ANNEX: Rules of the Air

SECTION 1 Flight over the high seas

Regulation (EU) No 923/2012

(a)For flight over the high seas, the rules specified in Annex 2 to the Chicago Convention shall apply without exception. For the purposes of continuity and seamless operation of air traffic services in particular within Functional Airspace Blocks, the provisions of Annex 11 to the Chicago Convention may be applied in airspace over high seas in a manner that is consistent with how those provisions are applied over the territory of the member States. This shall be without prejudice to the operations of State Aircraft under Article 3 of the Chicago Convention. This shall also be without prejudice to the responsibilities of Member States to ensure that aircraft operations within the Flight Information Regions within which they are responsible for the provision of air traffic services in accordance with ICAO regional air navigation agreements are undertaken in a safe, expeditious and efficient manner.

(b)For those parts of the high seas where a Member State has accepted, pursuant to an ICAO regional air navigation agreement, the responsibility of providing air traffic services, the Member State shall designate the ATS provider for providing those services.

SECTION 2 Applicability and compliance

Regulation (EU) 2023/1772

Without prejudice to SERA.1001, this Annex applies to airspace users and aircraft:

(a)operating into, within or out of the Union;

(b)bearing the nationality and registration marks of a Member State of the Union, and operating in any airspace to the extent that they do not conflict with the rules published by the State having jurisdiction over the territory overflown.

Regulation (EU) No 923/2012

The operation of an aircraft either in flight, on the movement area of an aerodrome or at an operating site shall be in compliance with the general rules, the applicable local provisions and, in addition, when in flight, either with:

(a)the visual flight rules; or

(b)the instrument flight rules.

ED Decision 2020/007/R

APPLICABLE LOCAL PROVISIONS

Applicable local provisions include local aerodrome regulations that are published in the relevant Aeronautical Information Publications (AIPs).

Such local aerodrome regulations may contain requirements for the operation of the aircraft transponder on the movement area of an aerodrome with the intent to ensure provision of surveillance data to the air traffic services unit providing services at the aerodrome, as well as other aerodrome units (e.g. apron management services).

ED Decision 2013/013/R

GENERAL

When determining whether to operate in accordance with the visual flight rules or the instrument flight rules, a pilot may elect to fly in accordance with instrument flight rules in visual meteorological conditions, or may be required to do so by the competent authority.

Regulation (EU) 2024/1111

(a)Responsibility of the pilot-in-command

The pilot-in-command of an aircraft shall, whether manipulating the controls or not, be responsible for the operation of the aircraft in accordance with this Regulation, except that the pilot-in-command may depart from these rules in circumstances that render such departure absolutely necessary in the interests of safety.

(b)Pre-flight action

Before beginning a flight, the pilot-in-command of an aircraft shall become familiar with all available information appropriate to the intended operation. Pre-flight action for flights away from the vicinity of an aerodrome, and for all IFR flights, shall include a careful study of available current weather reports and forecasts, taking into consideration fuel/energy requirements and an alternative course of action if the flight cannot be completed as planned.

Regulation (EU) No 923/2012

The pilot-in-command of an aircraft shall have final authority as to the disposition of the aircraft while in command.

Regulation (EU) No 923/2012

No person whose function is critical to the safety of aviation (safety-sensitive personnel) shall undertake that function while under the influence of any psychoactive substance, by reason of which human performance is impaired. No such person shall engage in any kind of problematic use of substances.

SECTION 3 General rules and collision avoidance

CHAPTER 1 Protection of persons and property

Regulation (EU) No 923/2012

An aircraft shall not be operated in a negligent or reckless manner so as to endanger life or property of others.

Regulation (EU) No 923/2012

Except when necessary for take-off or landing, or except by permission from the competent authority, aircraft shall not be flown over the congested areas of cities, towns or settlements or over an open-air assembly of persons, unless at such a height as will permit, in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface. The minimum heights for VFR flights shall be those specified in SERA.5005(f) and minimum levels for IFR flights shall be those specified in SERA.5015(b).

ED Decision 2013/013/R

MINIMUM HEIGHTS ESTABLISHED BY THE COMPETENT AUTHORITY ABOVE THE REQUIRED MINIMUM HEIGHTS

In cases where it is considered that the minimum heights specified in SERA.5005 and SERA.5015 are not sufficient, the competent authority may establish appropriate structures, such as controlled, restricted or prohibited airspace, and define specific conditions through national arrangements. In all cases, the related Aeronautical Information Publication (AIP) and charts should be made easy to comprehend for airspace users.

ED Decision 2013/013/R

MINIMUM HEIGHTS PERMITTED BY THE COMPETENT AUTHORITY BELOW THE REQUIRED MINIMUM HEIGHTS

The permission from the competent authority to fly at lower levels than those stipulated in SERA.5005(f) and SERA.5015(b) may be granted either as a general exception for unlimited number of cases or for a specific flight upon specific request. The competent authority is responsible for ensuring that the level of safety resulting from such permission is acceptable.

ED Decision 2024/007/R

TERMS ‘TAKE-OFF’ AND ‘LANDING’

In the context of point SERA.3105, the terms ‘take-off’ and ‘landing’ include operations such as touch-and-go, go-around or missed approach performed at an aerodrome or operating site for which the necessary obstacle clearance assessment was conducted and approved by the relevant competent authority(ies).

Regulation (EU) No 923/2012

The cruising levels at which a flight or a portion of a flight is to be conducted shall be in terms of:

(a)flight levels, for flights at or above the lowest usable flight level or, where applicable, above the transition altitude;

(b)altitudes, for flights below the lowest usable flight level or, where applicable, at or below the transition altitude.

Regulation (EU) No 923/2012

Dropping or spraying from an aircraft in flight shall only be conducted in accordance with:

(a)Union legislation or, where applicable, national legislation for aircraft operations regulated by Member States; and

(b)as indicated by any relevant information, advice and/or clearance from the appropriate air traffic services unit.

Regulation (EU) No 923/2012

An aircraft or other object shall only be towed by an aircraft in accordance with:

(a)Union legislation or, where applicable, national legislation for aircraft operations regulated by Member States; and

(b)as indicated by any relevant information, advice and/or clearance from the appropriate air traffic services unit.

Regulation (EU) No 923/2012

Parachute descents, other than emergency descents, shall only be made in accordance with:

(a)Union legislation or, where applicable, national legislation for aircraft operations regulated by Member States; and

(b)as indicated by any relevant information, advice and/or clearance from the appropriate air traffic services unit.

Regulation (EU) No 923/2012

Aerobatic flights shall only be carried out in accordance with:

(a)Union legislation or, where applicable, national legislation for aircraft operations regulated by Member States; and

(b)as indicated by any relevant information, advice and/or clearance from the appropriate air traffic services unit.

Regulation (EU) No 923/2012

Aircraft shall not be flown in formation except by pre-arrangement among the pilots-in-command of the aircraft taking part in the flight and, for formation flight in controlled airspace, in accordance with the conditions prescribed by the competent authority. These conditions shall include the following:

(a)one of the pilots-in-command shall be designated as the flight leader;

(b)the formation operates as a single aircraft with regard to navigation and position reporting;

(c)separation between aircraft in the flight shall be the responsibility of the flight leader and the pilots-in-command of the other aircraft in the flight and shall include periods of transition when aircraft are manoeuvring to attain their own separation within the formation and during join-up and breakaway; and

(d)for State aircraft a maximum lateral, longitudinal and vertical distance between each aircraft and the flight leader in accordance with the Chicago Convention. For other than State aircraft a distance not exceeding 1 km (0,5 nm) laterally and longitudinally and 30 m (100 ft) vertically from the flight leader shall be maintained by each aircraft.

