Thailand Overflight Permit Regulations

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About Thailand | History - Geography

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Thailand, country located in the centre of mainland Southeast Asia. Located wholly within the tropics, Thailand encompasses diverse ecosystems, including the hilly forested areas of the northern frontier, the fertile rice fields of the central plains, the broad plateau of the northeast, and the rugged coasts along the narrow southern peninsula.

Until the second half of the 20th century, Thailand was primarily an agricultural country, but since the 1960s increasing numbers of people have moved to Bangkok, the capital, and to other cities. Although the greater Bangkok metropolitan area remains the preeminent urban centre in the country, there are other sizable cities, such as Chiang Mai in the north, Nakhon Ratchasima (Khorat), Khon Kaen, and Udon Thani in the northeast, Pattaya in the southeast, and Hat Yai in the far south.

The Given Below Information Is Extracted from the Thailand AIP

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Flight Planning

Flight plans must be submitted for international and domestic operations. The requirements of Flight plan are as follows:

Submission a Flight Plan

Civilian Aircraft - The flight plan shall be submitted to FDMC, ARO at the aerodrome of departure or designated ARO. During flight, transmitted to the appropriate air traffic services unit at the airport.

Military And Official Aircraft - The flight plan shall be submitted to Base Operations or ARO at the aerodrome of departure.

Aircraft departing from the aerodrome supervised by Airport of Thailand Public Company Limited, the flight plan shall be submitted to Aerodrome Aeronautical Information Services Unit at the airports.

Aircraft departing from the aerodrome supervised by Department of Airports, Ministry of Transport, the flight plan shall be submitted to ATC unit’s authority.

Aircraft departing from military aerodrome, the flight plan shall be submitted to Base Operations.

Aircraft departing from aerodrome other than 1, 2, 3, and 4 above, the flight plan shall be submitted to control tower of the nearest aerodrome.

The flight plan shall be submitted by pilot-in-command or designated representative, at least 1 hour prior to the estimated time of departure.

In the event of a delay of thirty (30) minutes in excess of the estimated off-block for a controlled flight or a delay of one-hour for an uncontrolled flight, the flight plan shall be automatically cancelled, unless the estimated time of departure is revised by notification of pilot-in-command or designated representative.

The pilot-in-command or designated representative shall use the ICAO flight plan form.

The international and domestic flight through intermediate stop(s) shall file separate flight plans for each state of flights at the aerodrome of first departure.

For Flights into areas for which ATFM measures have been established, Flight Plan shall be filed not later than 3 hours prior to the estimated off block time (EOBT).

The altitude of VFR flight departing aerodrome shall be given in field 15 of ICAO flight plan form.

AS THE COMPLIANCE TO THE USE OF MACH NUMBER TECHNIQUE TO REDUCE LONGITUDINAL SEPARATION TO 10 MINUTES BETWEEN TURBOJET AIRCRAFT USING INS OR VLF-OMEGA WHICH HAVE BEEN CERTIFIED AS MEETING THE OPERATE STANDARD SPECIFIED IN Z THE AUSTRALIAN MANUAL OF OPERATE STANDARD SECTION 1, AIRCRAFT MEETING THIS STANDARD SHALL INDICATE IN THE ICAO FPL FIELD 18 AS NAV/AUSEP. DUE TO THE IMPLEMENTATION OF THE FLIGHT DATA PROCEED SYSTEM AT BANGKOK ACC WHICH DOES NOT READ FIELD 18 OF THE ICAO FPL, THUS ALL AIRCRAFT ENTERING BANGKOK FIR/AOR ON ALL ROUTE SEGMENTS WHERE MACH NUMBER TECHNIQUE APPLIED ARE REQUESTED TO ADD “Z” AFTER COM/NAV EQUIPMENT IN FIELD 10 OF THE ICAO FPL IN ADDITION TO NAV/AUSEP IN FIELD 18.

