1.2 The Semi Circular system of Cruising levels is followed in Bangladesh (ENR 1.7-4 and 1.7-5).
4.1.3 Aircraft shall operate along the ATS routes as applicable in accordance with ENR-3 if not otherwise cleared.
4.1.4 The data shown in ENR 1.5 and GEN 3.2.3 charts conform to the following:
a) Bearings - degrees magnetic

b) Distance (longitudinal) - Nautical miles
c) Distance (vertical) - feet related to MSL
d) Rate of turn - Degrees per second
Turns will be made at rate 1(3 degrees per second) unless otherwise specified.
e) Rate of descent - feet per minute
500 FPM (Plus or minus 100 FPM) for standard instrument approach procedures.

ENR 1.5-2 AIP
4.1.5 Plan & procedure diagrams for holding and approach charts are designed on the basis of the following values.
(a) Tangible values (holding arc)
(1) Maximum TAS of 240 KTS

(2) Minimum TAS of 90 KTS
(3) Still air condition.
(4) Tolerance for ground and airborne equipment as prescribed in Annex 10.
(b) Intangible values.
(1) Pilot proficiency.

(2) Width of ambiguity at heights above beacons.
(3) Effects of Turbulence.
(4) Corrections by pilot for wind effect.
Note: Pilots are expected to know the current holding, approach & departure procedures (although ATC will
provide this information on request).
4.2 Holding Procedures
4.2.1 Initial approach tracks and holding patterns associated with Hazrat Shahjalal International Airport, Dhaka;
Shah Amanat International Airport, Chittagong Osmani International Airport, Sylhet and other domestic
aerodromes are detailed in AD-2 on specific charts prepared for the purpose along with approach procedures.
4.2.2 Holding patterns are race track and the following procedures apply :-
(a) Follow the prescribed track inbound to the holding point.

(b) Execute a 180 deg. turn in the direction specified so as to fly outbound on a track parallel to the inbound
track.
(c) Continue outbound for the time specified, and
(d) Execute a 180 deg. turn so as to realign on to the inbound track.
4.2.3 Commencement of timing. Outbound timing should start from abeam the fix or on attaining the outbound
heading, whichever comes later.
4.2.4 Outbound timing. The outbound timing should be one minute up to and including 4250 m(14000 ft) and one
and half minutes above 4250m(14000 ft). However, it may be increased provided the protected airspace is
adjusted in accordance with the principles contained herein. With DME available the outbound timing may be
expressed in terms of distance. Where this is done care should be taken to ensure that at least thirty seconds
should be available on the inbound track after completion of the turn to inbound and that slant range is taken
into account.

AIP ENR 1.6-1
ENR 1.6 RADAR SERVICES AND PROCEDURES
1. General
1.1 Radar Air Traffic Control Service will be provided in accordance with ICAO Doc 4444/PANS--ATM/(Rules
of the Air and Air Traffic Service) to determine the position of aircraft with the main purpose of expediting
the flow of Air Traffic as well as providing a smoother flight profile to aircraft by employing reduced
horizontal separation standards.
2. Principles of Operations
2.1 The radar unit will operate during the notified hours of operation as an integral part of the parent ATS units
and will provide radar control service to aircraft subject to volume of traffic, limitations of radar controllers
workload, equipment capabilities, communication difficulties, radar coverage and at the discretion of ATC.
The radar controller has complete discretion in determining the extent of services to be provided.
2.2 The identification of each aircraft shall be established and maintained wherever radar separation is applied
between two or more aircraft.
2.3 When exercising radar control, the radar controller has complete freedom to instruct an aircraft to turn in any
direction as dictated by circumstances. A pilot will know when radar services are being provided because the
radar controller will use the following call sign(s): -
a) Aircraft within the area of Dhaka ACA – Dhaka Approach

b) Aircraft under Dhaka control – Dhaka Radar (on request)
Radar Range – Primary 80 NM, Secondary – 200 NM.
2.4 A pilot will be advised when radar service is discontinued or whenever radar identification is lost.
2.5 Radar control will be exercised outside controlled airspace only in respect of aircraft which are intending to
enter or cross controlled airspace.
2.6 Radar assistance will be provided to aircraft flying outside controlled airspace at the request of the pilot. The
extent to which this assistance can be provided will be determined by the radar controller and it should be
borne in mind that the sudden appearance of unknown aircraft on the radar display; the inability of the radar
controller to predict changes of flight paths of these aircraft may prevent or neutralize avoiding action. This
assistance therefore, cannot always guarantee to provide positive separation from unknown aircraft.

ENR 1.6-2 AIP
2.7 Controlled aircraft should not be vectored into uncontrolled airspace except in case of emergency or in order
to circumnavigate severe weather (in which cases the pilot should be so informed) or at the specific request of
the pilot.
3. Minimum Radar Separation
3.1 Within the coverage area of primary radar, separation is 5 (five) nautical miles.
3.2 Outside the coverage area of primary radar but within the coverage of SSR, inside Dhaka FIR the separation is
10 (ten) nautical miles.
3.3 Radar separation will not be applied between aircraft holding over the same navigational aid.
4. Transfer of Control Procedures
4.1 Inbound aircraft shall contact Dhaka control on 125.7 MHz/126.7 MHz. When radar services is provided, the
aircraft will be asked to change to Dhaka Approach on 121.3 MHz.
4.2 When within the area of Dhaka ACA, inbound aircraft will be hand over to Dhaka Approach on 121.3 MHz.
a) Dhaka Approach will hand over inbound aircraft to Dhaka tower on 118.3 MHz when on final approach
or when field-in-sight for visual approach.
b) Departing aircraft will receive aerodrome information, taxi instruction from Dhaka Ground on
121.8MHz, ATC clearance and departure clearance will receive from Dhaka Tower on 118.3 MHz.
c) Dhaka Tower will advise departing aircraft to contact Dhaka Approach on 121.3 MHz immediately after
departure. Dhaka Approach will hand over departing aircraft to Dhaka Control on 125.7 MHz/126.7
MHz as appropriate when the aircraft is leaving the TMA.
d) Dhaka Tower will issue departure clearance after coordination with Dhaka Approach.
5. Surveillance Radar Approach
5.1 When considered practicable and operationally necessary surveillance radar approach will be provided and
will be terminated at 2 nautical miles from touch down.

AIP ENR 1.7-1
ENR 1.7 ALTIMETER SETTING PROCEDURES
1 Introduction
The following procedures for the Altimeter Setting are in force in Bangladesh:
1.1 Transition altitudes and transition level for all aerodromes are given on page Para 2.1.1
1.2 QNH reports and temperature information for use in determining adequate terrain clearance is available on
request from air traffic services unit. QNH values are given in hectopascal rounded down to the whole
hectopascal.
1.3. QNH value in inches up to second place of decimal may be made available on request.
1.4 QFE value shall be available on request in tenths of hectopascal and hundredth’s of inches.
2. Basic procedure
2.1 General
2.1.1 Transition altitude and transition level in all aerodromes in Bangladesh are 4,000 ft (1312.3 meters) and Flight
level 60 respectively. No transition Altitude is less than 3,000 ft (900 meters) above an aerodrome.
2.1.2 Vertical displacement of aircraft when at or below the transition altitude is expressed in terms of altitude
whereas such displacement at or above the transition level is expressed in terms of flight level. While passing
through the transition layer, vertical displacement is expressed in terms of altitude when descending and in
terms of flight level when ascending.
2.1.3 Flight level zero is located at the atmospheric pressure level 1013.2 hPa (29.92 inch) consecutive flight levels
are separated by a pressure interval corresponding to 500 feet (152.4 meters) in the Standard Atmosphere.