Regulation (EU) No 923/2012

An unmanned free balloon shall be operated in such a manner as to minimise hazards to persons, property or other aircraft and in accordance with the conditions specified in Appendix 2.

Regulation (EU) No 923/2012

Aircraft shall not be flown in a prohibited area, or in a restricted area, the particulars of which have been duly published, except in accordance with the conditions of the restrictions or by permission of the Member State over whose territory the areas are established.

CHAPTER 2 Avoidance of collisions

Regulation (EU) No 923/2012

Nothing in this Regulation shall relieve the pilot-in-command of an aircraft from the responsibility of taking such action, including collision avoidance manoeuvres based on resolution advisories provided by ACAS equipment, as will best avert collision.

ED Decision 2013/013/R

VIGILANCE ON BOARD AN AIRCRAFT

Regardless of the type of flight or the class of airspace in which the aircraft is operating, it is important that vigilance for the purpose of detecting potential collisions be exercised on board an aircraft. This vigilance is important at all times including while operating on the movement area of an aerodrome.

Regulation (EU) No 923/2012

An aircraft shall not be operated in such proximity to other aircraft as to create a collision hazard.

Regulation (EU) 2020/469

(a)The aircraft that has the right-of-way shall maintain its heading and speed.

(b)An aircraft that is aware that the manoeuvrability of another aircraft is impaired shall give way to that aircraft.

(c)An aircraft that is obliged by the following rules to keep out of the way of another shall avoid passing over, under or in front of the other, unless it passes well clear and takes into account the effect of aircraft wake turbulence.

(1)Approaching head-on. When two aircraft are approaching head-on or approximately so and there is danger of collision, each shall alter its heading to the right.

(2)Converging. When two aircraft are converging at approximately the same level, the aircraft that has the other on its right shall give way, except as follows:

(i)power-driven heavier-than-air aircraft shall give way to airships, sailplanes and balloons;

(ii)airships shall give way to sailplanes and balloons;

(iii)sailplanes shall give way to balloons;

(iv)power-driven aircraft shall give way to aircraft which are seen to be towing other aircraft or objects.

(3)Overtaking. An overtaking aircraft is an aircraft that approaches another from the rear on a line forming an angle of less than 70 degrees with the plane of symmetry of the latter, i.e. is in such a position with reference to the other aircraft that at night it should be unable to see either of the aircraft’s left (port) or right (starboard) navigation lights. An aircraft that is being overtaken has the right-of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of the way of the other aircraft by altering its heading to the right, and no subsequent change in the relative positions of the two aircraft shall absolve the overtaking aircraft from this obligation until it is entirely past and clear.

(i)Sailplanes overtaking. A sailplane overtaking another sailplane may alter its course to the right or to the left.

(4)Landing. An aircraft in flight, or operating on the ground or water, shall give way to aircraft landing or in the final stages of an approach to land.

(i)When two or more heavier-than-air aircraft are approaching an aerodrome or an operating site for the purpose of landing, aircraft at the higher level shall give way to aircraft at the lower level, but the latter shall not take advantage of this rule to cut in front of another which is in the final stages of an approach to land, or to overtake that aircraft. Nevertheless, power-driven heavier-than-air aircraft shall give way to sailplanes.

(ii)Emergency landing. An aircraft that is aware that another is compelled to land shall give way to that aircraft.

(5)Taking off. An aircraft taxiing on the manoeuvring area of an aerodrome shall give way to aircraft taking off or about to take off.

(d)Surface movement of aircraft, persons and vehicles.

(1)In case of danger of collision between two aircraft taxiing on the movement area of an aerodrome or equivalent part of an operating site, the following shall apply:

(i)when two aircraft are approaching head on, or approximately so, each shall stop or where practicable alter its course to the right so as to keep well clear;

(ii)when two aircraft are on a converging course, the one which has the other on its right shall give way;

(iii)an aircraft which is being overtaken by another aircraft shall have the right-of-way and the overtaking aircraft shall keep well clear of the other aircraft.

(2)At a controlled aerodrome an aircraft taxiing on the manoeuvring area shall stop and hold at all runway-holding positions unless an explicit clearance to enter or cross the runway has been issued by the aerodrome control tower.

(3)An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars and may proceed further in accordance with (2) when the lights are switched off.

(4)Movement of persons and vehicles at aerodromes:

(i)The movement of persons or vehicles, including towed aircraft, on the manoeuvring area of an aerodrome shall be controlled by the aerodrome control tower as necessary to avoid hazard to them or to aircraft landing, taxiing or taking off.

(ii)In conditions where low visibility procedures are in operation:

(A)persons and vehicles operating on the manoeuvring area of an aerodrome shall be restricted to the essential minimum and particular regard shall be given to the requirements to protect the critical and sensitive area(s) of radio navigation aids;

(B)subject to the provisions of point (iii), the method or methods to separate vehicles and taxiing aircraft shall be as specified by the air navigation service provider (‘ANSP’) and approved by the competent authority taking into account the aids available;

(C)when mixed ILS and MLS Category II or Category III precision instrument operations are taking place to the same runway continuously, the more restrictive ILS or MLS critical and sensitive areas shall be protected.

(iii)Emergency vehicles proceeding to the assistance of an aircraft in distress shall be afforded priority over all other surface movement traffic.

(iv)Subject to the provisions in (iii), vehicles on the manoeuvring area shall be required to comply with the following rules:

(A)vehicles and vehicles towing aircraft shall give way to aircraft which are landing, taking-off or taxiing;

(B)vehicles shall give way to other vehicles towing aircraft;

(C)vehicles shall give way to other vehicles in accordance with air traffic services unit instructions;

(D)notwithstanding the provisions of (A), (B) and (C), vehicles and vehicles towing aircraft shall comply with instructions issued by the aerodrome control tower.

ED Decision 2020/007/R

UNSERVICEABLE STOP BARS — CONTINGENCY MEASURES

In situations where the lit stop bars cannot be turned off because of a technical problem, the following contingency measures may, inter alia, be considered:

(a)physically disconnecting the respective lit stop bar from its power supply;

(b)physically obscuring the lights of the lit stop bar;

(c)using a different route, until the malfunctioning system has been repaired.

In case of implementation of (a) or (b), a marshaller or a follow-me vehicle may need to be provided to lead the aircraft to cross the stop bar. Moreover, in case of implementation of (b), care should be exercised to ensure correct implementation of the measure to avoid misunderstandings by the flight crew.

In any case, the measures taken should not undermine the principle that a lit stop bar must not be crossed.

ED Decision 2020/007/R

CONTROL OF PERSONS AND VEHICLES AT AERODROMES

In prescribing the separation method(s) between vehicles and taxiing aircraft, the availability of lighting, markings, signals and signage should normally be taken into account.

Regulation (EU) 2024/404

a)Except as provided for in point (b), a pilot in doubt as to the position of the aircraft with respect to the manoeuvring area shall immediately:

(1)stop the aircraft; and

(2)simultaneously notify the appropriate air traffic services unit of the circumstances (including the last known position).

(b)When a pilot is in doubt as to the position of the aircraft with respect to the manoeuvring area, but recognises that the aircraft is on a runway, the pilot shall immediately:

(1)notify the appropriate air traffic services unit of the circumstances (including the last known position);

(2)if able to locate a nearby suitable taxiway, vacate the runway as expeditiously as possible, unless otherwise instructed by the air traffic services unit; and then,

(3)stop the aircraft.

