Easy Access Rules for Standardised European Rules of the Air

ED Decision 2021/014/R

The phraseology in AMC1 SERA.14001 does not include phrases and regular radiotelephony procedure words contained in SERA Section 14.

Words in parentheses indicate that specific information, such as a level, a place or a time, etc., must be inserted to complete the phrase, or alternatively that optional phrases may be used. Words in square parentheses indicate optional additional words or information that may be necessary in specific instances.

ED Decision 2021/014/R

The phraseologies listed in Appendix 1 to AMC1 SERA.14001 are organised per phases of flight or per use of specific communication, navigation and surveillance technologies that require the exchange of specific communication between ATS personnel or ground crew and flight crews.

With regard to the communications between flight crews and ATS personnel, the tables specify the ATS phraseologies to be used to perform ATC service or FIS functions respectively. Consequently, the two rightmost columns indicate which of the ATS phraseologies are to be used for ATC functions, for FIS functions, or for both ATC and FIS functions.

In general, the subject SERA phraseologies constitute a standardised core content of identified phrases for usual situations; they do not constitute an exhaustive list. When circumstances differ, pilots, ATS personnel and other ground crew will be expected to use plain language which should be as clear and concise as possible and, when applicable, in the level specified in the relevant rules on language proficiency.

ED Decision 2016/023/R

Messages concerning acts of unlawful interference constitute a case of exceptional circumstances which may preclude the use of recognised communication procedures used to determine message category and priority.

ED Decision 2016/023/R

When a general call ‘ALL STATIONS’ has been made, meaning that the call is addressed to all stations likely to intercept, no reply is expected unless individual stations are subsequently called to acknowledge receipt.

Regulation (EU) 2016/1185

(a)The categories of messages handled by the aeronautical mobile service, and the order of priority in the establishment of communications and the transmission of messages shall be in accordance with Table S14-1.

(b)Distress messages and distress traffic shall be handled in accordance with the provisions of point SERA.14095.

(c)Urgency messages and urgency traffic, including messages preceded by the medical transports signal, shall be handled in accordance with the provisions of point SERA.14095.

Regulation (EU) 2016/1185

Flight safety messages shall comprise the following:

(a)movement and control messages;

(b)messages originated by an aircraft operator or by an aircraft, of immediate concern to an aircraft in flight;

(c)meteorological advice of immediate concern to an aircraft in flight or about to depart (individually communicated or for broadcast);

(d)other messages concerning aircraft in flight or about to depart.

Regulation (EU) 2016/1185

(a)The air-ground radiotelephony communications shall be conducted in the English language or in the language normally used by the station on the ground.

(b)The English language shall be available, on request of any aircraft, at all stations on the ground serving designated aerodromes and routes used by international air services. Unless otherwise prescribed by the competent authority for specific cases, the English language shall be used for communications between the ATS unit and aircraft, at aerodromes with more than 50000 international IFR movements per year. Member States, where at the date of entry into force of this Regulation, the English language is not the only language used for communications between the ATS unit and aircraft at such aerodromes, may decide not to apply the requirement to use the English language and inform the Commission accordingly. In that case, those Member States shall, by 31 December 2017 at the latest, conduct a study on the possibility to require the use of the English language for communications between the ATS unit and aircraft at those aerodromes for reasons of safety, so as to avoid incursions of aircraft on an occupied runway or other safety risks, while taking into account the applicable provisions of Union and national law on the use of languages. They shall make that study public and communicate its conclusions to the Agency and the Commission.

(c)The languages available at a given station on the ground shall form part of the Aeronautical Information Publications and other published aeronautical information concerning such facilities.

ED Decision 2016/023/R

The competent authority should only prescribe other conditions for the use of English language at aerodromes with more than 50 000 international IFR movements per year for specific cases, based on an individual assessment of the local arrangements. In any case, deviation from the requirement should be limited to exceptional cases and should be accompanied with a safety assessment.