ENR 1.7-2 AIP
Note: - Examples of the relationship between flight levels and altimeter indications are given in the following
table the metric equivalents being approximate:
Flight Level Altimeter Indication

Number Feet Meters
5 500 150
10 1000 300
15 1500 450
20 2000 600
25 2500 750
30 3000 900
35 3500 1050
40 4000 1200
45 4500 1350
50 5000 1500
100 10000 3050
150 15000 4550
200 20000 6100
500 50000 15250
2.2 Take – off and climb
2.2.1 A QNH altimeter setting is made available to aircraft in taxi-clearance prior to take off.
2.2.2 Vertical displacement of aircraft during climb is expressed in terms of altitudes until reaching the transition
altitude above which vertical displacement is expressed in terms of flight level.
2.3 Vertical Separation-En-route
2.3.1 Aircraft shall be flown En-route at flight levels at all times.
2.3.2 It is the Pilot’s responsibility to select a flight level which will give adequate terrain clearance using forecast
pressure information.
2.3.3 Aircraft approaching an airfield below the notified transition level shall set the airfield’s QNH value.
2.3.4 Cruising levels shall be flown at flight levels corresponding to the magnetic tracks shown in the table of
paragraph 4 of page ENR 1.7-4 and 1.7-5.

AIP ENR 1.7-3
2.4 Approach and Landing
2.4.1 A QNH altimeter setting is made available in approach clearances and landing instructions.
2.4.2 A QFE altimeter setting shall be made available on request.
2.4.3 Vertical displacement of aircraft during approach is controlled by reference to flight levels until reaching the
transition level, below which vertical displacement is controlled by reference to altitude.
2.5 Missed Approach
The relevant portions of 2.2 & 2.4 shall be applied to the case of a missed approach.
3. Procedures Applicable to Operators Including Pilots.
3.1 Flight Planning.
3.1.1 The level(s) at which a flight is to be conducted shall be specified in flight plan ;
a) In terms of flight level(s) (due consideration may be given to minimum safe altitude for the route
sector) if the flight is to be conducted at or above the transition level, and
b) In terms of altitude if the flight is to be conducted in the vicinity of an aerodrome and at or below the
transition altitude.
Note: Flight levels are not specified in terms of feet or meters as is the case with altitudes, but only specified by
number.

ENR 1.7-4 AIP
4. TABLE OF CRUISING LEVELS 1

The cruising levels to be observed when so required are as follows:
a) in areas where, on the basis of regional air navigation agreements and in accordance with conditions specified therein, a
vertical separation minimum (VSM) of 300 m (1 000 ft) is applied between FL 290 and FL 410 inclusive:*
TABLE OF SEMI-CIRCULAR CRUISING LEVEL SYSTEM
MAGNETIC TRACK
From 000° to 179° From 180° to 359°
IFR FLIGHT VFR FLIGHT IFR FLIGHT VFR FLIGHT
FL ALTITUDE FL ALTITUDE FL ALTITUDE FL ALTITUDE
M FT M FT M FT M FT
10 300 1000 .... ...... ...... 20 600 2000 ..... ...... .......
30 900 3000 35 1050 3500 40 1200 4000 45 1350 4500
50 1500 5000 55 1700 5500 60 1850 6000 65 2000 6500
70 2150 7000 75 2300 7500 80 2450 8000 85 2600 8500
90 2750 9000 95 2900 9500 100 3050 10000 105 3200 10500
110 3350 11000 115 3500 11500 120 3650 12000 125 3800 12500
130 3950 13000 135 4100 13500 140 4250 14000 145 4400 14500
150 4550 15000 etc etc etc 160 4900 16000 etc etc etc
170 5200 17000 180 5500 18000
190 5800 19000 200 6100 20000
210 6400 21000 220 6700 22000
230 7000 23000 240 7300 24000
250 7600 25000 260 7900 26000
270 8250 27000 280 8500 28000
290 8850 29000 300 9150 30000
310 9450 31000 320 9750 32000
330 10050 33000 340 10350 34000
350 10650 35000 360 10950 36000
370 11300 37000 380 11600 38000
390 11900 39000 400 12200 40000
410 12500 41000 430 13100 43000
450 13700 45000 470 14350 47000
490 14950 49000 510 15550 51000
etc etc etc etc etc etc

AIP ENR 1.8-5
5.0 Weather Deviation Procedures in the Dhaka FIR.
General procedures
7.1 The following procedures are intended to provide guidance. All possible circumstances cannot be covered.
The pilot’s judgment shall ultimately determine the sequence of actions taken and ATC shall render all
possible assistance.
7.2 If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an
air traffic control clearance shall be obtained at the earliest possible time. In the meantime, the aircraft shall
follow the procedures derailed in paragraph 7.9 below.
7.3 The pilot shall advise ATC when weather deviation is no longer required, or when a weather deviation has
been completed and the aircraft has returned to the centerline of its cleared route.
7.4 When the pilot initiates communications with ATC, rapid response may be obtained by stating “WEATHER
DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response.
7.5 The pilot still retains the option of initiating the communications using the urgency call “PAN PAN” to alert
all listening parties to a special handling condition, which may receive ATC priority for issuance of clearance
or assistance.
7.6 When controller-pilot communications are established, the pilot shall notify ATC and request clearance to
deviate from track, advising, when possible, the extent of the deviation expected. ATC will take one of the
following actions:
(a) if there is no conflicting traffic in the horizontal dimension, ATC will issue clearance to deviate from
track; or
(b) if there is conflicting traffic in the horizontal dimension, ATC will separate aircraft by establishing
vertical separation or, if unable to establish vertical separation, ATC shall;
i) advise the pilot of inability to issue clearance for requested deviation,
ii) advise pilot of conflicting traffic,
iii) request pilot’s intentions.
SAMPLE PHRASEOLOGY:
“Unable (requested deviation), traffic is (call-sign, position, altitude, direction), advise intention.”
7.7 The pilot will take the following actions:

(a) Advise ATC of intentions by the most expeditious means available.
(b) Comply with air traffic control clearance issued or....
(c) Execute the procedures detailed in 7.9 below. (ATC will issue essential traffic information to all affected
aircraft).
(d) If necessary, establish voice communications with ATC to expedite dialogue on the situation.