(c)A vehicle driver in doubt as to the position of the vehicle with respect to the manoeuvring area shall immediately:

(1)notify the appropriate air traffic services unit of the circumstances (including the last known position);

(2)simultaneously, unless otherwise instructed by the air traffic services unit, vacate the landing area, taxiway, or other part of the manoeuvring area, to a safe distance as expeditiously as possible; and then,

(3)stop the vehicle.

Regulation (EU) 2016/1185

(a)Except as provided by (e), at night all aircraft in flight shall display:

(1)anti-collision lights intended to attract attention to the aircraft; and

(2)except for balloons, navigation lights intended to indicate the relative path of the aircraft to an observer. Other lights shall not be displayed if they are likely to be mistaken for these lights.

(b)Except as provided by (e), at night:

(1)all aircraft moving on the movement area of an aerodrome shall display navigation lights intended to indicate the relative path of the aircraft to an observer and other lights shall not be displayed if they are likely to be mistaken for these lights;

(2)unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure, as far as practicable;

(3)all aircraft taxiing or being towed on the movement area of an aerodrome shall display lights intended to attract attention to the aircraft; and

(4)all aircraft on the movement area of an aerodrome whose engines are running shall display lights which indicate that fact.

(c)Except as provided by (e), all aircraft in flight and fitted with anti-collision lights to meet the requirement of (a)(1) shall display such lights also during day.

(d)Except as provided by (e), all aircraft:

(1)taxiing or being towed on the movement area of an aerodrome and fitted with anti-collision lights, to meet the requirement of (b)(3); or

(2)on the movement area of an aerodrome and fitted with lights to meet the requirement of (b)(4);

shall display such lights also during day.

(e)A pilot shall be permitted to switch off or reduce the intensity of any flashing lights fitted to meet the requirements of (a), (b), (c) and (d) if they do or are likely to:

(1)adversely affect the satisfactory performance of duties; or

(2)subject an outside observer to harmful dazzle.

ED Decision 2013/013/R

GENERAL

Lights fitted for other purposes, such as landing lights and airframe floodlights, may be used in addition to the anti-collision lights to enhance aircraft conspicuity.

ED Decision 2013/013/R

BALLOONS LIGHTS

The anti-collision light required for free manned balloons which are certified for VFR at night in accordance with CS 31HB/GB.65 Night lighting should be considered as acceptable means to comply with SERA.3215(a)(1).

ED Decision 2013/013/R

BALLOONS LIGHTS

The technical specifications that such anti-collision lights specified in AMC1 SERA 3215(a)(1) need to meet can be found in the special conditions ‘SC D-01 31HB_GB External and Internal Lights for Free Balloon Night Flight Issue 2’⁹.

Regulation (EU) No 923/2012

An aircraft shall not be flown under simulated instrument flight conditions unless:

(a)fully functioning dual controls are installed in the aircraft; and

(b)an additional qualified pilot (in this rule called a safety pilot) occupies a control seat to act as safety pilot for the person who is flying under simulated instrument conditions. The safety pilot shall have adequate vision forward and to each side of the aircraft, or a competent observer in communication with the safety pilot shall occupy a position in the aircraft from which the observer’s field of vision adequately supplements that of the safety pilot.

ED Decision 2013/013/R

SAFETY PILOT

(a)For the purposes of this rule a safety pilot is a pilot who holds a licence which entitles him/her to act as pilot-in-command of the aircraft and is able and prepared to take control of the aircraft at any time during the flight. The safety pilot will maintain lookout, or a competent observer in case the safety pilot does not have full vision of each side of the aircraft, and avoid collisions on behalf of the person flying under simulated instrument conditions.

(b)A control seat is a seat which affords the person sitting in it sufficient access to the flying controls so as to enable him/her to fly the aircraft unimpeded.

Regulation (EU) No 923/2012

An aircraft operated on or in the vicinity of an aerodrome shall:

(a)observe other aerodrome traffic for the purpose of avoiding collision;

(b)conform with or avoid the pattern of traffic formed by other aircraft in operation;

(c)except for balloons, make all turns to the left, when approaching for a landing and after taking off, unless otherwise indicated, or instructed by ATC;

(d)except for balloons, land and take off into the wind unless safety, the runway configuration, or air traffic considerations determine that a different direction is preferable.

Regulation (EU) No 923/2012

(a)When two aircraft or an aircraft and a vessel are approaching one another and there is a risk of collision, the aircraft shall proceed with careful regard to existing circumstances and conditions including the limitations of the respective craft.

(1)Converging. An aircraft which has another aircraft or a vessel on its right shall give way so as to keep well clear.

(2)Approaching head-on. An aircraft approaching another aircraft or a vessel head-on, or approximately so, shall alter its heading to the right to keep well clear.

(3)Overtaking. The aircraft or vessel which is being overtaken has the right of way, and the one overtaking shall alter its heading to keep well clear.

(4)Landing and taking off. Aircraft landing on or taking off from the water shall, in so far as practicable, keep well clear of all vessels and avoid impeding their navigation.

(b)Lights to be displayed by aircraft on the water. At night or during any other period prescribed by the competent authority, all aircraft on the water shall display lights as required by the Convention on the International Regulations for Preventing Collisions at Sea, 1972, unless it is impractical for them to do so, in which case they shall display lights as closely similar as possible in characteristics and position to those required by the International Regulations.

ED Decision 2013/013/R

INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA

In addition to the provisions of SERA.3230, rules set forth in the International Regulations for Preventing Collisions at Sea, developed by the International Conference on Revision of the International Regulations for Preventing Collisions at Sea (London, 1972), may be applicable in certain cases.

ED Decision 2013/013/R

LIGHTS TO BE DISPLAYED BY AIRCRAFT ON THE WATER

The International Regulations for Preventing Collisions at Sea specify that the rules concerning lights shall be complied with from sunset to sunrise. Any lesser period between sunset and sunrise established in accordance with SERA.3230(b) cannot, therefore, be applied in areas where the International Regulations for Preventing Collisions at Sea apply, e.g. on the high seas.

CHAPTER 3 Signals

Regulation (EU) No 923/2012

(a)Upon observing or receiving any of the signals given in Appendix 1, aircraft shall take such action as may be required by the interpretation of the signal given in that Appendix.

(b)The signals of Appendix 1 shall, when used, have the meaning indicated therein. They shall be used only for the purpose indicated and no other signals likely to be confused with them shall be used.

(c)A signalman/marshaller shall be responsible for providing standard marshalling signals to aircraft in a clear and precise manner using the signals shown in Appendix 1.

(d)Only persons trained, qualified and approved as required by the relevant Union or national legislation shall carry out the functions of a signalman/marshaller.

(e)The signalman/marshaller shall wear a distinctive fluorescent identification vest to allow the flight crew to identify that he or she is the person responsible for the marshalling operation.

(f)Daylight-fluorescent wands, table-tennis bats or gloves shall be used for all signalling by all participating ground staff during daylight hours. Illuminated wands shall be used at night or in low visibility.

CHAPTER 4 Time

Regulation (EU) No 923/2012

(a)Coordinated Universal Time (UTC) shall be used and shall be expressed in hours and minutes and, when required, seconds of the 24-hour day beginning at midnight.

(b)A time check shall be obtained prior to operating a controlled flight and at such other times during the flight as may be necessary.

(c)Wherever time is utilised in the application of data link communications, it shall be accurate to within 1 second of UTC.