In States which decide not to apply the requirement to use the English language, the study referred to in SERA.14015 should include an independent and comprehensive assessment of the impact of not using English for air-ground radio communications. Such an assessment should in particular take into account:

(a)Any available accident and incident investigation reports at least at EU level, where the use of language has been identified as a contributing factor. For this purpose, the central repository created in accordance with Commission Regulations (EC) Nos 1321/2007 and 996/2010 for such reports should also be consulted.

(b)The proportion of pilots frequenting that airport, with English language proficiency endorsement.

(c)The proportion of pilots frequenting that airport, lacking language proficiency endorsement in the alternative language to be used.

(d)A consultation of flight crews operating at the airport in question, on their preferences and ability to use the languages in question.

(e)A consultation of the safety investigation authority.

ED Decision 2016/023/R

In addition to the requirement in SERA.14015, positive consideration should be given by competent authorities to the benefits of situational awareness which could improve safety on airports and relevant surrounding airspace sectors by extending the use of the English language on some safety critical frequencies at aerodromes and relevant surrounding airspace sectors also with less than 50 000 commercial IFR movements per year, but with international traffic, and a large majority of qualified pilots with acceptable level of English. This consideration would in particular encompass:

(a)use of a single frequency for all the safety-critical operations on a runway or a set of runways;

(b)the need to and feasibility of applying the requirement for English-only communications also to communications with vehicles in order to enhance situational awareness; and

(c)where this consideration could lead to a change in current communication arrangements, it should be based on the outcome of a local safety assessment.

ED Decision 2016/023/R

The competent authority should also consider extending the requirement for the use of English language to aerodromes with less than 50 000 international IFR movements per year based on local needs, such as seasonally high levels of international air traffic.

Regulation (EU) 2016/1185

When proper names, service abbreviations and words of which the spelling is doubtful are spelled out in radiotelephony, the alphabet in the Table S14-2 shall be used.

In the approximate representation using the Latin alphabet, syllables to be emphasised are underlined.

Regulation (EU) 2016/1185

(a)Use of ATS route designators in communications

(1)In voice communications, the basic letter of a designator shall be spoken in accordance with the spelling alphabet as defined in Table S14-2.

(2)Where the prefixes K, U or S are used, they shall, in voice communications, be spoken as follows:

(i)K — KOPTER

(ii)U — UPPER

(iii)S — SUPERSONIC

(b)The word ‘kopter’ shall be pronounced as in the word ‘helicopter’ and the words ‘upper’ and ‘supersonic’ as in the English language.

ED Decision 2016/023/R

LETTERS ‘F’ AND ‘G’

Where letters ‘F’ or ‘G’ are added after the basic designator of the ATS route in question, in order to indicate the type of service provided:

(a)letter ‘F’ indicates that on the route or portion thereof advisory service only is provided; and

(b)letter ‘G’ indicates that on the route or portion thereof flight information service only is provided,

(c)the flight crew are not required to use them in voice communications.

Regulation (EU) 2016/1185

Normally the plain language name for significant points marked by the site of a radio navigation aid, or the unique five-letter pronounceable ‘name-code’ for significant points not marked by the site of a radio navigation aid, shall be used to refer to the significant point in voice communications. If the plain language name for the site of a radio navigation aid is not used, it shall be replaced by the coded designator which, in voice communications, shall be spoken in accordance with the spelling alphabet.

Regulation (EU) 2016/1185

The plain language designator for standard instrument departure or arrival routes shall be used in voice communications.

ED Decision 2016/023/R

For the purpose of identification of routes, the words ‘departure’, ‘arrival’, and ‘visual’ are considered to be an integral element of the plain language designator.

Regulation (EU) 2024/404

(a)Transmission of numbers

(1)All numbers used in the transmission of aircraft call sign, headings, wind direction and speed, and runway shall be transmitted by pronouncing each digit separately.

(i)Flight levels shall be transmitted by pronouncing each digit separately, except for the case of flight levels in whole hundreds.

(ii)The altimeter setting shall be transmitted by pronouncing each digit separately, except for the case of a setting of 1 000 hPa, which shall be transmitted as “ONE THOUSAND”.

(iii)All numbers used in the transmission of transponder codes shall be transmitted by pronouncing each digit separately except that, when the transponder codes contain whole thousands only, the information shall be transmitted by pronouncing the digit in the number of thousands followed by the word “THOUSAND”.