ENR 1.8-6 AIP
Actions to be taken if a revised air traffic control clearance cannot be obtained
7.8 The pilot shall take the actions listed below under the provision that the pilot may deviate from rules of the air
(e.g. the requirement to operate on route or track center line unless otherwise directed by ATC), when it is
absolutely necessary in the interests of safety to do so.
7.9 If a revised air traffic control clearance cannot be obtained and deviation from track is required to avoid
weather, the pilot shall take the following actions:
(a) if possible, deviate away from an organized track or route system;
(b) establish communication with and alert nearby aircraft by broadcasting, at suitable intervals: flight
identification, flight level, aircraft position (including the ATS route designator or the track code) and
intentions (including the magnitude of the deviation expected)on the frequency in use, as well as on
frequency 121.5 MHz ( or, as a back-up, the VHF inter-pilot air-to-air frequency 123.45 MHz );
(c) watch for conflicting traffic both visually and by reference to ACAS;
(d) turn on all aircraft exterior lights ( commensurate with appropriate operating limitations);
(e) for deviation of up to 10 NM, aircraft should remain at the level assigned by ATC;
(f) for deviations of greater than 10 NM, when the aircraft is approximately 10 NM from track, initiate a
level change based on the following criteria:
Route center line track Deviations>10 NM Level change

EAST LEFT DESCEND 300 ft
000-179° magnetic RIGHT CLIMB 300 ft
WEST LEFT CLIMB 300 ft
180-359° magnetic RIGHT DESCEND 300 ft
Note: 7.9 (b) and (c) above calls for the pilot to: broadcast aircraft position and pilot’s intentions, identify
conflicting traffic and communicate air-to-air with nearby aircraft. If the pilot determines that there is another
aircraft at or near the same FL with which his aircraft might conflict, then the pilot is expected to adjust the
path of the aircraft, as necessary, to avoid conflict.
(g) if contact was not established prior to deviating, continue to attempt to contact ATC to obtain a
clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential
traffic information.
(h) when returning to track, be at its assigned flight level, when the aircraft is within approximately 10 NM
of center line.
6.0 Special Procedures to Mitigate Wake Turbulence Encounters and Distracting Aircraft System Alerts in
the Oceanic Airspace of the Dhaka FIR.
8.1 The following special procedures are applicable to mitigate wake turbulence or distracting aircraft system alert
(e.g. ACAS, Ground Proximity Warning System (WGPS) in airspace where RVSM is applied:
Note: in the contingency circumstances below, ATC will not issue clearances for lateral offsets and will not
normally respond to actions taken by the pilots.

AIP ENR 1.8-7
8.2 An aircraft that encounters wake vortex turbulence or experiences distracting aircraft system alerts shall notify
ATC and request a flight level, track or speed change to avoid the condition. However, in situations where
such a change is not possible or practicable, the pilot may initiate the following temporary lateral offset
procedure with the intention of returning to centerline as soon as practicable:
(a) the pilot should establish contact with other aircraft. if possible, on the appropriate VHF inter-pilot
air to air frequency, 123.45 MHz; and
(b) one (or both ) aircraft may initiate lateral offset(s) up to 2 NM either Left or Right of track, provided
that;
i) as soon as practicable to do so, the off setting aircraft notify ATC that temporary lateral offset
action has been taken and specify the reason for doing so (ATC will not normally respond); and
ii) the offsetting aircraft notify ATC when re-established on assigned route(s) or track(s) (ATC
will not normally respond).
9. Flight Planning Requirement.
9.1 Unless special arrangement is made as detailed below, RVSM approval is required for operators and aircraft to
operate within designated RVSM airspace. The operator must determine that the appropriate State authority
has granted them RVSM operational approval and they will meet the RVSM requirements for the filed route
of flight and any planned alternate routes. The letter “W” shall be inserted in item 10 (Equipment) of the
ICAO standard flight plan to indicate that both the aircraft and operator are RVSM approved.
9.2 Procedures for Operation of Non-RVSM Compliant Civil Aircraft in RVSM airspace.
9.2.1 Non-RVSM compliant civil aircraft shall not file flight plan between FL290 and FL410 inclusive within
RVSM airspace, except non-RVSM civil aircraft unable to fly to an appropriate destination at or below
FL280 and unable to fly at or above FL410 may, after special coordination as detailed in 9.2.2 below, flight
plan at RVSM flight levels in the RVSM stratum provided the aircraft:
(a) is being initially delivered to the state of registry or operator; or

(b) was formerly RVSM approved but has experienced an equipment failure and is being flown
(c) to a maintenance facility for repair in order to meet RVSM requirements and / or obtain approval; or
(d) is transporting a spare engine mounted under the wing; or
(e) is being utilized for mercy or humanitarian purposes; or
(f) is a State aircraft.
9.2.2 Aircraft operators requesting approval as above shall:

(a) if departing within Dhaka FIR, obtain approval from Dhaka Area Control Center normally not more
than 12 hrs and not less than 4 hrs prior to the intended departure time. Dhaka Area Control Center
will provide notification of approval via Fax or E-mail or AFTN; or

ENR 1.8-8 AIP
(b) if transiting Dhaka FIR notify Dhaka Area Control Center after approval is received from the first
affected center and prior to departure. (Note that filing of flight plan is not appropriate notification),
and
(c) include the remarks “ APVD non RVSM’’ in field 18 of the ICAO flight plan.
9.2.3 Contact details for approval request or notification are as follows:

Dhaka Area Control Center
Telephone : +880-2-8901463
AFTN : VGHSZQZX
E-mail : acc_dhaka@caab.gov.bd
Fax : +880-2- 8901924
9.2.4 Non RVSM aircraft operation in the RVSM stratum will be separated from all other aircraft by a minimum
2,000 ft vertical separation.
9.2.5 This approval processes is intended exclusively for the purposes indicated above, and not as a means to
circumvent the normal RVSM approval process.
10. Procedures for Operation of Non-RVSM Compliant State Aircraft in RVSM airspace.
10.1 Operation of State aircraft (military, customs or police service) that are not RVSM compliant may flight plan
within Dhaka FIR RVSM airspace in accordance with the requirement of paragraph 9.2.2(b), 9.2.2(c), 9.2.3
and 9.2.4. Also, Bangladesh requires operators of State aircraft that are not RVSM approved intending to
operate in Dhaka FIR to notify Dhaka Area Control Center not more than 72 hrs and not less than 4 hrs prior
to the intended departure time. If transiting Dhaka FIR, notify Dhaka Area Control Center of intentions prior
to departure. (Note that filing of flight plan is not appropriate notification. Notification constitutes approval).
11. Separation applied to non-RVSM compliant aircraft and Provision for continuous Climb/ Descent
of non-compliant aircraft through RVSM airspace.
11.1 VERTICAL SEPARATION APPLIED. It should be noted that RVSM approved aircraft will be given
priority for level allocation over non-RVSM approved aircraft. The vertical separation minimum between non-
RVSM aircraft operating in the RVSM stratum and all other aircraft is 2000 ft.
11.2 CLIMB AND DESCENT THROUGH RVSM AIRSPACE. Non- RVSM compliant aircraft may be cleared to
climb to and operate above FL410 or descend to and operate below FL290 provided that they
(a) Do not climb or descent at less than the normal rate for the aircraft and
(b) Do not level off at an intermediate level while passing through the RVSM stratum.

AIP ENR 1.8-9
12.0 Delivery Flights for Aircraft that are RVSM Compliant on Delivery
12.1 An aircraft that is RVSM compliant on delivery may operate in the RVSM airspace of Dhaka FIR provided
that the crew is trained on RVSM policies and procedures applicable in the airspace and the responsible State
issues the operator a letter of authorization approving the operation. The State notification to the MAAR
should be in the form of a letter, e-mail or fax documenting the one-time flight. The planned date of flight,
flight identification and registration number and aircraft type/series should be included. The details of such
flights shall also be forwarded to the Dhaka Area Control Center at least 3 days in advance.
Address is:
Dhaka Area Control Center
Telephone : +880-2-8901463
AFTN : VGHSZQZX
E-mail : acc_dhaka@caab.gov.bd
Fax : +880-2-8901924
13. Procedures for Suspension of RVSM
13.1 Air Traffic Services will consider suspending RVSM procedures within affected areas of the Dhaka FIR when
there are pilot reports of greater than moderate turbulence. Within areas where RVSM procedures are
suspended, the vertical separation minimum between all aircraft will be 2,000 ft.
14. Guidance for Pilots and Controllers for Actions in the Event of Aircraft System Malfunction or
Turbulence Greater than Moderate.
14.1 See Attachment A for Guidance in these circumstances.
15. Procedures for Air-Ground Communication Failure.
15.1 An aircraft operated as a controlled flight shall maintain continuous air–ground voice communication watch
on the appropriate communication channel of, and establish two-way communication as necessary with the
appropriate Air Traffic Control unit. For aircraft forming part of aerodrome traffic at a controlled aerodrome
the conditions given in Para 15.2 shall apply.
Note 1: SELCAL or similar automatic signaling devices satisfy the requirement to maintain an air-ground
voice communication watch.
Note 2: The requirement for an aircraft to maintain air-ground voice communication watch remains in effect
after CPDLC has been established.
15.2 Communication failure.