(d)Time in air traffic services

(1)Aerodrome control towers shall, prior to an aircraft taxiing for take-off, provide the pilot with the correct time, unless arrangements have been made for the pilot to obtain it from other sources. Air traffic services units shall, in addition, provide aircraft with the correct time on request. Time checks shall be given at least to the nearest minute.

ED Decision 2013/013/R

TIME IN AIR TRAFFIC SERVICES

In most cases the correct time is obtained through alternative arrangements. The existence of such arrangements should be indicated in the State Aeronautical Information Publication (AIP).

SECTION 4 Flight plans

Regulation (EU) 2023/1772

(a)Information relative to an intended flight or portion of a flight, to be provided to air traffic services units, shall be in the form of a flight plan. The term ‘flight plan’ is used to mean variously, full information on all items comprised in the flight plan description, covering the whole route of a flight, or limited information required, inter alia, when the purpose is to obtain a clearance for a minor portion of a flight such as to cross an airway, to take off from, or to land at a controlled aerodrome.

(b)A flight plan shall be submitted prior to operating:

(1)any flight or portion thereof to be provided with air traffic control service;

(2)any IFR flight within advisory airspace;

(3)any flight within or into areas, or along routes designated by the competent authority, to facilitate the provision of flight information, alerting and search and rescue services;

(4)any flight within or into areas or along routes designated by the competent authority, to facilitate coordination with appropriate military units or with air traffic services units in adjacent States in order to avoid the possible need for interception for the purpose of identification;

(5)any flight across international borders, unless otherwise prescribed by the States concerned;

(6)any flight planned to operate at night, if leaving the vicinity of an aerodrome.

(c)A flight plan shall be:

(1)submitted, before departure:

(i)to the Network Manager directly or via an air traffic services reporting office, in accordance with the operations manuals containing the necessary instructions and information developed and maintained by the Network Manager, if there is the intent for the flight to operate in accordance with IFR for a portion, or the entire route, of the flight within the single European sky airspace; or

(ii)to an air traffic services reporting office for other cases;

(2)transmitted, during flight, to the appropriate air traffic services unit or air–ground control radio station.

(d)Unless a shorter period of time has been prescribed by the competent authority for domestic VFR flights, a flight plan for any flight planned to operate across international borders or to be provided with air traffic control service or air traffic advisory service shall be submitted as follows:

(1)not more than 120 hours before the estimated off-block time;

(2)at least 3 hours before the estimated off-block time for flights that may be subject to air traffic flow management measures;

(3)at least 60 minutes before departure for all other flights not covered in point (2); or

(4)if submitted during flight, at a time which ensures its receipt by the appropriate ATS unit, at least 10 minutes before the aircraft is estimated to reach:

(i)the intended point of entry into a control area or advisory area; or

(ii)the point of crossing an airway or advisory route.

(e)For flights operated partially or entirely in accordance with IFR, entering the area of responsibility of an air traffic services unit, for which no flight plan has previously been received from the Network Manager, the unit concerned shall transmit to the Network Manager the aircraft identification, aircraft type, point of entry to its area of responsibility, time and flight level at that point, route and destination aerodrome of the flight.

(f)Requirements laid down in points (c), (d), and (e) shall not apply in the Single European Sky airspace that is not part of the ICAO EUR region.

ED Decision 2013/013/R

GENERAL

(a)A flight plan may cover only part of a flight, as necessary, to describe that portion of the flight or those manoeuvres which are subject to air traffic control.

(b)The term ‘submit a flight plan’ refers to the action by the pilot or the operator to provide ATS with flight plan information. The term ‘filed flight plan’ refers to the flight plan as received and accepted by ATS whereas ‘transmit a flight plan’ refers to the action by a pilot to submit the flight plan, or submit abbreviated flight plan by radiotelephony to the ATS unit concerned.

ED Decision 2016/023/R

In cases where no air traffic services (ATS) reporting office has been established, the flight plan should be submitted to the ATS unit performing the functions of such an office, or via approved direct methods as indicated in the aeronautical information publication (AIP).

Regulation (EU) 2024/1111

(a)A flight plan shall include all information considered relevant by the competent authority as regards the following:

(1)aircraft identification;

(2)flight rules and type of flight;

(3)number and type(s) of aircraft and wake turbulence category;

(4)aircraft equipment and capabilities;

(5)departure aerodrome or operating site;

(6)estimated off-block date and time;

(7)cruising speed(s);

(8)cruising level(s);

(9)route to be followed;

(10)destination aerodrome or operating site and total estimated elapsed time;

(11)alternate aerodrome(s) or operating site(s);

(12)Fuel/energy endurance;

(13)total number of persons on board;

(14)emergency and survival equipment, including ballistic parachute recovery system;

(15)other information.

(b)For flight plans submitted during flight, the departure aerodrome or operating site provided shall be the location from which supplementary information concerning the flight may be obtained, if required. Additionally, the information to be provided in lieu of the estimated off-block time shall be the time over the first point of the route to which the flight plan relates.

ED Decision 2013/013/R

ABBREVIATED FLIGHT PLAN

An abbreviated flight plan transmitted in the air by radiotelephony for the crossing of controlled airspace, or any other areas or routes designated by the competent authority, normally contains, as a minimum: call sign, type of aircraft, point of entry, point of exit and level. Additional elements may be required by the competent authority.

ED Decision 2016/023/R

INFORMATION ABOUT THE OPERATOR IN THE FLIGHT PLAN IN CASE OF PROVIDING ALERTING SERVICE

According to ICAO Annex 11, an ATS unit shall, when practicable, inform the aircraft operator when an alerting service is provided to an aircraft. In order to facilitate quick and effective coordination, it is advisable to provide in the flight plan (item 18 ‘Other information’) information sufficient to enable the ATS unit to contact the on-duty staff of the aircraft operator if such information has not been provided to the ATS unit by other means.

ED Decision 2024/007/R

BALLISTIC PARACHUTE RECOVERY SYSTEM

The information on ballistic parachute recovery systems may be included in the field for remarks under Item 19 of the ICAO model flight plan, as specified in Appendix 6 ‘COMPLETION OF A FLIGHT PLAN’ to the Annex to Commission Implementing Regulation (EU) No 923/2012.

Regulation (EU) 2023/1772

(a)A flight plan shall contain information, as applicable, on relevant items listed in point SERA.4005(a)(1) to (11) regarding the whole route or the portion thereof for which the flight plan is submitted.

(b)Aircraft operators, flight plan originators and air traffic services units following the necessary instructions referred to in point SERA.4001(c)(1)(i) shall comply with the following:

(1)the instructions for completion of the flight plan form contained in Appendix 6;

(2)any constraints identified in relevant Aeronautical Information Publications (AIPs).

(c)Aircraft operators, or the agents that act on their behalf, which intend to operate within the single European sky airspace for a portion of or the entire route in accordance with IFR shall insert the appropriate indicator for the aircraft equipment available on board and its capabilities in accordance with Commission Implementing Regulation (EU) 2023/1770¹⁰ in the relevant item in the flight plan as required in point SERA.4005(a)(4).

(d)Operators of aircraft not equipped in accordance with Implementing Regulation (EU) 2023/1770 which intend to operate within the single European sky airspace shall insert the appropriate indicator for the aircraft equipment available on board and its capabilities, and any potential exemptions in the relevant items in the flight plan as per points SERA.4005(a)(4) and SERA.4005(a)(15) respectively. The flight plan shall, in addition, contain information, as applicable, on all other items when so prescribed by the competent authority or when otherwise deemed necessary by the person submitting the flight plan.

