1. Aircraft under Ha Noi Area Control (ACC) – “Ha Noi Control”

2. Aircraft under Noi Bai Approach Control (APP) – “Noi Bai Approach”

3. Aircraft under Ho Chi Minh Area Control (ACC) – “Ho Chi Minh Control”

4. Aircraft under Tan Son Nhat Approach Control (APP) – “Tan Son Nhat Approach”

5. Aircraft under Da Nang Approach Control (APP) – “Da Nang Approach”.

1. SSRTRADAR_SYS;TXT_DESIG;1171/PSRTRADAR_SYS;TXT_DESIG;1170 station at Noi Bai International Airport:

   Position: 211151NTRADAR_SYS;GEO_LAT;1170 - 1054806ETRADAR_SYS;GEO_LONG;1170

   Range:

   1. SSRTRADAR_SYS;TXT_DESIG;1171 - 460TSECONDARY_RADAR;VAL_RANGE;1190 KMTSECONDARY_RADAR;UOM_RANGE;1190 (248 NM).

   2. PSRTRADAR_SYS;TXT_DESIG;1170 - 150TPRIMARY_RADAR;VAL_RANGE;1170 KMTSECONDARY_RADAR;UOM_RANGE;1190 (81 NM).

2. SSRTRADAR_SYS;TXT_DESIG;1171 station at Vinh Airport (Nghe An):

   Position: 184354NTRADAR_SYS;GEO_LAT;1172 - 1054006ETRADAR_SYS;GEO_LONG;1172

   Range: 460TSECONDARY_RADAR;VAL_RANGE;1190 KMTSECONDARY_RADAR;UOM_RANGE;1190 (248 NM).

1. SSRTRADAR_SYS;TXT_DESIG;1171 (RSM 970TRADAR_SYS;TXT_DESIG;1174)/PSRTRADAR_SYS;TXT_DESIG;1170 (TRAC 2000TRADAR_SYS;TXT_DESIG;1173) station at Tan Son Nhat Airport:

   Position: 104941NTRADAR_SYS;GEO_LAT;1174 - 1063930ETRADAR_SYS;GEO_LONG;1174

   Range:

   1. SSRTRADAR_SYS;TXT_DESIG;1171 - 463TSECONDARY_RADAR;VAL_RANGE;1190 KMTSECONDARY_RADAR;UOM_RANGE;1190 (250 NM).

   2. PSRTRADAR_SYS;TXT_DESIG;1170 - 148TPRIMARY_RADAR;VAL_RANGE;1170 KMTSECONDARY_RADAR;UOM_RANGE;1190 (80 NM).

2. SSRTRADAR_SYS;TXT_DESIG;1171 (RSM 970STRADAR_SYS;TXT_DESIG;1176)/PSRTRADAR_SYS;TXT_DESIG;1170 (STAR 2000TRADAR_SYS;TXT_DESIG;1175) station at Tan Son Nhat Airport:

   Position: 104935NTRADAR_SYS;GEO_LAT;1176 - 1063930ETSECONDARY_RADAR;GEO_LONG;1191

   Range:

   1. SSRTRADAR_SYS;TXT_DESIG;1171 - 463TSECONDARY_RADAR;VAL_RANGE;1190 KMTSECONDARY_RADAR;UOM_RANGE;1190 (250 NM).

   2. PSRTRADAR_SYS;TXT_DESIG;1170 - 148TPRIMARY_RADAR;VAL_RANGE;1170 KMTSECONDARY_RADAR;UOM_RANGE;1190 (80 NM).

3. SSRTRADAR_SYS;TXT_DESIG;1171 station at Quy Nhon:

   Position: 134435NTRADAR_SYS;GEO_LAT;1177 - 1091143ETRADAR_SYS;GEO_LONG;1177

   Range: 463TSECONDARY_RADAR;VAL_RANGE;1190 KMTSECONDARY_RADAR;UOM_RANGE;1190 (250 NM).

4. SSRTRADAR_SYS;CODE_TYPE;1178 station at Ca Mau:

   Position: 091052NTRADAR_SYS;GEO_LAT;1178 - 1051004ETRADAR_SYS;GEO_LONG;1178

   Range: 463TSECONDARY_RADAR;VAL_RANGE;1211 KMTSECONDARY_RADAR;UOM_RANGE;1190 (250 NM).