(2)All numbers used in transmission of other information than those described in point (a)(1) shall be transmitted by pronouncing each digit separately, except that all numbers containing whole hundreds and whole thousands shall be transmitted by pronouncing each digit in the number of hundreds or thousands followed by the word ‘HUNDRED’ or ‘THOUSAND’, as appropriate. Combinations of thousands and whole hundreds shall be transmitted by pronouncing each digit in the number of thousands followed by the word ‘THOUSAND’, followed by the number of hundreds followed by the word ‘HUNDRED’.

(3)In cases where there is a need to clarify the number transmitted as whole thousands and/or whole hundreds, the number shall be transmitted by pronouncing each digit separately.

(4)When providing information regarding the relative bearing to an object or to conflicting traffic in terms of the 12-hour clock, the information shall be given pronouncing the digits together such as ‘TEN O'CLOCK’ or ‘ELEVEN O'CLOCK’.

(5)Numbers containing a decimal point shall be transmitted as prescribed in point (a)(1) with the decimal point in appropriate sequence, indicated by the word ‘DECIMAL’.

(6)All six digits of the numerical designator shall be used to identify the transmitting channel in very high frequency (VHF) radiotelephony communications, except in the case of both the fifth and sixth digits being zeros, in which case only the first four digits shall be used.

ED Decision 2024/007/R

CALL SIGN, HEADING, RUNWAY AND WIND

The following examples illustrate the application.

ED Decision 2016/023/R

FLIGHT LEVELS

The following examples illustrate the application.

ED Decision 2016/023/R

ALTIMETER SETTING

The following examples illustrate the application.

ED Decision 2016/023/R

TRANSPONDER CODES

The following examples illustrate the application.

ED Decision 2016/023/R

ALTITUDE

The following examples illustrate the application.

ED Decision 2016/023/R

CLOUD HEIGHT

The following examples illustrate the application.

ED Decision 2016/023/R

VISIBILITY

The following examples illustrate the application.

ED Decision 2016/023/R

RUNWAY VISUAL RANGE

The following examples illustrate the application.

ED Decision 2024/007/R

INDICATED AIRSPEED

The following examples illustrate the application.

ED Decision 2016/023/R

DECIMALS

The following examples illustrate the application.

ED Decision 2016/023/R

TRANSMISSION OF NUMBERS FOR RADIOTELEPHONY CHANNEL FREQUENCIES

(a)The following examples illustrate the application of the procedure.

(b)Caution must be exercised with respect to the indication of transmitting channels in VHF radiotelephony communications when all six digits of the numerical designator are used in airspace where communication channels are separated by 25 kHz, because on aircraft installations with a channel separation capability of 25 kHz or more, it is only possible to select the first five digits of the numerical designator on the radio management panel.

Regulation (EU) 2016/1185

When the language used for communication is English, numbers shall be transmitted using the pronunciation shown in Table S14-3:

Regulation (EU) 2024/404

(a)Transmissions shall be conducted concisely in a normal conversational tone.

(b)The following words and phrases shall be used in radiotelephony communications as appropriate and shall have the meaning ascribed in Table S14-4:

(c)The expression “TAKE-OFF” shall only be used in radiotelephony when an aircraft is cleared for take-off or when cancelling a take-off clearance.

ED Decision 2016/023/R

BREAK

‘BREAK’ is to be used where there is no clear distinction between the text and other portions of the message.

ED Decision 2016/023/R

CHECK

‘CHECK’ is not to be used in any other context than ‘examine a system or procedure’. No answer is normally expected.

ED Decision 2016/023/R

MAINTAIN

For example, ‘Maintain VFR’.

ED Decision 2016/023/R

OVER

‘OVER’ is not normally used in VHF communications.

ED Decision 2016/023/R

OUT

‘OUT’ is not normally used in VHF communications.

ED Decision 2016/023/R

ROGER

‘ROGER’ is under no circumstances to be used in reply to a question requiring ‘READ BACK’ or a direct answer in the affirmative (AFFIRM) or negative (NEGATIVE).