Regulation (EU) 2023/1772

(a)The Network Manager, for the portion of the route operated in accordance with IFR, and the air traffic services reporting office shall take the necessary measures to ensure that when a flight plan is received, or when changes are made to it, it is:

(1)in compliance with the applicable format and data conventions;

(2)complete and, to the extent possible, accurate;

(3)if necessary, made acceptable to the air traffic services; and

(4)accepted, or the changes made to it are also accepted, and this is indicated to the originator of the flight plan.

(b)ATC units shall provide the Network Manager with any necessary changes of a flight plan affecting items related to the route or flight level as listed in point SERA.4005(a)(1) to (10) that could affect the safe conduct of a flight, for flight plans and associated update messages previously received by them from the Network Manager. No other changes to, or cancellation of, a flight plan shall be made by an ATC unit in the pre-flight phase without coordination with the aircraft operator.

(c)The Network Manager shall communicate to all affected ATS units the accepted flight plan and any accepted pre-flight-phase changes made to the items listed in point SERA.4005(a)(1) to (10) of the flight plan and associated update messages.

(d)The Network Manager shall communicate to the aircraft operator any necessary pre-flight-phase changes made to the flight plan affecting items listed in point SERA.4005(a)(1) to (10) related to the route or flight level that could affect the safe conduct of a flight, for flight plans and associated update messages previously received.

(e)The originator of a flight plan, when not being the aircraft operator or the pilot, shall ensure that the conditions of acceptance of a flight plan and any necessary changes to these conditions as notified by the Network Manager for the portion of the flight operated in accordance with IFR, or by the air traffic services reporting offices, are made available to the aircraft operator or the pilot that has submitted the flight plan.

(f)The aircraft operator shall ensure that the conditions of acceptance of a flight plan and any necessary changes to it as notified by the Network Manager or by the air traffic services reporting office to the originator of the flight plan are incorporated into the planned flight operation and communicated to the pilot.

(g)The aircraft operator shall ensure prior to the operation of the flight that the content of the flight plan correctly reflects the operational intentions.

(h)The Network Manager shall process and distribute the information on the 8,33 kHz channel spacing capability received in the flight plans.

(i)Requirements laid down in points (a) to (h) shall not apply in the Single European Sky airspace that is not part of the ICAO EUR region.

Regulation (EU) 2024/1111

(a)All changes to a flight plan submitted for an IFR flight, or a VFR flight operated as a controlled flight, shall be reported:

(1)during the pre-flight phase, to the Network Manager for flights intended to operate in accordance with IFR for a portion of or the entire route, and to air traffic services reporting offices as soon as practicable;

(2)during the flight, subject to the provisions of point SERA.8020(b), to the appropriate air traffic services unit.

For other VFR flights, significant changes to a flight plan shall be reported as soon as practicable to the appropriate air traffic services unit.

(b)In the event of a delay of 30 minutes in excess of the estimated off-block time for a controlled flight or a delay of 1 hour for an uncontrolled flight for which a flight plan has been submitted, the flight plan shall be amended, or a new flight plan submitted, and the old flight plan cancelled, whichever is applicable. For any flight operated in accordance with IFR, delays of more than 15 minutes shall be communicated to the Network Manager.

(c)In the case of a change in the aircraft equipment and its capability status for a flight, aircraft operators, or the agents that act on their behalf, shall send a modification message to the Network Manager or the air traffic services reporting offices with the appropriate indicator inserted in the relevant item of the flight plan form.

(d)Information submitted prior to departure regarding fuel or energy endurance or total number of persons carried on board, if incorrect at time of departure, constitutes a significant change to the flight plan and as such shall be reported.

(e)Requirements laid down in points (a) to (d) shall not apply in Single European Sky airspace that is not part of the ICAO EUR region.

Regulation (EU) No 923/2012

(a)An arrival report shall be made in person, by radiotelephony, via data link or by other means as prescribed by the competent authority at the earliest possible moment after landing, to the appropriate air traffic services unit at the arrival aerodrome, by any flight for which a flight plan has been submitted covering the entire flight or the remaining portion of a flight to the destination aerodrome.

(1)Submission of an arrival report is not required after landing on an aerodrome where air traffic services are provided on condition that radio communication or visual signals indicate that the landing has been observed.

(b)When a flight plan has been submitted only in respect of a portion of a flight, other than the remaining portion of a flight to destination, it shall, when required, be closed by an appropriate report to the relevant air traffic services unit.

(c)When no air traffic services unit exists at the arrival aerodrome or operating site, the arrival report, when required, shall be made as soon as practicable after landing and by the quickest means available to the nearest air traffic services unit.

(d)When communication facilities at the arrival aerodrome or operating site are known to be inadequate and alternate arrangements for the handling of arrival reports on the ground are not available, the following action shall be taken. Immediately prior to landing the aircraft shall, if practicable, transmit to the appropriate air traffic services unit, a message comparable to an arrival report, where such a report is required. Normally, this transmission shall be made to the aeronautical station serving the air traffic services unit in charge of the flight information region in which the aircraft is operated.

(e)Arrival reports made by aircraft shall contain the following elements of information:

(1)aircraft identification;

(2)departure aerodrome or operating site;

(3)destination aerodrome or operating site (only in the case of a diversionary landing);

(4)arrival aerodrome or operating site;

(5)time of arrival.

ED Decision 2013/013/R

ARRIVAL REPORTS

Whenever an arrival report is required, failure to comply with the provisions of SERA.4020 may cause serious disruption in the air traffic services and incur great expenses in carrying out unnecessary search and rescue operations.

SECTION 5 Visual meteorological conditions, visual flight rules, special VFR and instrument flight rules

Regulation (EU) 2016/1185

VMC visibility and distance from cloud minima are contained in Table S5-1.

(*)When the height of the transition altitude is lower than 3 050 m (10 000 ft) AMSL, FL 100 shall be used in lieu of 10 000 ft.

(**)The VMC minima in Class A airspace are included for guidance to pilots and do not imply acceptance of VFR flights in Class A airspace.

(***)When so prescribed by the competent authority:

(a)flight visibilities reduced to not less than 1 500 m may be permitted for flights operating:

(1)at speeds of 140 kts IAS or less to give adequate opportunity to observe other traffic or any obstacles in time to avoid collision; or

(2)in circumstances in which the probability of encounters with other traffic would normally be low, e.g. in areas of low volume traffic and for aerial work at low levels;

(b)helicopters may be permitted to operate in less than 1 500 m but not less than 800 m flight visibility, if manoeuvred at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision.

ED Decision 2025/012/R

FLIGHT VISIBILITY — MANNED VCA

Until sufficient safety data related to operations with manned VCA is available, manned VCA should not be operated with less than 1 500 m flight visibility.

Regulation (EU) 2024/404

(a)Except when operating as a special VFR flight, VFR flights shall be conducted so that the aircraft is flown in conditions of visibility and distance from clouds equal to or greater than those specified in Table S5-1.

(b)Except when a clearance is obtained from an air traffic control unit, VFR flights shall not take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit, when the reported meteorological conditions at that aerodrome are below the following minima:

(1)the ceiling is less than 450 m (1 500 ft); or

(2)the ground visibility is less than 5 km.

(c)When so prescribed by the competent authority, VFR flights at night may be permitted under the following conditions:

(1)if leaving the vicinity of an aerodrome, a flight plan shall be submitted in accordance with SERA.4001(b)(6);

(2)flights shall establish and maintain two-way radio communication on the appropriate ATS communication channel, when available;

(3)the VMC visibility and distance from cloud minima as specified in Table S5-1 shall apply except that:

(i)the ceiling shall not be less than 450 m (1 500 ft);

(ii)the reduced flight visibility provisions specified in Table S5-1(a) and (b) shall not apply;

(iii)in airspace classes B, C, D, E, F and G, at and below 900 m (3 000 ft) AMSL or 300 m (1 000 ft) above terrain, whichever is the higher, the pilot shall maintain continuous sight of the surface; and

(iv)[Deleted.]