Flight Data Management Centre (FDMC)

Flight Plans and flight plan associated message filed directly with FDMC will be checked by FDMC as regards syntax format and route structure. The route data outside the Bangkok FIR are not subject to verification. The originator will be informed of the successful processing of Flight plans and Flight plan associated message within FDMC by an Acknowledgement Message (“ACK” message). If not, they will be returned to the originator to be corrected receipt of the message (“REJ” Reject message).

The flight plan originator is responsible for:

1) Complete and correct data.

2) The originator will be informed of the successful processing of flight plan and flight plan associated messages within FDMC by an Acknowledgement Message (ACK message).

3) Checking Flight Plan ensure receipt of the message at FDMC Terminal. FDMC will be informed Acceptance Flight plan list.

Flight Plans, which cannot be processed by FDMC or not follow ICAO FPL format, will be returned to the originator to be corrected according to REJECT message (REJ) sending automatically from FDMC system.

Flight planning and operating procedure implemented in Bangkok FIR.

Implementation of uni-directional routes for flights operating in the south sectors of Bangkok FIR.

To enhance safety and efficiency of traffic flow in the south sectors of Bangkok FIR, For RNAV5 routes as follows:

• Y8 for southbound traffic to VTSP, VTSG, VTST, VTSB, VTSR, VTSE

• Y99 for northbound traffic to VTBD, BKK...

• Y96 for northbound traffic to VTBD

• Y98 for northbound traffic to VTBS

• Y17/W99 for northbound traffic from VTSM

• Y95 for traffic to or from VTSM (Bi-directional route)

Classification of Airspaces

Flight plans are only submitted to Flight Data Management Centre (FDMC) via AFTN address VTBBZPZX.

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

Flight movement messages in this context comprise flight plan messages, amendment messages relating thereto and flight cancellation messages ICAO PANS/ATM Doc 4444, Chapter 11,

Addressing of Flight Plan Messages

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

Class A- IFR flights are permitted only, all flights are subject to Air Traffic Control service and are separated from each other.

Class B- IFR and VFR flights are permitted, all flights 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 Control 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 practical.

Class F- IFR and VFR flights are permitted, all participating IFR flights receive an Air Traffic Advisory service and all flights receive flight information service if request.

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

Airspace classification is defined all ATS routes within Bangkok FIR are as follows:

• Class A from FL290 and above.

• Class B from FL280 and below.

Holding, Approach and Departure Procedures

The holding, approach and departure procedures in use are based on those contained in ICAO Doc 8168-OPS/611. (PANS-OPS).

Airspeeds listed are the maximum Indicated Airspeed (IAS) applicable at the designated holding altitudes and for aircraft types listed. Pilots are expected to hold at/or less than the specified airspeed when practicable.

1. The levels tabulated represent "altitudes" or corresponding "flight levels" depending upon the altimeter setting in use.

2. For holdings limited to category A and B aircraft only.

3. When the holding procedure is followed by the initial segment of an instrument approach procedure promulgated at a speed higher than 230 knots, the higher speed should also be used wherever possible.

4. Where possible, 280 knots should be use for holding procedures associated with airway route structures.

Arriving Flights

IFR flights entering and landing within a Terminal Control Area will be cleared to a specified holding point and instructed to contact Approach Control at a specified time, level or position. The terms of this clearance shall be adhered to until further instructions are received from Approach Control. If the clearance limit is reached before further instructions have been received, a holding procedure shall be carried out at the level last authorized.

Due to the limited airspace available, it is important that the approaches to the patterns and the holding procedures are carried out as exactly as possible. Pilots are strongly requested to inform ATC if, for any reason, the approach and/or holding cannot be performed as required.

Departing Flights

IFR flights departing from controlled aerodromes will initially receive ATC clearance from the local aerodrome control tower. The clearance limit will normally be the aerodrome of destination. IFR flights departing from non-controlled aerodromes will not take-off without prior arrangement with Bangkok Area Control Centre

Departure instructions are in accordance with ICAO Doc 4444 - ATM/501.