If a communication failure precludes compliance with para 15.1, the aircraft shall comply with the
communication failure procedures of Annex 10, Volume II, and with such of the following procedures as are
appropriate. In addition, the aircraft, when forming part of the aerodrome traffic at a controlled aerodrome,
shall keep a watch for such instructions as may be issued by visual signals.

ENR 1.8-10 AIP
15.2.1 Action by pilot-in-command.
15.2.1.1 If in VMC, the aircraft shall:

a) continue to fly in VMC;
b) land at the nearest suitable aerodrome; and
c) report its arrival by the most expeditious means to the appropriate Air Traffic Control unit.
15.2.1.2 If in IMC or when conditions are such that it does not appear feasible to complete the flight in accordance
with Para 15.2.1.1 (see Note 1), the aircraft shall:
a) maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 20 minutes
following the aircraft’s failure to report its position over a compulsory reporting point and thereafter
adjust level and speed in accordance with the filed flight plan;
b) proceed according to the current flight plan route to the appropriate designated navigation aid serving the
destination aerodrome and, when required to ensure compliance with c) below, hold over this aid until
commencement of descent;
c) commence descend from the navigation aid specified in (b) at, or as close as possible to, the EAT last
received and acknowledged, at, or as close as possible to, the EAT resulting from the current flight plan;
d) complete a normal instrument approach procedure as specified for the designated navigation aid; and
e) land, if possible, within thirty minutes after the ETA specified in (c) or the last acknowledged EAT,
whichever is later.
Note1: As evidenced by the meteorological conditions prescribed therein, Para 15.2.1.1 relates to all
controlled flights, whereas Para 15.2.1.2 relates to IFR flights only.
Note 2: The provision of air traffic control service to other flights operating in the airspace concerned will be
based on the premise that an aircraft experiencing communication failure will comply with the rules in Para
15.2.1.2.
15.2.2 Action by Air Traffic Control Unit

Note1. See also PANS- ATM Doc 4444 Chapter 6, Para 6.3.2.4 concerning departure clearances containing no
geographical or time limit for an initial level and procedures to be applied in relation to an aircraft
experiencing air-ground communication failure under such circumstances.
15.2.2.1 Action by Air Traffic Control units when unable to maintain two-way communication with an aircraft
operating in a control area or control zone shall be as outlined in the following paragraphs.
15.2.2.2 As soon as it is known that two-way communication has failed, action shall be taken to ascertain whether the
aircraft is able to receive transmissions from the Air Traffic Control unit by requesting it to execute a specified
maneuver which can be observed by Radar or to transmit, if possible, a specified signal in order to indicate
acknowledgement.

AIP ENR 1.8-11
15.2.2.3 In the continental Airspace of Dhaka FIR the applicable vertical separation minimum between an aircraft
experiencing a communication failure in flight and any other aircraft shall be 600 m (2000ft), unless an
appropriate horizontal separation minimum exists. If the aircraft fails to indicate that it is able to receive and
acknowledge transmissions, the separation shall be maintained between the aircraft having the communication
failure and other aircraft, based on the assumption that the aircraft will:
a) if in VMC: comply with the provisions in para 15.2.1.1
b) if in IMC or when conditions are such that it dose not appear feasible to complete the flight in accordance
with (a): comply with the provisions in para 15.2.1.2 above.
Note 1: Since ATC is often unable to determine the extent of any equipment failure for an aircraft
experiencing a communication failure in flight, ATC shall provide a vertical separation as mentioned in para
15.2.2.3 above. However, no specific procedures are prescribed for the flights experiencing a communication
failure in the oceanic airspace of Dhaka FIR where the communication coverage may not be adequate. In such
cases, subject to traffic conditions, and with the subsequent FIR/ACC, the ATC may provide additional
separation to such flights experiencing a communication failure in the oceanic airspace.
Note 2: Provisions related to minimum level are contained in Annex 2, para 5.1.1
Note 3: As evidenced by the meteorological conditions prescribed therein, para 15.2.2.2 (a) relates to all
controlled flights, whereas para 15.2.2.3 (b) relates to IFR flights only.
15.2.2.4 Action taken to ensure suitable separation based on the assumption stated in para 15.2.2.3 shall cease when:
a) it is determined that the aircraft is following a procedure differing from that in para 15.2.2.3; or
b) through the use of electronic or other aids, Air Traffic Control units determine that action differing from
that required by para 15.2.2.3 may be taken without impairing safety; or
c) positive information is received that the aircraft has landed.
15.2.2.5 As soon as it is known that two-way communication has failed, appropriate information describing the action
taken by the Air Traffic Control unit, or instruction justified by any emergency situation, shall be transmitted
blind for the attention of the aircraft concerned, on the frequencies available on which the aircraft is believed
to be listening, including the voice frequencies of available radio navigation or approach aides. Information
shall also be given concerning:
a) whether conditions favorable to a cloud-breaking procedure in where congested traffic may be avoided;
and
b) weather conditions at suitable aerodromes.

ENR 1.8-12 AIP
15.2.2.6 Pertinent information shall be given to other aircraft in the vicinity of the presumed position
of the aircraft experiencing communication failure.
15.2.2.7 As soon as it is known that an aircraft, which is operating in its area of responsibility, is experiencing an
apparent radio communication failure, an ATS unit shall forward information concerning the radio
communication failure to all ATS units concerned along the route of flight. The ACC in whose area the
destination aerodrome is located shall take steps to obtain information on the Alternate Aerodrome(s) and
other relevant information specified in the filed flight plan, if such information is not available.
15.2.2.8 If circumstances indicate that a controlled flight experiencing a communication failure might proceed to (one
of) the alternate aerodrome(s) specified in the filed flight plan, the ATC unit(s) serving the Alternate
Aerodrome(s) and any other Air Traffic Control units that might be affected by a possible diversion shall be
informed of the circumstances of the failure and requested to attempt to establish communication with the
aircraft at a time when the aircraft could possible be within communication range. This shall apply particularly
when, by agreement with the operator or a designated representative, a clearance has been transmitted blind to
the aircraft concerned to proceed to an alternate aerodrome, or when weather conditions at the at the
aerodrome of intended landing are such that a diversion to an alternate is considered likely.
15.2.2.9 When an Air Traffic Control unit receives information that an aircraft, after experiencing a communication
failure has re-established communication or has landed, that unit shall inform the Air Traffic Service unit in
whose area the aircraft was operating at the time the failure occurred, and other Air Traffic Service units
concerned along the route of flight, giving necessary information for the continuation of control if the aircraft
is continuing in flight.
15.2.2.10 If the aircraft has reported within 30 minutes after:

a) the Estimated Time of Arrival furnished by the pilot;
b) the Estimated Time Arrival calculated by the ACC; or
c) the last acknowledged Expected Approach Time,
d) whichever is latest, pertinent information concerning the aircraft shall be forwarded to aircraft
operators, or their designated representatives, and pilots-in-command of any aircraft concerned
and normal control resumed if they so desire. It is the responsibility of the aircraft operators, of
their designated representatives, and pilots-in-command of aircraft to determine whether they
will resume formal operations or take other action.
15.2.2.11 The Radar Procedures

15.2.2.11.1 Aircraft radio transmitter failure
15.2.2.11.1.1 If two-way communication is lost with an aircraft, the Radar controller should determine whether or
not the aircraft’s receiver is functioning by instructing the aircraft on the frequency so far used to
acknowledge by making a specified manoeuvre and by observing the aircraft’s track, or by
instructing the aircraft to operate IDENT or to make code changes.
Note: Transponder-equipped aircraft experiencing radio-communication failure will operate the
transponder on Mode A Code 7600.