(v)for mountainous area, higher VMC visibility and distance from cloud minima may be prescribed by the competent authority;

(4)[Deleted.]

(5)except when necessary for take-off or landing, or except when specifically authorised by the competent authority, a VFR flight at night shall be flown at a level which is not below the minimum flight altitude established by the State whose territory is overflown, or, where no such minimum flight altitude has been established:

(i)over high terrain or in mountainous areas, at a level which is at least 600 m (2 000 ft) above the highest obstacle located within 8 km of the estimated position of the aircraft;

(ii)elsewhere than as specified in i), at a level which is at least 300 m (1 000 ft) above the highest obstacle located within 8 km of the estimated position of the aircraft.

(d)VFR flights shall not be operated:

(1)at transonic and supersonic speeds unless authorised by the competent authority;

(2)above FL 195. Exceptions to this requirement are the following:

(i)an airspace reservation has been established, where practical, by the Member States, in which VFR flights may be allowed; or

(ii)airspace up to and including flight level 285, when VFR traffic in that airspace has been authorised by the responsible ATS unit in accordance with the authorisation procedures established by the Member States and published in the relevant aeronautical information publication.

(e)Authorisation for VFR flights to operate above FL 285 shall not be granted where a vertical separation minimum of 300 m (1 000 ft) is applied above FL 290.

(f)Except when necessary for take-off or landing, or except by permission from the competent authority, a VFR flight shall not be flown:

(1)over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a height less than 300 m (1 000 ft) above the highest obstacle within a radius of 600 m from the aircraft;

(2)elsewhere than as specified in (1), at a height less than 150 m (500 ft) above the ground or water, or 150 m (500 ft) above the highest obstacle within a radius of 150 m (500 ft) from the aircraft.

(g)Except where otherwise indicated in air traffic control clearances or specified by the competent authority, VFR flights in level cruising flight when operated above 900 m (3000 ft) from the ground or water, or a higher datum as specified by the competent authority, shall be conducted at a cruising level appropriate to the track as specified in the table of cruising levels in Appendix 3.

(h)VFR flights shall comply with the provisions of Section 8:

(1)when operated within Classes B, C and D airspace;

(2)when forming part of aerodrome traffic at controlled aerodromes; or

(3)when operated as special VFR flights.

(i)A VFR flight operating within or into areas or along routes designated by the competent authority, in accordance with SERA.4001(b)(3) or (4), shall maintain continuous air-ground voice communication watch on the appropriate communication channel of, and report its position as necessary to, the air traffic services unit providing flight information service.

(j)An aircraft operated in accordance with the visual flight rules which wishes to change to compliance with the instrument flight rules shall:

(1)if a flight plan was submitted, communicate the necessary changes to be effected to its current flight plan; or

(2)as required by SERA.4001(b), submit a flight plan to the appropriate air traffic services unit as soon as practicable and obtain a clearance prior to proceeding IFR when in controlled airspace.

ED Decision 2016/023/R

NIGHT VFR ON TOP

When flying in airspace classes B, C, D, E, F, or G, more than 900 m (3 000 ft) above mean sea level (MSL) or 300 m (1 000 ft) above terrain, whichever is higher, the pilot may elect to fly above a cloud layer (VFR on top). When making the decision on whether to fly above or below a cloud at night, consideration should be given at least but not limited to the following:

(a)The likelihood of weather at destination allowing a descent in visual conditions;

(b)Lighting conditions below and above the cloud layer;

(c)The likelihood of the cloud base descending, if flight below cloud is chosen, thus resulting in terrain clearance being lost;

(d)The possibility of flight above the cloud leading to flight between converging cloud layers;

(e)The possibility of successfully turning back and returning to an area where continuous sight of surface can be maintained; and

(f)The possibilities for the pilot to establish their location at any point of the route to be flown, taking into consideration also the terrain elevation and geographical and man-made obstacles.

ED Decision 2013/013/R

VFR MINIMUM HEIGHTS — PERMISSION FROM THE COMPETENT AUTHORITY

The competent authority should specify the conditions under which the permission is or may be granted, including the minimum heights above the terrain, water or the highest obstacle within a radius of 150 m (500 ft) from an aircraft practising forced landings, a balloon or an aircraft executing ridge or hill soaring.

ED Decision 2013/013/R

VFR MINIMUM HEIGHTS — PERMISSION FROM THE COMPETENT AUTHORITY

Subject to an appropriate safety assessment, permission from the competent authority may also be granted for cases like:

(a)aircraft operating in accordance with the procedure promulgated for the notified route being flown;

(b)helicopters operating at a height that will permit, in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface;

(c)aircraft picking up or dropping tow ropes, banners or similar articles at an aerodrome;

(d)any other flights not specified above, where specific exemption is required to accomplish a specific task.

Regulation (EU) 2024/404

Special VFR flights may be authorised to operate within a control zone, subject to an ATC clearance. Except when otherwise permitted by the competent authority for helicopters in special cases such as, but not limited to, police, medical, search and rescue operations and firefighting flights, the following additional conditions shall apply:

(a)such special VFR flights may be conducted during day only, unless otherwise permitted by the competent authority;

(b)by the pilot:

(1)clear of cloud and with the surface in sight;

(2)the flight visibility is not less than 1 500 m or, for helicopters, not less than 800 m;

(3)fly at a speed of 140 kts IAS or less to give adequate opportunity to observe other traffic and any obstacles in time to avoid a collision; and

(c)an air traffic control unit shall not issue a special VFR clearance to aircraft to take off or land at an aerodrome within a control zone, or enter the aerodrome traffic circuit within a control zone, when the reported meteorological conditions at that aerodrome are below the following minima:

(1)the ground visibility is less than 1 500 m or, for helicopters, less than 800 m;

(2)the ceiling is less than 180 m (600 ft).

ED Decision 2016/023/R

The list of type of operations subject to permit by the competent authority to deviate from the requirements for special visual flight rules (VFR) flights is not exhaustive. The competent authority may grant a permit for other kind of helicopter operations such as power line inspections, helicopter hoist operations, etc.

ED Decision 2016/023/R

When assessing the prevailing flight visibility, the pilots should use their best judgement. The assessment should be based, for example, on the pilot’s overall flight experience, knowledge of local conditions and procedures, visible landmarks, etc. Furthermore, the pilot should possess the latest weather observations and forecasts.

ED Decision 2016/023/R

SPEED LIMIT TO BE APPLIED BY HELICOPTER PILOTS

The 140 kt-speed should not be used by helicopters operating at a visibility below 1 500 m. In such case, a lower speed appropriate to the actual conditions should be applied by the pilot.

ED Decision 2013/013/R

SPEED LIMIT TO BE APPLIED BY HELICOPTER PILOTS

The 140 kt speed is to be considered as an absolute maximum acceptable speed in order to maintain an acceptable level of safety when the visibility is 1 500 m or more. Lower speeds should be applied according to elements such as local conditions, number and experience of pilots on board, using the guidance of the table below:

ED Decision 2024/007/R

ISSUANCE OF SPECIAL VFR CLEARANCE

When the reported ground visibility at the aerodrome is less than 1 500 m, ATC may issue a special VFR clearance for a flight crossing the control zone and not intending to land at an aerodrome within the control zone, or enter the aerodrome traffic circuit when the flight visibility reported by the pilot is not less than 1 500 m, or, for helicopters, not less than 800 m.

