Cape Verde Overflight Permits Regulations 2024

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About Cape Verde | History - Geography

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Republic of Cabo Verde s an island country spanning an archipelago of 10 volcanic islands in the central Atlantic Ocean. It forms part of the Macaronesia ecoregion, along with the Azores, Canary Islands, Madeira, and the Savage Isles. Located 570 kilometers (350 mi) west of the Cape Verde Peninsula off the coast of Northwest Africa, the islands cover a combined area of 4,033 square kilometers (1,557 sq mi).

The Cape Verde archipelago was uninhabited until the 15th century, when Portuguese explorers discovered and colonized the islands, establishing the first European settlement in the tropics. Ideally located for the Atlantic slave trade, the islands grew prosperous throughout the 16th and 17th centuries, attracting merchants, privateers, and pirates. The end of transatlantic slavery in the 19th century led to economic decline and emigration. Cape Verde gradually recovered as an important commercial center and stopover for shipping routes. Incorporated as an overseas department of Portugal in 1951, the islands continued to campaign for independence, which was achieved in 1975.

Since the early 1990s, Cape Verde has been a stable representative democracy, and remains one of the most developed and democratic countries in Africa. Lacking natural resources, its developing economy is mostly service-oriented, with a growing focus on tourism and foreign investment. Its population of around 550,000 (as at mid 2019) is mostly of mixed European, Moorish, Arab and African heritage, and predominantly Roman Catholic, reflecting the legacy of Portuguese rule. A sizeable diaspora community exists across the world, slightly outnumbering inhabitants on the islands.

The Given Below Information Is Extracted from the Cape Verde AIP

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Procedures For The Submission Of A Flight Plan
Time Of Submission

Except for repetitive flight plans, a flight plan shall be submitted at least 60 minutes prior to departure, taking into account the requirements of ATS units in the airspace dong the routes to be flown for timely information, including requirements for early submission for Air Traffic Flow Management (ATFM) purposes.

Place Of Submission

Flight plans shall be submitted at the Air Traffic Services Reporting Office (ARO) at the departure aerodrome.

In the absence of such an office at the departure aerodrome, a flight plan shall be submitted by telephone, Fax or teletype to any of the AR0.

Contents And Form Of A Flight Plan

ICAO flight plan forms are available at the ARO. The instructions for completing these forms shall be followed.

Flight plans concerning IFR flights along ATS routes need not include FIR boundary estmat0S. Inclusion of FIR boundary estimates is, however, required for off-route IFR flights and international VFR flights.

When a flight plan is submitted by telephone, teletype or telefax, the sequence of items in the flight plan form shall be strictly followed.

Adherence D ATS Route Structure

No flight plans shall be filed for routes deviating from the published ATS route structur0 unless prior permission has been obtained from the SAL ATC authorities.

Changes To The Submitted Flight Plan
General Changes

All changes to a flight plan submitted for an IFR flight or a controlled VFR flight and significant changes to a flight plan submitted for an uncontrolled VFR 4ight shall be reported as soon as possible to the appropriate ATS unit. In the event of a delay in departure of 30 minutes or mora for a flight for which a flight plan has been submitted, the flight plan shall be amended or a new flight plan shall be submitted after the old plan has been cancelled.

Note 1:If a delay in departure of a controlled flight is not properly reported, the relevant flight plan data no longer be readily available to the appropriate ATS unit when a clearance limit is ultimately requested, which will consequently result in extra delay for the flight.

Note 2:If a delay in departure (or cancellation) of an uncontrolled VFR flight is not properly reported, alei1ing or search and rescue action may be unnecessarily initiated when the flight fails to arrive at the destination aerodrome within 30 minutes after its current ETA.

Whenever a Right, for which a flight plan has been submitted, is cancelled, the appropriate ATS unit shall be informed immediately.

Changes to a current flight plan for a controlled flight during flight shall be reported or requested, subject to the provisions in ICAO Annex 2, paragraph 3.6.2. (Adherence to flight plan). Significant changes to a flight plan for an uncontrolled VFR Right include chang0s in endurance or in the total number of persons on board and changes in time estimate minutes or more.