ED Decision 2016/023/R

STANDBY

The caller would normally re-establish contact if the delay is lengthy. ‘STANDBY’ is not an approval or denial.

ED Decision 2016/023/R

UNABLE

‘UNABLE’ is normally followed by a reason.

Regulation (EU) 2016/1185

(a)Full call signs:

An aircraft radiotelephony call sign shall be one of the following types:

(1)Type (a) — the characters corresponding to the registration marking of the aircraft; or

(2)Type (b) — the telephony designator of the aircraft operator, followed by the last four characters of the registration marking of the aircraft;

(3)Type (c) — the telephony designator of the aircraft operator, followed by the flight identification.

(b)Abbreviated call signs:

The aircraft radiotelephony call signs shown in point (a), with the exception of Type (c), may be abbreviated under the circumstances prescribed in point SERA.14055(c). Abbreviated call signs shall be in the following form:

(1)Type (a) — the first character of the registration and at least the last two characters of the call sign;

(2)Type (b) — the telephony designator of the aircraft operator, followed by at least the last two characters of the call sign;

(3)Type (c) — no abbreviated form.

ED Decision 2024/007/R

AIRCRAFT RADIOTELEPHONY CALL SIGN SETTING

Unless otherwise instructed by the air traffic controller in accordance with point (a) of point SERA.14055, the Mode S- or ADS-B-equipped aircraft should use a radiotelephony call sign corresponding to the aircraft identification specified in the flight plan or, when operating without a flight plan, a radiotelephony call sign corresponding to the aircraft identification transmitted by the Mode S transponder or ADS-B transmitter.

ED Decision 2016/023/R

PREFIX TO CALL SIGNS

The name of the aircraft manufacturer or of the aircraft model may be used as a radiotelephony prefix to the Type (a) call sign.

ED Decision 2016/023/R

EXAMPLES OF FULL AND ABBREVIATED CALL SIGNS

*The examples illustrate the application of GM1 SERA.14050.

Regulation (EU) 2016/1185

(a)An aircraft shall not change the type of its radiotelephony call sign during flight, except temporarily on the instruction of an ATC unit in the interests of safety. Except for reasons of safety, no transmission shall be directed to an aircraft during take-off, during the last part of the final approach or during the landing roll.

(b)Establishment of radiotelephony communications

(1)Full radiotelephony call signs shall always be used when establishing communication. When establishing communication, aircraft shall start their call by the designation of the station called, followed by the designation of the station calling.

(2)The reply to the above calls shall use the call sign of the station calling, followed by the call sign of the station answering, which shall be considered an invitation to proceed with transmission by the station calling. For transfers of communication within one ATS unit, the call sign of the ATS unit may be omitted, when so authorised by the competent authority.

(3)Communications shall commence with a call and a reply when it is desired to establish contact, except that, when it is certain that the station called will receive the call, the calling station may transmit the message, without waiting for a reply from the station called.

(c)Subsequent radiotelephony communications

(1)Abbreviated radiotelephony call signs, as prescribed in point SERA.14050(b), shall be used only after satisfactory communication has been established and provided that no confusion is likely to arise. An aircraft shall use its abbreviated call sign only after it has been addressed in this manner by the aeronautical station.

(2)When issuing ATC clearances and reading back such clearances, controllers and pilots shall always add the call sign of the aircraft to which the clearance applies. For other than those occasions, continuous two-way communication after contact has been established shall be permitted without further identification or call until termination of the contact.

ED Decision 2016/023/R

RADIOTELEPHONY CALLING PROCEDURE*

* In certain cases where the call is initiated by the aeronautical station, the call may be effected by transmission of coded tone signals.

** With the exception of the telephony designators and the type of aircraft, each character in the call sign is to be spoken separately. When individual letters are spelled out, the radiotelephony spelling alphabet prescribed in SERA.14020 is to be used. Numbers are to be spoken in accordance with SERA.14040.

RADIOTELEPHONY REPLY PROCEDURE

* With the exception of the telephony designator and the type of aircraft, each character in the call sign is to be spoken separately. When individual letters are spelled out, the radiotelephony spelling alphabet prescribed in SERA.14020 is to be used. Numbers are to be spoken in accordance with SERA.14040.