1. Son Tra 1 SSRTSECONDARY_RADAR;TXT_NAME;1193/PSRTRADAR_SYS;TXT_DESIG;1170 station:

   Position: 160800NTRADAR_SYS;GEO_LAT;1179 - 1081441ETRADAR_SYS;GEO_LONG;1179

   Range:

   1. SSRTRADAR_SYS;TXT_DESIG;1171 - 460TSECONDARY_RADAR;VAL_RANGE;1193 KMTSECONDARY_RADAR;UOM_RANGE;1190 (250 NM).

   2. PSRTRADAR_SYS;TXT_DESIG;1170 - 150TPRIMARY_RADAR;VAL_RANGE;1177 KMTSECONDARY_RADAR;UOM_RANGE;1190 (80 NM).

2. SON TRA 2 MSSRTSECONDARY_RADAR;TXT_NAME;1194/PSRTRADAR_SYS;TXT_DESIG;1170 station:

   Position: 160751NTPRIMARY_RADAR;GEO_LAT;1177 - 1081532ETPRIMARY_RADAR;GEO_LONG;1177

   Range:

   1. SSRTRADAR_SYS;TXT_DESIG;1171 - 463TSECONDARY_RADAR;VAL_RANGE;1194 KMTSECONDARY_RADAR;UOM_RANGE;1190 (250 NM).

   2. PSRTRADAR_SYS;TXT_DESIG;1170 - 150TPRIMARY_RADAR;VAL_RANGE;1177 KMTSECONDARY_RADAR;UOM_RANGE;1190 (80 NM).

1.3.1  Radar failure

1. In the event of radar failure or loss of radar identification, instructions will be given to the pilot to restore non-radar separation.

2. The use of flight level separation by 150 m (500 FT) below FL 290, or 300 M (1 000 FT) at or above FL 290 may be restored temporarily if standard non-radar separation cannot be provided immediately.

1.3.2  Air-ground communication failure

1. In the event of failure of two-way communications while operating on the radar frequency, the pilot shall change to any other alternative ATS frequencies and request instructions.

2. If able to receive but not transmit, the pilot shall remain on the frequency on which he has been communicating and comply with instructions issued by the radar controller designated to establish that the aircraft is receiving. If this is established, further instructions appropriate to the circumstances will be issued.

3. If the aircraft’s radio is completely unserviceable, the pilot should carry out the procedures for radio failure in accordance with ICAO provisions. If radar identification has already been established, the radar controller will vector other identified aircraft clear of its track until such time as the aircraft leaves radar cover.

2.3.1  Radio communication failure procedure

The pilot of an aircraft experiencing radio communication failure shall set his transponder to Mode A/3 code 7600.

2.3.2  Unlawful interference procedure

1. The pilot of an aircraft in flight which is subject to unlawful interference shall endeavor to set his transponder to Mode A/3 code 7500.

2. When a pilot has selected Mode A/3 code 7500 and is subsequently requested to confirm his code by ATC he shall, according to circumstance either confirm or not reply at all. The absence of a reply from the pilot will be taken by ATC as an indication that the use of code 7500 is not due to an inadvertent false code selection.

1. For international flight:

   5500 - 5577 /5600 - 5677

2. For domestic flight:

   5700 - 5777 /6000 - 6077

1. For international flight:

   1700 -1777

2. For domestic flight:

   4100 - 4177 /4600 - 4677

3. For flight departing to international airport and overflight traffic:

   7001 - 7077

3.1.1  ADS-B OUT equipage and operation for civil aircraft

3.1.2  ADS-B IN equipage for civil aircraft

The details shall be published by CAAV in accordance with requirements of ICAO as well as the technological and practical conditions in Viet Nam.

3.1.3  Implementation of Automatic Dependent Surveillance - Broadcast (ADS-B) within Ho Chi Minh FIR

General methods to identify aircraft based on surveillance data (PSR/SMR, SSR, ADS-B) are regulated in Item 8.6.2, Chapter 8, Doc 4444.