Regulation (EU) 2016/1185

(a)Aircraft equipment

Aircraft shall be equipped with suitable instruments and with navigation equipment appropriate to the route to be flown and in accordance with the applicable air operations legislation.

(b)Minimum levels

Except when necessary for take-off or landing, or except when specifically authorised by the competent authority, an IFR flight shall be flown at a level which is not below the minimum flight altitude established by the State whose territory is overflown, or, where no such minimum flight altitude has been established:

(1)over high terrain or in mountainous areas, at a level which is at least 600 m (2 000 ft) above the highest obstacle located within 8 km of the estimated position of the aircraft;

(2)elsewhere than as specified in (1), at a level which is at least 300 m (1 000 ft) above the highest obstacle located within 8 km of the estimated position of the aircraft.

(c)Change from IFR flight to VFR flight

(1)An aircraft electing to change the conduct of its flight from compliance with the instrument flight rules to compliance with the visual flight rules shall notify the appropriate air traffic services unit specifically that the IFR flight is cancelled and communicate thereto the changes to be made to its current flight plan.

(2)When an aircraft operating under the instrument flight rules is flown in or encounters visual meteorological conditions it shall not cancel its IFR flight unless it is anticipated, and intended, that the flight will be continued for a reasonable period of time in uninterrupted visual meteorological conditions.

(3)Change from IFR flight to VFR flight shall only be acceptable when a message initiated by the pilot-in-command containing the specific expression ‘CANCELLING MY IFR FLIGHT’, together with the changes, if any, to be made to the current flight plan, is received by an ATS unit. No invitation to change from IFR flight to VFR flight shall be made by ATS either directly or by inference.

ED Decision 2013/013/R

MINIMUM LEVELS

When determining which are the highest obstacles within 8 km of the estimated position of the aircraft, the estimate will take account of the navigational accuracy which can be achieved on the relevant route segment, having regard to the navigational facilities available on the ground and in the aircraft.

ED Decision 2016/023/R

No reply, other than the acknowledgment ‘IFR FLIGHT CANCELLED AT ... (time)’, should normally be made by an ATS unit.

Regulation (EU) No 923/2012

(a)IFR flights shall comply with the provisions of Section 8 when operated in controlled airspace.

(b)An IFR flight operating in cruising flight in controlled airspace shall be flown at a cruising level, or, if authorised by ATS unit to employ cruise climb techniques, between two levels or above a level, selected from the table of cruising levels in Appendix 3, except that the correlation of levels to track prescribed therein shall not apply whenever otherwise indicated in air traffic control clearances or specified by the competent authority in aeronautical information publications.

Regulation (EU) No 923/2012

(a)Cruising levels

An IFR flight operating in level cruising flight outside of controlled airspace shall be flown at a cruising level appropriate to its track as specified in the table of cruising levels in Appendix 3, except when otherwise specified by the competent authority for flight at or below 900 m (3 000 ft) above mean sea level.

(b)Communications

An IFR flight operating outside controlled airspace but within or into areas, or along routes, designated by the competent authority in accordance with SERA.4001(b)(3) or (4) shall maintain an air-ground voice communication watch on the appropriate communication channel and establish two-way communication, as necessary, with the air traffic services unit providing flight information service.

(c)Position reports

An IFR flight operating outside controlled airspace and required by the competent authority to maintain an air-ground voice communication watch on the appropriate communication channel and establish two-way communication, as necessary, with the air traffic services unit providing flight information service, shall report position, as specified in SERA.8025 for controlled flights.

ED Decision 2013/013/R

CRUISING LEVELS

Although an IFR flight operating in level cruising flight outside controlled airspace is to be flown at a cruising level appropriate to its track, as specified in the table of cruising levels, this does not preclude the use of cruise climb techniques.

ED Decision 2013/013/R

POSITION REPORTS

Aircraft electing to use the air traffic advisory service whilst operating under IFR within specified advisory airspace are expected to comply with the provisions of ‘Section 8 — Air traffic Control Service’, except that the flight plan and changes thereto are not subject to clearances and that two-way communication will be maintained with the unit providing the air traffic advisory service.

SECTION 6 Airspace classification

Regulation (EU) No 923/2012

(a)Member States shall designate airspace in accordance with the following airspace classification and in accordance with Appendix 4:

(1)Class A. IFR flights only are permitted. All flights are provided with air traffic control service and are separated from each other. Continuous air- ground voice communications are required for all flights. All flights shall be subject to ATC clearance.

(2)Class B. IFR and VFR flights are permitted. All flights are provided with air traffic control service and are separated from each other. Continuous air- ground voice communications are required for all flights. All flights shall be subject to ATC clearance.

(3)Class C. IFR and VFR flights are permitted. All flights are provided with 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 and traffic avoidance advice on request. Continuous air-ground voice communications are required for all flights. For VFR flights a speed limitation of 250 kts indicated airspeed (IAS) applies below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.

(4)Class D. IFR and VFR flights are permitted and all flights are provided with air traffic control service. IFR flights are separated from other IFR flights, receive traffic information in respect of VFR flights and traffic avoidance advice on request. VFR flights receive traffic information in respect of all other flights and traffic avoidance advice on request. Continuous air-ground voice communications are required for all flights and a speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.

(5)Class E. IFR and VFR flights are permitted. IFR flights are provided with air traffic control service and are separated from other IFR flights. All flights receive traffic information, as far as is practical. Continuous air-ground voice communications are required for IFR flights. A speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons cannot maintain this speed. All IFR flights shall be subject to ATC clearance. Class E shall not be used for control zones.

(6)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 requested. Continuous air-ground voice communications are required for IFR flights participating in the advisory service and all IFR flights shall be capable of establishing air-ground voice communications. A speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required.

(7)Class G. IFR and VFR flights are permitted and receive flight information service if requested. All IFR flights shall be capable of establishing air- ground voice communications. A speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required.

(8)Implementation of Class F shall be considered as a temporary measure until such time as it can be replaced by an alternative classification.

(b)The designation of the airspace classification shall be appropriate to the needs of the Member States, except that all airspace above FL 195 shall be classified as Class C airspace.

ED Decision 2013/013/R

GENERAL

Where ATS airspaces adjoin vertically, i.e. one above the other, flights at a common level should comply with the requirements of, and be given services applicable to, the less restrictive class of airspace.

ED Decision 2013/013/R

GENERAL

(a)Class B airspace is considered less restrictive than Class A airspace; Class C airspace less restrictive than Class B airspace, etc.

(b)The speed limitation of 250 kt for VFR flights in airspace Classes C, D, E, F, G and for IFR flights in airspace Classes D, E, F, G is intended to facilitate visual acquisition of flights which are not separated.

(c)Wherever there is a need to accommodate within a given airspace class operations compatible with a less restrictive class, the following may be used:

(1)reclassification of the airspace concerned;

(2)redesigning the volume of airspace concerned by defining airspace restrictions or reservations, or subvolumes of less restrictive classes of airspace (e.g. corridors).

ED Decision 2013/013/R

SPEED LIMITATION — SAFETY ASSESSMENT AND APPROVAL BY THE COMPETENT AUTHORITY

Approval by the competent authority of an alleviation of the 250 kt speed limitation below 3 050 m (10 000 ft) should be based on a safety assessment. The conditions for granting such alleviation should be specified in the Member State Aeronautical Information Publication (AIP).