ED Decision 2016/023/R

Where authorised by the competent authority, after the initial establishment of radiotelephony contact between an aircraft and an ATS unit, for subsequent transfers of communication within the same ATS unit, the ATS position being called need not reply with its call sign. Such authorisation will be agreed with the ATS provider and duly promulgated.

Regulation (EU) 2016/1185

(a)An aircraft shall be advised by the appropriate ATS unit to transfer from one radio frequency to another in accordance with agreed procedures. In the absence of such advice, the aircraft shall notify the ATS unit before such a transfer takes place.

(b)When establishing initial contact on, or when leaving, a VHF frequency, an aircraft shall transmit such information as may be prescribed by the ANSP responsible for the provision of services and approved by the competent authority.

Regulation (EU) 2024/404

(a)Unless otherwise prescribed by the ANSP responsible for the provision of services and approved by the competent authority, the initial call to an air traffic services unit after a change of the air-ground voice communication channel shall contain the following elements:

(1)the designation of the ATS unit being called;

(2)call sign, immediately followed by the word “Heavy” or “Super” corresponding, as appropriate, to the wake turbulence category of the aircraft;

(3)level, including passing and cleared levels, if not maintaining the cleared level;

(4)speed, if assigned by ATC; and

(5)additional elements, as required by the ANSP responsible for the provision of services and approved by the competent authority.

(b)Pilots shall provide level information at the nearest full 30 m or 100 ft as indicated on the pilot's altimeter.

(c)Initial call to aerodrome control tower

For aircraft being provided with aerodrome control service, the initial call shall contain:

(1)the designation of the ATS unit being called;

(2)call sign, immediately followed by the word “Heavy” or “Super” corresponding, as appropriate, to the wake turbulence category of the aircraft;

(3)position; and

(4)additional elements, as required by the ANSP responsible for the provision of services and approved by the competent authority.

Regulation (EU) 2016/1185

(a)The form of test transmissions shall be as follows:

(1)the identification of the station being called;

(2)the identification of the station calling;

(3)the words ‘RADIO CHECK’;

(4)the frequency being used.

(b)The reply to a test transmission shall be as follows:

(1)the identification of the station requesting the test;

(2)the identification of the station replying;

(3)information regarding the readability of the station requesting the test transmission.

(c)When the tests are made, the following readability scale shall be used:

Readability Scale

(1)1 Unreadable

(2)2 Readable now and then

(3)3 Readable but with difficulty

(4)4 Readable

(5)5 Perfectly readable

Regulation (EU) 2016/1185

(a)Communications shall be concise and unambiguous, using standard phraseology whenever available.

(1)When transmitted by an aircraft, the acknowledgement of receipt of a message shall comprise the call sign of that aircraft.

(2)When acknowledgement of receipt is transmitted by an ATS unit to an aircraft, it shall comprise the call sign of the aircraft, followed if considered necessary, by the call sign of the ATS unit.

(b)End of conversation.

A radiotelephone conversation shall be terminated by the receiving ATS unit or the aircraft using its own call sign.

(c)Corrections and repetitions

(1)When an error has been made in transmission, the word ‘CORRECTION’ shall be spoken, the last correct group or phrase repeated, and then the correct version transmitted.

(2)If a correction can best be made by repeating the entire message, the phrase ‘CORRECTION, I SAY AGAIN’ shall be used before the message is transmitted a second time.

(3)If the receiving station is in doubt as to the correctness of the message received, a repetition either in full or in part shall be requested.

(4)If repetition of an entire message is required, the words ‘SAY AGAIN’ shall be spoken. If repetition of a portion of a message is required, the phrase: ‘SAY AGAIN ALL BEFORE… (first word satisfactorily received)’ shall be used; or ‘SAY AGAIN… (word before missing portion) TO…(word after missing portion)’; or ‘SAY AGAIN ALL AFTER… (last word satisfactorily received)’.

(d)If, in checking the correctness of a read-back, incorrect items are noticed, the words ‘NEGATIVE I SAY AGAIN’ shall be transmitted at the conclusion of the read-back followed by the correct version of the items concerned.