1. Code assignment for aircraft operating in Ha Noi FIR and Ho Chi Minh FIR is specified at Item 2.4.1 and 2.4.2 above.

2. Code assignment in Ha Noi FIR and delegated airspace from Ho Chi Minh ACC

   Number	Type of aircraft	Assigned code
   1	IFR flight have not obtained ATC clearance yet	2000
   2	Reconnaissance aircraft and fire fighting aircraft	0111, 0112
   3	Gliders and balloon	1200, 1300
   4	Security and defence aircraft	5000, 6000
   5	Security and defence helicopter	5500, 6500

3. Code assignment in Ho Chi Minh FIR

   Number	Type of aircraft	Assigned code
   1	IFR flight have not obtained ATC clearance yet	2000
   2	Reconnaissance aircraft and fire fighting aircraft	0112
   3	Gliders and balloon	1200, 1300
   4	Security and defence aircraft	6000
   5	Security and defence helicopter	6500

Regulated in Item 8.6.4, Chapter 8, Doc 4444.

Transferring is provided in accordance with Doc 4444.

ACC and APP areas and Cat Bi, Van Don and Cam Ranh TWRs: Aircraft vectoring by ATS surveillance services is provided in accordance with Doc 4444.

1. Aircraft speed control is provided in accordance with Item 4.6 and 4.7, Chapter 4, Doc 4444.

2. Speed requirement for arriving aircraft:

   1. ATC may amend or cancel published speed requirements;

   2. The phraseology “NO [ATC] SPEED RESTRICTIONS” will be used to cancel the requirement for:

      1. Maximum 250 kt IAS below FL160 within 40 NM of Noi Bai TMA;

      2. The previous speed limitation clearance of ATC at Cam Ranh Aerodrome;

      3. Speed limitation requirements published in flight procedure chart approved by CAAV.

   3. The pilot will be informed about cancellation of speed restriction. For example: “NO [ATC] SPEED RESTRICTION TO (point/location)”;

   4. Speed control shall not be applied after an aircraft on final approach has passed 4 NM point from touchdown zone at Cam Ranh Aerodrome;

   5. Speed control will not applied with an aircraft on final has passed 5 NM from touchdown, or an aircraft on visual approach has passed 4 NM from touchdown;

   6. Unless otherwise specified, a clearance for a visual approach terminates all current ATC speed requirement including published requirements being complied with or yet to be acted upon.

   Note:

   1. Phraseologies in use see Item 3.1.1.6 above.

   2. Minimum speed (IAS) is 250 kt for aircraft operating from FL 110 to FL 250;

   3. Maximum speed (IAS) is 250 kt for aircraft operating below FL 100.

1. Surveillance data are used in air navigation in Noi Bai APP including approaching and landing phases and in responsibility area of Cat Bi, Van Don TWRs.

2. Besides, the additional procedures using surveillance data apply for Noi Bai APP as follows:

   1. Aerodrome control (TWR) (ADS-B, SMR): Support ATC to observe and identify aircraft, vehicles in the movement area.

   2. Terminal control (TMC) and Arrival control (ARR):

      1. Departure procedure: Departure instructions may contain an altitude restriction to a point from which climb to MSA for the succeeding route sector is possible. The purpose of this restriction is to provide non ATS surveilance separation until identity is established and ATS control can be exercised.

      2. Approach procedures:

         - The pilot will be advised of the type of approach and applicable information, segment of the approach procedure;

         - The type of approach will be the most appropriate approach procedure with the runway-in-use, having regard to the prevailing MET conditions and traffic;

         - An arriving aircraft will be vectored for an instrument approach at night, and by day when the visibility at the aerodrome is less than define or the reported ceiling is less than 1 000 FT above the applicable minimum radar vectoring altitude;

         - Pilot may request a visual approach when the requirements for a visual approach can be met.

      3. Vectoring for instrument approach procedure:

         - An aircraft will be vectored to establish on final approach at a level and distance that will enable the pilot to comply with the final approach procedure;

         - When the final approach procedure includes a specified glide path or vertical path angle, vectoring will enable the aircraft to be firmly established in level flight on final approach prior to intercepting the nominal glide path;

         - If an aircraft has to be vectored through the centreline of final approach track, the pilot will be advised of the controller’s intentions and the reason for the track extension (e.g: sequencing). If no advice is given to a pilot prior to intercepting final approach, the pilot is to intercept final approach and advise ATC. This covers possible loss of communications and is particularly important where there is rising terrain on the opposite side of the approach track;

         When being vectored for the final of an RNAV (GNSS) approach or for an RNAV (RNP) approach, the pilot is to advise ATC if the intercept point will cause incorrect sequencing of the way points of the approach procedure. The pilot should request vectors back to an appropriate start point of the procedure.