Arrival Report(Closing A Flight Plan)

A report of arrival shall be made at the earliest possible moment after landing to the airport office of the arrival aerodrome by any flight for which a Right plan has been submitted exempt when the arrival has been acknowledged by the local ATS unit. After landing at the aerodrome which is not the destination aerodrome (diversionary landing), the local ATS unit shall be specifically informed accordingly.

In the absence of a local ATS unit at the aerodrome of diversionary landing, the pilot is responsibl0 for passing the arrival report to the destination aerodrome. Arrival reports shall contain the following elements of information:

- Aircraft identification

- Departure aerodrome

- Destination aerodrome

- Time of arrival

In case of diversion, insert the ’arrival aerodrome' between 'destination aerodrome' and ’time of arrival'.

Addressing Of Flight Plan Messages

Flight movement messages relating to traffic into or via SAL Oceanic FIR shall be addressed as stated below in order to warrant correct relay and delivery.

Note:Flight movement message in this context comprise Right plan messages, amendment messages relating thereto. and flight plan cancellation message (ICAO PANS-ATM, Doc 644, Chapter 11, paragraph 11.1.3(a) refers).

Unlawful Interference
1.General

The following procedures are intended for use by aircraft when unlawful interference occur and aircraft is unable to notify an ATS unit of this fact.

2.Procedures

Unless considerations aboard the aircraft dictate otherwise, the pilot-in command should attempt to continue flying on the assigned track and at the assigned cruising level at least until notification to an ATS unit is possible.

When an aircraft is subjected to an act of unlawful interference and must depart from. its assigned track, or its assigned cruising level without being able to make radiotelephony contact with ATS, the pilot-in-command should, whenever possible:

i- Attempt to broadcast warnings on the VHF emergency frequency and other appropriate frequencies, unless considerations aboard the aircraft dictate otherwise. Other equipment such as onboard transponder, data links etc. should be used when it is advantageous to do so and circumstances permit.

ii- Proceed in accordance with applicable special procedures for in flight contingencies, when such procedures have been established and promulgated in Doc. 7030 - Regional Supplementary Procedures.

iii- If no applicable regional procedures have been established, proceed at a level which differs from the cruising levels normally used for IFR flight in the area by 300M (1000FT) if above FL290 Or by 150M (5OOFT) if below FL290.

Classification Of Airspaces

ATS airspace are classified and designated in accordance with the following:

Class A. IFR flights only are permitted, all flights are subject to air traffic control services and are separated from each other

Class B. IFR and VFR fights are permitted, all fights are subject to air traffic control service and are separated from each other.

Class C. IFR and VFR flights are permitted, all flights are subject to air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights.

Class D. IFR and VFR flights are permitted and all flights are subject to air traffic service, IFR flights are separated from other IFR flights and receive traffic information in respect of VFR flights, VFR flights receive traffic information in respect of all other flights.

Class E. IFR and VFR flights are permitted, IFR flights are subject to air traffic control service and are separated from other IFR flights. All flights receive traffic information as far as is practical.

Class F. IFR and VFR fights are permitted, all participating IFR fights receive an air traffic advisory service and all fights receive information service if requested.

Class G. IFR and VFR flights are permitted and receive flight information service if requested.

Altimeter Setting Procedures

The altimeter setting procedures in use generally on from to those contained in ICAO Doc 8168, Vol.1, Part 6 and are given in full & Iow.

Transition Altitudes are given in AD 2.17 for each aerodrome. In addition, transition altitudes are given on the Instrument Approach Charts of all International Aerodrome.

QNH exports and temperature information for use in determining adequate clearance are available on request from the air traffic services units. QNH values are given in millibars.

Basic Altimeter Setting Procedure

A transition altitude is specified for each aerodrome. No transition altitude is las than 450m (100Q) above an aerodrome.

Vertical positioning of aircraft when at or below the transition level is expressed in terms of altitude. Where such positioning at or above the transition level is expressed in terms of altitude when descending and in terms of fight levels when ascending.

Flight level zero is located at the atmospheric pressure level of 1 013.2hPa (29.92 in). Consecutive flight levels are separated by a pressure interval corresponding to SOOFT (152.4M) in the standard atmosphere.

Note:Examples of the relationship between fight levels and altimeter indications are given in the following table, the metric equivalents Using approximate.