AIP ENR 1.11-1
ENR 1.11 ADDRESS OF FLIGHT PLAN MESSAGES
1. Flight movement messages relating to traffic into or via Dhaka FIR shall be addressed as stated below in order
to warrant correct relay and delivering.
1 2 3
Category of flight
ROUTE AFS Message Address
IFR/VFR or Both
Enter/Exit Landing/Departing
Dhaka FIR Aerodrome
Both Transit FIR
Both Enter/Exit VGHS VGHSZQZX
VGEGZTZX
Both Enter/Exit VGEG
VGHSZQZX
VGSYZTZX
Both Enter/Exit VGSY
VGHSZQZX

INTENTIONALLY LEFT BLANK
AIP ENR 1.12-1
ENR 1.12 INTERCEPTION OF CIVIL AIRCRAFT
1. Interception procedures
The following procedures and visual signals are applicable in the event of interception of an aircraft over the
territory and territorial waters of Bangladesh.
(i) Interception of civil aircraft shall be governed by appropriate regulations and administrative directives
issued by the Chairman in compliance with the Convention on International Civil Aviation.
(ii) The pilot-in-command of a civil aircraft, when intercepted, shall comply with the instructions as
published by the Chairman.
(iii) If a Bangladesh registered aircraft or an aircraft operated by a Bangladeshi operator, while over
flying the territory of another contracting state, is intercepted by the authority of that State shall
follow the applicable rules of that authority.
1.1 An aircraft which is intercepted by another aircraft shall immediately to:

(a) follow the instructions given by the intercepting aircraft, interpreting and responding to the visual
signals listed in ENR 1.12-2, ENR 1.12-3, ENR 1.12-4 and ENR 1.12-5
(b) notify, if possible, the appropriate air traffic services unit;
(c) attempt to establish radio communication with the Intercepting aircraft or with the appropriate
intercept control unit, by making a general call on the emergency frequency 121.5 MHz, giving the
identity and position of the aircraft and the nature of the flight.
2. If radio contact with the intercepting aircraft is established but communication in a common language is not
possible, attempts shall be made to convey instructions and acknowledgement of instructions and essential
information by using the following phrases and pronunciations, and transmitting each phrase twice:
Phrase Pronunciation Meaning

CALL SIGN KOL SA-IN MY call-sign is (call-sign)
(call- sign)
WILCO VILL-KO Understood will comply
CANNOT KANN NOTT Unable to comply
REPEAT REE-PEET Repeat your instruction
AMLOST AM-LOSST Position unknown
MAYDAY MAYDAY I am in distress
HIJAK HI-JAK I have been hijacked
LAND (place name) LAAND (place name) I request to land at (place name)
DESCEND DEE-SEND I require descent
(1) In the second column, syllables to be emphasized are underlined.

(2) The call sign required to be given is that used in radio telephony communications with Air
Traffic services units and corresponding to the aircraft identification in the flight plan.
(3) Circumstances may not always permit nor make desirable, the use of the phrase “HIJACK”.

ENR 1.12-2 AIP
Note: The following phrases are expected to be used by the intercepting aircraft in the circumstances described
above:-
Phrase Pronunciation Meaning
CALL SIGN KOL SIGN What is call-sign
FOLLOW FOL-LO Follow me
DESCEND DEE-SEND Descend for landing
YOU LAND YOU LAAND Land at this aerodrome
PROCEED PRO-SEED You may proceed
3. If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by
visual signals, the intercepted aircraft shall request immediate clarification while continuing to comply with
the visual instructions given by the intercepting aircraft.
4. If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by
radio, the intercepted aircraft shall request immediate clarification while continuing to comply with the radio
instructions given by the intercepting aircraft.
5. The visual signals are detailed in the following table:
Signals initiated by intercepting aircraft and responses by intercepted aircraft.
Series Intercepting Aircraft Signals Meaning Intercepted Aircraft Meaning

Responds
1. DAY: Rocking wings from a position You have been AEROPLANES : Under-
slightly above and ahead of normally to intercepted. At Day: Rocking and stood, will
the left of the intercepted aircraft and Follow me. following. comply.
after acknowledgement, a slow level
turn, normally to the left,(or to the At Night: Same, and in
right in the case of a helicopter) on addition, flashing
the desired heading. navigational lights at
NIGHT: Same, and in addition, irregular intervals.
flashing navigational lights at irregular
intervals. HELICOPTERS: DAY or
Note:1. Meteorological conditions or NIGHT – Rocking aircraft,
terrain may require the intercepting flashing navigational lights
aircraft to take up a position in front at irregular intervals and
and to right of the intercepted aircraft following.
and to make the subsequent turn to the
right.

AIP ENR 2.1-1
ENR 2 AIR TRAFFIC SERVICES AIRSPACE

ENR 2.1 FIR, CTR, ACA, TMA
1. FLIGHT INFORMATION REGION, CONTROL ZONES AND TERMINAL CONTROL AREA
Name Unit providing Call sign Freq. Remarks

Lateral limits service Languages Purpose
Vertical limits Hours of
Class of Airspace service
1 2 3 4 5
Dhaka Flight Information Dhaka Dhaka ACC(upper) Except Dhaka CTR,
Region ACC(Upper): ACC(Upper) :125.7 CGP CTR and other
2100 N 09200 E FM FL285 to &Dhaka MHz, Aerodrome control’s
2138 N 08910 E FL460 ACC(Lower): ACC(lower) jurisdiction and ATS
then along the national and FM 0200 to : 126.7MHz Route L507
boundary until it meets the Dhaka 1400. (responsibility for the
Yangon FIR boundary at ACC(Lower): Dhaka and provision of air traffic
2209 N 09237 E FM GND to Control :1400 Dhaka services within the
2100 N 09200 E FL285 to 0200(next Control Route L507 between
day) 125.7 MHz FL280 and FL 460 is
UNL delegated to Kolkata
GND/WATER EN ACC/FIC)
Dhaka Control Zone Dhaka TWR Dhaka TWR 118.3 MHz

EN (PRI),
A circle of 25 NM radius H24 119.3 MHz
centered on Dhaka VOR (SRY)
(234927.42N0902446.52E)
except that portion which
falls North of the straight line
joining points
241147 N 0903711 E
241147 N 0901221 E
FL 055
GND/WATER
C

