The holding, approach and departure procedures in use are based on those contained in the latest edition of ICAO Doc 8168 - Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS).
The holding and approach procedures in use have been based on the values and factors contained in Part II of Vol. I of the PANS-OPS.
ENR 1.5.2.1 Within arriving segment, the pilot shall direct the aircraft from en route phase of flight to Initial Approach Fix, where approach begins. The obstacle clearance conditions shall apply identically at arriving routes as en route. When radar service is applied, the relevant ATC unit shall vector the aircraft to Initial Approach Fix or to intermediate approach segment or to the point on final approach from where the pilot can resume published instrument approach procedure. Maximum speed is limited to 250 KT IAS in all TMA areas below FL 100.
ENR 1.5.2.2 Due to the limited airspace available, it is important that the approaches to the patterns and the holding procedures be carried out as precisely as possible. Pilots are strongly requested to inform ATC if for any reason the approach and/or holding cannot be performed as required.
Pilots shall, prior to a departure, request the start-up clearance in accordance with an IFR flight plan.
The start-up clearance shall not be requested before it has been ascertained that the aircraft can start the engines within 5 minutes after the clearance has been issued. If the pilot is not provided with correct time from Aerodrome control tower prior taxiing for take off, and doesn’t obtain it from other sources, pilot should request the correct time from Air traffic services units.
If the expected departure delay is less than 20 minutes, pilots will be cleared to start the engines immediately.
If the expected departure delay exceeds 20 minutes, the controller is obliged to inform the pilot of the moment for engines to be started or about the expected delay duration.
The pilot shall receive the route clearance, together with the departure route clearance, prior to departure.
The initial flight level to which an aircraft will climb after the take off, is established in standard instrument departure, or shall be determined together with the route clearance by the relevant air traffic control unit prior to take off. Clearances for further climb depend on traffic conditions and shall be issued after the take off.
When push-back is required, such permission shall be requested from TWR. Pilots are expected to start engines during or after push-back and to comply with start-up and taxi permissions, since ATC planning is based on strict adherence to the coordinated start-up time. Any delay in start-up or taxiing shall be immediately reported to TWR.
The following ILS/VOR instrument approach or departure procedures to/from stated RWYs at relevant aerodromes are only approved for aircraft with receivers complying with the FM immunity provisions as stated in sections 3.1.4 and 3.3.8 of Annex 10, Volume I:
LDDU
LDZA
LDRI
Remarks on potential interference when using ILS/VORs for instrument approach and departure are also depicted on relevant aerodromes’ charts (AIP Part III - Aerodromes).