      4. Weather condition for visual approach:

         In day time: The visibility at the aerodrome is at least 10 km and the reported ceiling is at least 1 000 FT above the applicable minimum vectoring altitude; and

         In night time: The visibility at the aerodrome is at least 10 km and there is no cloud below 5 000 FT.

1. Flight information includes:

   1. Collision hazard information;

   2. Information to assist the pilot with navigation.

2. ATC is not permitted to offer or provide radar terrain information in uncontrolled airspace except in emergency.

3. Collision hazard information: When an unknown aircraft is observed on monitor to be on conflicting path with an identified aircraft, the ATC shall:

   1. Warn the pilot of the aircraft bearing in terms of the 12-hour clock to avoid related aircraft;

   2. Notify the pilot when the conflict no longer exists.

4. Information provide for aircraft include:

   1. Its relative bearing in terms of the 12-hour clock;

   2. Its distance and direction; and

   3. If available, its unverified Mode C altitude readout.

5. Information provided to assist the pilot to avoid conflicting between aircraft. Pilot have responsibility to observe and avoid other aircraft.

6. ATC are not required to pass information to identify aircraft concerning unknown aircraft observed on radar when:

   1. It can reasonably be assumed that the unknown aircraft is operating within, and complying with the procedures appropriate to designated special use airspace, VFR transit lanes, or general aviation areas; or

   2. The identified aircraft is operating in controlled airspace if it can reasonably be assumed that the unknown aircraft is operating below the airspace concerned.

7. Arriving aircraft following approach procedure if the previous aircraft has already established on final to land.

According to information collected from surveillance sources, ATC shall notify immediately to relevant units about aircraft distress or urgency situations (SSR Code 7500 or 7700) and apply appropriate methods in order to support pilot simultaneously.

1. ATS International routes: The segments of ATS routes under radar coverage.

2. All ATS domestic routes.

1. 5.5 km (3 NM) within Tan Son Nhat TMA (applied in a horizontal limit area of 40 NM-radius circle; centred on TSHTNAVAID;CODE_ID;1581TNAVAID;CODE_ID;1581 DVOR/DMETNAVAID;CODE_TYPE;1524, under the responsibility area of Tan Son Nhat APP).

2. 5.5 km (3 NM) within Da Nang TMA (applied in a horizontal limit area of 40 NM-radius circle; centred on DANTNAVAID;CODE_ID;1533 DVOR/DMETNAVAID;CODE_TYPE;1524 up to FL 155 inclusive, under the responsibility area of Da Nang APP).

3. 5.5 km (3 NM) within Noi Bai TMA (applied in a lateral limit area of 40 NM-radius circle; centred on NOBTNAVAID;CODE_ID;1524 DVOR/DMETNAVAID;CODE_TYPE;1524 except the responsibility areas of TWRs of military aerodromes: Gia Lam, Kep, Hoa Lac, Kien An; vertical limit from ATC surveillance minimum altitude of each sector (Ref ATC Surveillance Minimum Atitude Chart) up to FL155 inclusive).

4. 5 NM within the controlled airspace of Van Don, Cat Bi Aerodromes: (apply at least 1 co-operative surveillance or non-co-operative surveillance).

5. 5 NM within Ha Noi ACCTUNIT;TXT_NAME;1454 (apply at least 2 co-operative surveillance).

6. 5 NM within Noi Bai APPTSERVICE;TXT_NAME;1516 (apply at least 1 co-operative surveillance or non-co-operative surveillance).

7. 5 NM within Cam Ranh APPTUNIT;TXT_NAME;1452 (apply for the identified aircraft separation).

8. 18 km (10 NM) outside the above mentioned areas.

1. The minimum longitudinal spacing is being applied for ATS routes A1 and A202, which is published in the Letter of Agreement between Ha Noi Area Control Centre (ACC) and Vientiene/Sanya ACCs is 30 NM.

2. In order to enhance the transfer of control airspace capacity between adjacent FIRs, the minimum longitudinal spacing based on ATS surveillance system to be used between aircraft assigned the same level crossing the transfer of control points between Ha Noi ACC and Vientiene/Sanya ACCs on A1 and A202 ATS routes is adjusted to 20 NM.

3. The minimum longitudinal spacing 20 NM is applied from 0000 dated 26/3/2020 (UTC) on the basic of Letter of Agreements between Ha Noi ACC and Vientiene/Sanya ACCs.