ED Decision 2013/013/R

SPEED LIMITATION — SAFETY ASSESSMENT AND APPROVAL BY THE COMPETENT AUTHORITY

(a)The following should, as a minimum, be considered when developing the safety assessment:

(1)air traffic, airspace classes requirements, and airspace design, the procedures designed for the airspace, and the potential use of clearances to maintain own separation as described in GM1 to SERA.8005(b);

(2)the minimum safe speed stated in the approved Aircraft Flight Manual (AFM) of the relevant aircraft types.

(b)The safety assessment should be developed in coordination with the relevant airspace users.

(c)Coordination should be ensured with the affected airspace users who should provide the data necessary for the development of the safety assessment.

(d)The competent authority should ensure that the aircraft types eligible for such alleviation are specified in the Member State Aeronautical Information Publication.

ED Decision 2013/013/R

SPEED LIMITATION — SAFETY ASSESSMENT AND APPROVAL BY THE COMPETENT AUTHORITY

(a)For localised alleviations from the speed limitation, the safety assessment is normally conducted by the ATS provider and is subject to approval by the competent authority.

(b)Where alleviation is applied universally across the airspace of the Member State, the competent authority should ensure that appropriate safety assessment has been conducted.

ED Decision 2024/007/R

OPERATIONS IN CLASS F AIRSPACE

(a)Aircraft using the air traffic advisory service

IFR flights electing to use or required by the competent authority on the basis of regional air navigation agreements to use the air traffic advisory service when operating within Class F airspace should comply with the same procedures as those applying to controlled flights except that:

(1)the flight plan and changes thereto are not subjected to a clearance, since the unit furnishing air traffic advisory service will only provide advice on the presence of essential traffic or suggestions a possible course of action;

(2)it is for the aircraft to decide whether or not it will comply with the advice or suggestion received and to inform the unit providing air traffic advisory service, without delay, of its decision;

(3)air–ground contacts should be made with the air traffic services unit designated to provide air traffic advisory service within the advisory airspace or portion thereof.

(b)Aircraft not using the air traffic advisory service

(1)Aircraft wishing to conduct IFR flights within advisory airspace, but not electing to use the air traffic advisory service, should nevertheless submit a flight plan, and notify changes made thereto to the unit providing that service.

(2)IFR flights intending to cross an advisory route should do so 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 tables of cruising levels prescribed for use by IFR flights operating outside controlled airspace.

ED Decision 2024/007/R

AIR TRAFFIC ADVISORY SERVICE

The objective of the air traffic advisory service is to make information on collision hazards more effective than it would be in the mere provision of flight information service (FIS). It may be provided to aircraft conducting IFR flights in advisory airspace or on advisory routes (Class F airspace). Such areas or routes will be specified by the Member State concerned.

ED Decision 2024/007/R

FLIGHT PLAN CHANGES IN CLASS F AIRSPACE

It is assumed that a pilot will not effect a change in the current flight plan until they have notified the intended change to the appropriate air traffic services unit and, if practicable, have received acknowledgement or relevant advice.

ED Decision 2024/007/R

CLEARANCES TO FLIGHTS THAT OPERATE PARTIALLY IN CLASS F AIRSPACE

When a flight operates or is about to operate in a control area to continue eventually into an advisory area or along an advisory route, a clearance may be issued for the whole route, but the clearance as such, or revisions to it, applies only to those portions of the flight that are conducted within control areas and control zones. Advice or suggestions will be provided as necessary for the remaining portion(s) of the route.

ED Decision 2013/013/R

GENERAL

Class F airspace should only be implemented where the air traffic services are inadequate for the provision of air traffic control, and the limited advice on collision hazards otherwise provided by flight information service will not be adequate. Where air traffic advisory service is implemented, this should be considered as a temporary measure only until such time as it can be replaced by air traffic control service or, in cases where the traffic situation changes such that advisory service is no longer required, replaced by flight information service.

ED Decision 2013/013/R

DURATION OF TEMPORARY MEASURE

(a)When establishing Class F airspace, its intended temporary duration after which it should be replaced by an alternative classification should be specified in the AIP of the Member State.

(b)The intended temporary duration of Class F airspace should not be longer than 3 years.

EXAMPLE

(c)Certain CTR airspace may change its classification on a daily basis (e.g. from 06:00 to 20:00 the airspace is classified as Class A, and from 20:00 until 23:59 and from 00:00 until 05:59 is classified as Class F). In this case, the duration of these arrangements should not exceed 3 years.

Regulation (EU) 2021/666

(a)Radio mandatory zone (RMZ)

(1)VFR flights operating in parts of Classes E, F or G airspace and IFR flights operating in parts of Classes F or G airspace designated as a radio mandatory zone (RMZ) by the competent authority shall maintain continuous air-ground voice communication watch and establish two-way communication, as necessary, on the appropriate communication channel, unless in compliance with alternative provisions prescribed for that particular airspace by the ANSP.

(2)Before entering a radio mandatory zone, an initial call containing the designation of the station being called, call sign, type of aircraft, position, level, the intentions of the flight and other information as prescribed by the competent authority, shall be made by pilots on the appropriate communication channel.

(b)Transponder mandatory zone (TMZ)

All flights operating in airspace designated by the competent authority as a transponder mandatory zone (TMZ) shall carry and operate SSR transponders capable of operating on Modes A and C or on Mode S, unless in compliance with alternative provisions prescribed for that particular airspace by the ANSP.

(c)U-space airspace

Manned aircraft operating in airspace designated by the competent authority as a U-space airspace, and not provided with an air traffic control service by the ANSP, shall continuously make themselves electronically conspicuous to the U-space service providers.

(d)Airspaces designated as radio mandatory zone, transponder mandatory zone or U-space airspace shall be duly promulgated in the aeronautical information publications.

ED Decision 2022/024/R

MEANS OF TRANSMISSION OF INFORMATION AND INFORMATION TO BE TRANSMITTED

(a)Manned aircraft should transmit information through one or more of the following means to continuously make themselves electronically conspicuous to U-space service providers:

(1)A certified ADS-B Out system compliant with ICAO Annex 10 Volume IV Chapter 5
(Mode-S Extended Squitter).

(2)A certified ADS-B Out system compliant with ICAO Annex 10 Volume III Chapter 12 (Universal Access Transceiver) 12 months after its implementation and deployment for that purpose in all Member States.

(3)A system that transmits the information specified in Appendix 1 to this AMC using:

(i)a short-range device (SRD) 860 frequency band, and the information is transmitted in compliance with the format as documented in technical specification
ADS-L 4 SRD-860;

(ii)standardised mobile telecommunication network services coordinated for aerial use in the relevant decisions of the Electronic Communication Committee (ECC) of the European Conference of Postal and Telecommunications Administrations (CEPT), and the information is transmitted in compliance with the format as documented in technical specification ADS-L 4 MOBILE. The aircraft operator using application-based service should ensure that all other applications or functions that might run in the background are switched off or made inactive to limit in-flight transmissions to only those necessary to minimise interference through unpredictable data upload.

This option becomes applicable 6 months after the publication of the technical specification ADS-L 4 MOBILE.

The systems used for transmission in accordance with points (3)(i) and (ii) should bear an appropriate CE marking, and be either installed on the aircraft with the installation approved by the competent authority or carried on board the aircraft as non-installed equipment.

(b)The information specified in Appendix 1 to this AMC, and which is transmitted through a system referred to in points (3)(i) and (ii), shall be transmitted in a machine-readable format accessible to U-space service providers without any restrictions.