ENR 2.1-2 AIP
Name Unit Call sign Freq. Remarks

Lateral Limits Providing Languages Purpose
Vertical Limits Service Hours of
Class of Airspace Service
1 2 3 4 5
Chittagong control Zone Chittagong Chittagong Tower 118.4 MHz
A circle of 25 NM radius Tower (PRI)
centered on Chittagong VOR EN 119.4 MHz
(221527.85N 0914938.93 E) HO (SRY)
FL 145
GND /WATER
C
Dhaka Terminal Control Area Dhaka ACC Dhaka Control 125.7 FM 0200-1400
A circle of 50 NM (Upper) and EN MHz and UTC both upper
radius centered on Dhaka ACC H24 & lower.
Dhaka VOR excluding the area (Lower) 126.7 MHz
which falls within Indian territory & But FM 1400 to
North of the straight line joining 0200(next day)
Points Dhaka Control
241147 N 0911340 E freq125.7 MHz
241147 N 0893552 E
FL 460
FL 055
C
Dhaka Approach Dhaka Dhaka Approach 121.3MHz
Control Area (ACA) Approach EN (PRI)
Control 0130 to 1700 120.3MHz
To extend jurisdiction of Approach office except sat. (SRY)
Control Service (Radar/non-radar) On sat BTN 0130
an Approach Control Area has been to 0630
established at and around Hazrat
Shahjalal Intl.
Airport of Dhaka Terminal Control
Area lateral limits being the same.
FL 155
SFC/FL 055

AIP ENR 3.1-1
ENR 3 ATS ROUTES

ENR 3.1 ATS ROUTES (INTERNATIONAL and DOMESTIC)
Track Upper Limits Direction of
Route Designator MAG Lower Limits Lateral Cursing Levels Remarks
Name of Significant Points (GEO) MFA Limits
Controlling Unit Frequency
Coordinates VOR RDL Airspace (NM)
Odd Even
DIST(COP) Classification
1 2 3 4 5 6
L507
FL 460
AVPOP The route has been delegated
124° FL 280
221809N 0890050E to Kolkata ACC/FIC for ATS
304° ALT 4000 FT
ESDOT purpose only. Kolkata ACC
103 NM Class E (as per RNP10
212045 N 0903250E 120.575/132.25 MHz
AIP India)
A 201
VOR AAT 285°/105°
FL460/FL 265
235322.4N0911423E 42 NM
ALT 2000 FT
Airway
BOGEP 285°/105°
(ABM DAC VOR) 103 NM Minimum cruising Level FL
240408N 0902450 E 270 due to military training
VOR RAJ 295°/115° area (VGR 5)
FL 270
242621.18N0883654.10E 35 NM Dhaka ACC 125.7/125.7 MHz
10
TEBID Class B
244102N 0880150 E
A 462 (Dhaka-Kolkata)
VOR DAC 237°/057° FL 460
234935.12N 0902447.58 E 25 NM GND/Water
2000 FT
Class C
AKEVO 237°/057° FL 460
FL 055 Airway
233603N 0900250 E 25 NM
2000 FT
Class C Dhaka TWR 118.3 MHz
IKOGU 237°/057° within Dhaka CTR
FL 460 Dhaka ACC 126.7/125.7
232239N 0893850 E 30 NM
FL075 10
237°/057°2 MHz
ABM NDB JR 2000 FT
230603N 0891250 E 0 NM
Class B
BEMAK
225539N 0885356 E
A 599 (Chittagong-Chila)
Airway
VOR CTG FL460/FL145
082°/262°
221527.85N 0914938.93 E 3000 FT
25 NM
Class B 10
ATAS: below FL 245 and
082°/262° above FL 150
 25 DME 28 NM All aircraft are to make
FL460/FL245
simultaneous board-cast of
3000 FT
Lashio Position to Kolkata
Class B 20
and Yangon
CHILA
Dhaka ACC 126.7/125.7
222303N 0924456 E
MHz

ENR 3.1-2 AIP
Direction of
Track Upper Limits Remarks
Cursing
Route Designator MAG (GEO) Lower Limits Lateral Controlling Unit
Levels
Name of Significant VOR RDL MFA Limits Frequency
Points Co-ordinates DIST Airspace (NM)
Odd Even
(COP) Classification
1 2 3 4 5 6
B 465
SUMAG 277°/097° FL 460/FL 115
223539N 088526 E 139 NM 2000 FT Airway btn FL 460 /FL 115
Class B 10
DAKID 277°/097°
221833N 0912250 E 25 NM Airway btn FL 460/ FL 145
FL 460
GND/Water
VOR CTG 094°/274°
FL 3000 FT
221527.85N0914938.93 E 25 NM
Class C / B
AVDAX Airway btn FL 460/FL 245
094°274° ATAS: below FL 245 and above
221333N 0921625 E
22 NM FL 150
FL 460/FL 245 20
3000 FT
APAGO Class B Dhaka ACC 126.7/125.7 MHz.
221211N 0924013 E
B 593
073°/253° FL 460/FL 075
NOKAT 61 NM 2000 FT
224727N 0885630 E Class B Airway btn FL 460/ FL 075
073°/253°
BAVAN
29 NM
230409N 0895930 E
FL 460/FL 075
AGUNU 073°/253° 2000 FT
231421N 0902614 E 40 NM Class C .
VOR CML 187°/07°
232601.6N 0911124.33 E 7 NM
ATAS: above FL 150
DAC-KOL FIR BDRY Dhaka ACC 126.7/125.7 MHz
233257N 0911150 E
10
007°/187°
DAC-KOL FIR BDRY FL 460/FL 075
21NM
235702N 0911350 E 2000FT
Class F
VOR AAT 009°/189°

235322.4N 0911423.0 E 77 NM
IBAPA
251102N 0912609 E
AIP AMDT 01/16 ` CIVIL AVIATION AUTHORITY

AIP ENR 4.1-1
ENR 4 RADIO NAVIGATION AIDS/SYSTEMS
ENR 4.1 RADIO NAVIGATION AIDS EN-ROUTE
Name of station ID Frequency Hours of Coordinates ELEV Remarks

operation
Antenna
DHAKA, DVOR DAC 112.7MHz H24 234927.42N0902446.52E
DHAKA, DME DAC 1161MHz H24 234927.42N0902446.52E
DHAKA, NDB DCN 298KHz H24 235034.32N0902503.67E
DHAKA, LO DA 375KHz 235558.39N0901936.52E
CHITTAGONG, DVOR CTG 113.4 MHz H24 221527.85N0914938.93E

CHITTAGONG, DME CTG 1168 MHz H24 221527.85N0914938.93E
CHITTAGONG,NDB EG 287 KHz H24 221504.61N0914904.53E
SYLHET, DVOR SYT 116.4 MHz HO 245747.70N 0915143.23E

SYLHET, DME SYT 1198 MHz HO 245747.70N 0915143.23E
SYLHET, NDB SY 372 KHz HO 245719.74N0915220.64E
SYLHET, T/DME 1013 MHz HO 245801.86N 0915112.18E
BARISAL, NDB BR 368 KHz HO 224752.16N0901752.21E
COX’S BAZAR, NDB CB 396 KHz HO 212710.32N 0915756.82E
COMILLA, DVOR CML 115.5 MHz HO 232601.60N0911124.33E

COMILLA, NDB CM 330 KHz HO 232610.31N0911115.81E
ISHURDI, NDB IS 350 KHz HO 240910.25N 0890241.43E
JESSORE,VOR JSR 113.0 MHz HO 231036.98N0890947.23E