ED Decision 2016/023/R

REPETITIONS

Specific items are to be requested, as appropriate, such as ‘SAY AGAIN ALTIMETER’, ‘SAY AGAIN WIND’.

Regulation (EU) 2016/1185

(a)During flight, aircraft shall maintain watch as required by the competent authority and shall not cease watch, except for reasons of safety, without informing the ATS unit concerned.

(1)Aircraft on long over-water flights or on flights over designated areas over which the carriage of an emergency locator transmitter (ELT) is required, shall continuously guard the VHF emergency frequency 121,5 MHz, except for those periods when aircraft carry out communications on other VHF channels or when airborne equipment limitations or cockpit duties do not permit simultaneous guarding of two channels.

(2)Aircraft shall continuously guard the VHF emergency frequency 121,5 MHz in areas or over routes where the possibility of interception of aircraft or other hazardous situations exists, and a requirement has been established by the competent authority.

(b)Aeronautical stations shall maintain a continuous listening watch on VHF emergency channel 121,5 MHz during the hours of service of the units at which it is installed. Where two or more such stations are co-located, provision of 121,5 MHz listening watch at one of them shall meet that requirement.

(c)When it is necessary for an aircraft or ATS unit to suspend operation for any reason, it shall, if possible, so inform other stations concerned, giving the time at which it is expected that operation will be resumed. When operation is resumed, other stations concerned shall be so informed. When it is necessary to suspend operation beyond the time specified in the original notice, a revised time of resumption of operation shall, if possible, be transmitted at or near the time first specified.

ED Decision 2016/023/R

GUARD ON FREQUENCY 121,5 MHZ

Aircraft on flights other than those specified should guard the emergency frequency 121,5 MHz to the extent possible.

Regulation (EU) 2024/404

(a)When an aircraft is unable to comply with SERA.8035, point (a), the flight crew shall attempt to establish contact on the previous channel used and, if not successful, on another channel appropriate to the route. If these attempts fail, the flight crew shall attempt to establish communication with:

(1)the appropriate air traffic services unit;

(2)other air traffic services units; or

(3)other aircraft,

using all available means, including, inter alia, data link, satellite voice and mobile phones and, when successful, advise that contact on the assigned channel could not be established.

(b)When an expected communication from an aircraft has not been received within a time period such that the occurrence of a communication failure is suspected, or when requested by other air traffic services units, the air traffic controller shall call the aircraft on the frequencies on which the aircraft is believed to be listening, and:

(1)when providing surveillance service, the air traffic controller shall normally determine whether or not the aircraft’s receiver is functioning, and if successful, continue providing air traffic control service using SSR code/ADS-B transmission changes or IDENT transmissions to obtain acknowledgement of clearances issued to the aircraft;

(2)if not successful, the air traffic control unit shall:

(i)request other air traffic services units to render assistance by calling the aircraft and relaying messages, if necessary;

(ii)request aircraft on the route to attempt to establish communication with the aircraft and relay messages, if necessary;

(iii)initiate the notification to the aircraft operator, as soon as possible, of any failure in air-ground communication;

(3)if the attempts described in points (2)(i) and (2)(ii) fail, blind transmission of air traffic control clearances shall not be made to aircraft, except at the specific request of the originator. Other messages should be transmitted by blind transmission on the frequencies on which the aircraft is believed to be listening.

(c)When an aircraft is unable to comply with point SERA.8035(a) and the attempts described in point (a) of SERA.14083 to establish communications are not successful, the radio communication failure procedures described below shall be applied:

(1)The aircraft, when forming part of the aerodrome traffic at a controlled aerodrome, shall keep a watch for instructions as may be issued by visual signals.

(2)The aircraft shall set the transponder on Mode A Code 7600 and/or set the ADS-B transmitter to indicate the loss of air-ground communications and comply with the procedures described in points (3), (4), (5) and (6), as appropriate.

(3)A VFR flight shall continue to fly in visual meteorological conditions, land at the nearest suitable aerodrome, and report its arrival by the most expeditious means to the appropriate air traffic services unit.