JESSORE, NDB JR 280 KHz HO 231030.57N0890942.29E
RAJSHAHI, DVOR RAJ 114.6 MHz H24 242621.18N0883654.10E

RAJSHAHI, NDB RJ 228 KHz H24 242632.87N0883649.35E
RAJSHAHI, DME RAJ 1180 MHz H24 242621.18N0883654.10E
SAIDPUR,VOR SDP 115.8 MHz HO 254516.30N0885435.64E

SAIDPUR, NDB SD 268 KHz HO 254552.27N0885434.83E

AIP ENR 4.3-1
ENR 4.3 NAME CODE DESIGNATOR FOR SIGNIFICANT POINTS
Name code designator Coordinates ATS Route or Other Route

ADMIL 23 10 51 N 090 59 26 E G 463
AGODA 24 19 22 N 088 35 56 E R472
AGUNO 23 14 21 N 090 26 14 E B593
AKEVO 23 36 03 N 090 02 50 E A462
APAGO 22 12 11 N 092 40 13 E B465
ATOGA 25 16 02 N 090 01 02 E R472
AVDAX 22 13 33 N 092 16 25 E B465
AVLED 21 40 03 N 092 20 49 E G463
AVPOP 22 18 09 N 089 00 50 E L507
BATEL 24 06 42 N 089 34 56 E G463
BAVAN 23 04 09 N 089 59 30 E B593
BELKU 24 20 02 N 089 36 50 E W3
BEMAK 22 55 39 N 088 53 56 E A462
BOGEP 24 04 08 N 092 24 50 E A201
CHILA 22 23 03 N 092 44 56 E A599
DAKID 22 18 33 N 091 22 50 E W14
ESDOT 21 20 45 N 090 32 50 E L507
GURSO 23 24 03 N 090 20 50 E W9
IBANU 23 24 57 N 089 37 14 E W2
IBAPA 25 11 02 N 091 26 09 E B593
IKOGU 23 22 39 N 089 38 50 E A462
KAKBO 23 00 03 N 090 18 50 E W9
KANDI 23 30 13 N 090 42 05 E G463
LATIM 24 05 30.11N 090 45 45.57E W1
MEXIV 24 02 42 N 090 03 05 W3
MIGOP 25 12 20 N 088 47 08 E R598
MIMAR 23 37 03 N 090 01 00 E W2
NIKLI 24 11 45 N 090 53 00 E W1
NOKAT 22 47 27 N 088 56 30 E B593
NUPUR 23 06 08 N 090 51 56 E W14
OLPAS 23 57 32 N 090 00 05 E G463
ONEKA 22 34 48 N 091 32 14 E G463
PABAN 21 51 41 N 092 10 24 E W15
REDAP 24 54 00 N 088 11 15 E R344
SARAR 25 16 02 N 089 09 23 E W6
SETAR 23 27 49 N 090 38 23 E W14
SUMAG 22 35 39 N 088 56 26 E B465
TANAP 21 56 27 N 092 06 37 E G463
TEBID 24 41 02 N 088 01 50 E A201
TEGAK 24 10 40 N 089 50 15 E W3
UBLIN 21 50 03 N 091 53 49 E W4
VANTU 26 05 32 N 089 14 40 E R598
VINAD 25 22 14 N 088 49 20 E R598
VINET 22 25 28 N 091 24 35 E W5

AIP ENR 4.4-1
ENR 4.4 AERONAUTICAL GROUND LIGHTS-EN-ROUTE
NAMES OF CHARACTERISTICS /
TYPE HOURS CANDELAS CO-ORDINATES
AIRPORT CODE
1 2 3 4 5 6
235054 N
DHAKA/ 0902423 E
HN & W 500
Hazrat Shahjalal ABN Altn G.W. every 5 seconds
VIS<5KM G 75
International
CHITTAGONG/
HN & W 500 2216 N
Shah Amanat ABN Altn G.W. every 5 seconds
VIS< 5KM G 73 09149 E
International
HN &
JESSORE ABN Altn G.W. every 5 seconds --- ---
VIS< 5KM

AIP ENR 5.1-1
ENR 5 NAVIGATION WARNINGS
ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS
1. Introduction
All air space in which a potential hazard to aircraft operations may exist and all areas over which the operation
of civil aircraft may, for one reason or another, be restricted either temporarily or permanently, are classified
according to the following three types of areas as defined by ICAO.
2. Danger Area
2.1 An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at
specified times. This term is used only when the potential danger to aircraft has not led to the designation of
the airspace as restricted or prohibited. The effect of the creation of the danger area is to caution operators or
pilots of aircraft that it is necessary for them to assess the dangers in relation to their responsibility for the
safety of their aircraft.
3. Prohibited Area
3.1 An airspace of defined dimensions, above the lands areas or territorial waters of a State within which the flight
of aircraft is prohibited. This term is used only when the flight of civil aircraft within the designated airspace
is not permitted at any circumstances.
4. Restricted Area
4.1 An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight
of aircraft is restricted in accordance with certain specified conditions. This term is used whenever the flight
of civil aircraft within the designated airspace is not absolutely prohibited but may be made only of specified
times leads to the designation of the airspace a “restricted area’ as would prohibition except in certain
meteorological conditions. Similarly, prohibition of flight unless special permission has been obtained, leads
to he designation of restricted area. However, conditions of flight imposed as a result of application of rules of
the air or air traffic services practices or procedures (for example airspace) do not constitute conditions calling
for designation as a restricted area.
5. Each area is numbered and a single series of numbers is used for all areas, regardless of type, to ensure that a
number is never duplicated.

ENR 5.1-2 AIP
6. The types of area involved is indicated by the letter “P” for Prohibited, “R” for Restricted and “D” for Danger
preceded by the nationality letters VG. For example areas are assigned numbers and letters in the following
manner , VGP1, VGD2, VGD3, VGP4, VGR5, VGD6, ... etc
7. Each area is described in the tabulation found in ENR 5.1-3 to 5.1-10 which indicates its lateral and vertical
limits, the type of restriction or hazard involved, the times at which it applies and other pertinent information.
7.1 These areas are also shown on Radio Navigation Charts using the chart symbols shown in the following
examples:
VGD1 VGR5 VGP22

UNL UNL FL 100
GND FL 260 GND
The upper and lower limits are shown in the manner indicated
Altitudes are given in feet.

AIP ENR 5.1-3
DANGER, RESTRICTED AND PROHIBITED AREAS

Identification, name and lateral limits Upper Limit Remarks
Lower Limit (Time of activity, Type of restriction, nature of
hazard, risk of interception)
1 2 3
VGD 1 UNL Air to ground firing
(Rasulpur) GND Active : HJ
A Circle of 7NM radius centered on
244002N 0900650 E
FL 300 Air to Air Firing
VGD 2 WATER Active : Date and period of activity will be
(Kutubdia) notified by NOTAM
Area Bounded by lines joining
successively the following points
2155 00 N 0914249 E
2130 03 N 0914249 E
2130 03 N 0912250 E
2155 00 N 0912250 E
2155 00 N 0914249 E
2000 FT Practice ground Firing
VGD 3 GND Active : HJ
(Monoharpur)
In the western half of Jessore ATZ
VGR 4 UNL Military Jet Flying

(Mymensingh) GND
Area Bounded by lines joining Active : H 24
241302 N 0903850 E
2438 02N 0911149E
250002 N 0911449 E
250002 N 0902150 E
243802 N 0895350 E
241502 N 0901450E
241302 N 0903850 E
UNL Military Jet Flying
VGR 5 FL 260
(Bogra) Active : H 24
Area Bounded by lines joining
242402 N 0885950 E
254102 N 0885950 E
254702 N 0892450 E
250002 N 0895350 E
250002 N 0902150 E
243802 N 0895350 E
241502 N 0901450 E
242402 N 0885950 E

ENR 5.1-4 AIP

1 2 3
VGR 6 FL 050 President’s House

( Dhaka) GND Active : Permanent
Area Bounded by a circle of 1KM radius
centered the following point :
234324 N 0902500 E
VGR 7 FL 250 Military Jet Flying

(Dhaka) GND/ WATER
Area Bounded by lines joining Active : HJ
241702 N 0911050 E
233103 N 0910550 E
232803 N 0905350 E
234103 N 0904350 E
235502 N 0904350 E
241702 N 0911050 E
VGD 10 FL 350 Practice Firing

(Hathazari, Chittagong) GROUND
Area Bounded by lines joining Active : H 24
223327 N 0914143 E
223657 N 0914404 E
223527 N 0914744 E
223223 N 0914749 E
222923 N 0914819 E
222953 N 0914259 E
223327 N 0914143 E

AIP ENR 5.1-5
DANGER, RESTRICTED AND PROHIBITED AREAS

1 2 3
VGD 14 FL 220 Ground to Air firing

(CHITTAGONG, Halishahar) GND /Water Active: Date and period of activity will be
notified by NOTAM
Area Bounded by lines joining 1) During the period of activity all aircraft flying
successively by the following points: below FL230 shall avoid the area.
(a) Aircraft flying via routs G463 below FL 230
222333 N 0914532 E on sector DAK-CTG-DAK should follow the
222048 N 0914532 E ATS route W14 and
222213 N 0913730 E (b) Aircraft flying via W5 are to follow the
223103 N 0914019 E diversion route as given below:
222333 N 0914532 E CTG-Barisal-CTG: CTG VOR Radial-277-
DAKID-296/116 MAG NDB “BL”
Upper limit-FL255, Lower limit-3500ft
(AMSL), Width-10NM
(Bi-directional)
VGR 15 Active : Permanent

(DHAKA) 3000 FT
GND
Area Bounded by a circle of 1 (one)
NM radius centered at a point
240237 N 0902455 E
VGR 16 1500 FT Cold venting of Gas from Gas Installation

(CHITTAGONG) GND Centre
A circle of half NM radius centered at Active : Permanent
a point 222233 N 0914609 E
Dist : 7.75 NM Bearing 336 from ARP,

Chittagong Airport

ENR 5.1-6 AIP

1 2 3
VGR 19 Military Training Flying
Area Bounded by lines joining Active : Permanent
successively the following points : FL 300
23 0103N 092 0849E GND
22 3003N 0921949 E
22 2900N 0921000 E
22 3903N 0914749 E
22 4930N 0914300 E
23 0103N 0920849E
VGR 20 Military Training Flying

Area Bounded by lines joining FL 220 Active : Permanent
successively the following points GND / 1) The areas will be active during day light hrs
220000 N 0915600 E Water only.
215110 N 0920404 E 2) Flights via ATS Route W-4 shall be allowed
213310 N 0915500 E when VGR 20 is not active.
213310 N 0913500 E 3) South bound flights departing from Shah
220000 N 0913500 E Amanat Int’l Airport, Chittagong shall
220000 N 0915600 E establish route G463 by 10 DME from CTG.
VGD 21 FL 400
Area Bounded by lines joining Water Firing by Naval Ship
successively the following points : Active : Date and period of activity will be
212503 N 0913450 E notified by NOTAM
211703 N 0912250 E
205303 N 0913950 E
210103 N 0915349 E
212503 N 0913450 E
VGP 22 (Dhaka) FL 100
Area Bounded by lines joining GND Active : Permanent
successively the following points :
242032 N 0900250 E
242032 N 0901320 E
241032 N 0901320 E
241032 N 0900250 E
242032 N 0900250 E
VGR 23 (Kushtia) FL 220 Military Jet Flying
Area Bounded by lines joining GND/Water Active : H 24
successively the following points :
241102 N 0885750 E
235702 N 0894050 E
233902 N 0894850 E
231503 N 0890051 E
233802 N 0884551 E
241102 N 0885750 E

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AIP ENR 1.

ENR.1 GENERAL RULES AND PROCEDURES

2 Radio Communication Failure Procedure

3 Air Traffic Advisory Service (ATAS).

3.1.1 Provision of service.

3.2 Procedure Applicable to Aircraft using the ATAS.

CIVIL AVIATION AUTHORITY AIP AMDT 01/16

3.3 PROCEDURE APPLICABLE TO AIRCRAFT CROSSING ADR’S

3.1.1 Aircraft are expected to comply with the following procedures.-

4. Flight Information Service

5.1.1 AERODROME CONTROL

(b) ‘Door Close Time’ till 5 minutes after take-off.

AIP AMDT 01/16 CIVIL AVIATION AUTHORITY

5.1.2 CONTROLLED AIRSPACE

5.1.3 OUTSIDE CONTROLLED AIRSPACE (EN-ROUTE)

5.1.4 RADAR SEPARATION

6 Reporting the Location of Birds in the Vicinity of Airports

6.2 QUADRANTAL REPORTING PROCEDURES

Sector (Quadrant) Bearing from Control Tower

CIVIL AVIATION AUTHORITY AIP AMDT 01/16

7.1 Special Procedure for Dhaka FIR.

ENTRY IN DHAKA FIR.

(i) AFPL/ DEP message shall be addressed to Dhaka ACC/FIC.

7.2 FLIGHTS THROUGH AIRSPACE DELEGATED TO KOLKATA ACC.

(a) Aircraft call sign.

DESCENT OF AIRCRAFT BOUND FOR KOLKATA

AIP AMDT 01/16 CIVIL AVIATION AUTHORITY

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES

2. Landing Flights (Arriving Flights)

4 Air Traffic Services Procedures

a) Bearings - degrees magnetic

CIVIL AVIATION AUTHORITY AIP AMDT 01/16

(a) Tangible values (holding arc)

(1) Maximum TAS of 240 KTS

(b) Intangible values.

(1) Pilot proficiency.

4.2 Holding Procedures

(a) Follow the prescribed track inbound to the holding point.

AIP AMDT 01/16 CIVIL AVIATION AUTHORITY

ENR 1.6 RADAR SERVICES AND PROCEDURES

a) Aircraft within the area of Dhaka ACA – Dhaka Approach

Radar Range – Primary 80 NM, Secondary – 200 NM.

CIVIL AVIATION AUTHORITY AIP AMDT 01/16

3. Minimum Radar Separation

4. Transfer of Control Procedures

5. Surveillance Radar Approach

AIP AMDT 01/16 CIVIL AVIATION AUTHORITY

ENR 1.7 ALTIMETER SETTING PROCEDURES

CIVIL AVIATION AUTHORITY AIP AMDT 01/16

Flight Level Altimeter Indication

2.2 Take – off and climb

2.3 Vertical Separation-En-route

2.3.1 Aircraft shall be flown En-route at flight levels at all times.

AIP AMDT 01/16 CIVIL AVIATION AUTHORITY

2.4 Approach and Landing

2.4.2 A QFE altimeter setting shall be made available on request.

2.5 Missed Approach

3. Procedures Applicable to Operators Including Pilots.