(4)Except as provided for in point (5), an IFR flight shall:

(i)maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 20 minutes following:

(A)the aircraft’s failure to make a required report; or

(B)the time the transponder is set to 7600 and/or the appropriate ADS-B emergency and/or urgency mode is transmitted if surveillance service is provided,

and thereafter adjust level and speed in accordance with the filed flight plan as amended by delay and modification messages to the filed flight plan;

(ii)when being vectored or having been directed by ATC to proceed offset using area navigation (RNAV):

(A)with a specified limit, continue to that limit, then rejoin the last received and acknowledged route, taking into consideration the applicable minimum flight altitude; or

(B)without a specified limit, rejoin the last received and acknowledged route no later than the next significant point, taking into consideration the applicable minimum flight altitude;

(iii)proceed according to the last received and acknowledged route clearance to the appropriate designated navigation aid or fix serving the destination aerodrome and, when required to ensure compliance with point (iv) below, hold over this aid or fix until commencement of descent;

(iv)commence descent from the navigation aid or fix specified in point (iii) at, or as close as possible to, the expected approach time last received and acknowledged; or, if no expected approach time has been received and acknowledged, at, or as close as possible to, the estimated time of arrival;

(v)complete an instrument approach procedure as specified for the designated navigation aid or fix; and

(vi)land, if possible, within 30 minutes after the estimated time of arrival specified in point (iv) or the last acknowledged expected approach time, whichever is later.

(5)An IFR flight following a standard instrument departure route or a standard instrument arrival route shall comply with the procedures for radio communication failure specified on the Standard Departure Chart – Instrument (SID) or Standard Arrival Chart – Instrument (STAR), when provided.

(6)If an IFR flight encounters visual meteorological conditions and the pilot-in-command decides to continue to fly in visual meteorological conditions, the pilot shall set Mode A Code 7601, land at the nearest suitable aerodrome, and report arrival by the most expeditious means to the appropriate air traffic services unit.

(d)The provision of air traffic control service to flights operating in the airspace concerned shall be based on the premise that an aircraft experiencing communication failure complies with point (c).

(e)As soon as it is known that an aircraft operating in its area of responsibility is experiencing an apparent radio communication failure, an air traffic control unit shall forward information concerning the radio communication failure to all air traffic services units concerned along the route of flight. The area control centre in whose area the destination aerodrome is located shall take steps to obtain information on the alternate aerodrome(s) and other relevant information specified in the filed flight plan, if such information is not available.

(f)When an air traffic control unit receives information that an aircraft, after experiencing a communication failure, has re-established communication or has landed, that unit shall inform the air traffic control unit in whose area the aircraft was operating at the time the failure occurred, and other air traffic services units concerned along the route of flight, giving necessary information for the continuation of control if the aircraft continues its flight.

(g)The signals used in case of communication failure shall be in accordance with Appendix 1.

ED Decision 2024/007/R

ATC UNIT ATTEMPT TO ESTABLISH COMMUNICATION WITH AIRCRAFT

The air traffic controller should determine whether or not the aircraft’s receiver is functioning by instructing the aircraft on the channel so far used, or on any other available channel on which it is believed that the aircraft might be listening, to acknowledge by making a specified manoeuvre and by observing the aircraft’s track, or by instructing the aircraft to operate IDENT or to make SSR code and/or ADS-B transmission changes. Any manoeuvring instructions should be such that the aircraft would regain its current cleared track after having complied with the instructions received.

ED Decision 2024/007/R

ATC UNIT ATTEMPT TO ESTABLISH COMMUNICATION WITH AIRCRAFT

Some aircraft equipped with first-generation ADS-B avionics do not have the capability of squawking IDENT while the emergency and/or urgency mode is selected.

ED Decision 2024/007/R

BLIND TRANSMISSION OF OTHER MESSAGES

Appropriate information describing the action taken by the air traffic control unit, or instructions justified by any emergency situation, should be transmitted by blind transmission for the attention of the aircraft concerned, on the frequencies available on which the aircraft is believed to be listening, including, as far as practicable, the voice frequencies of available radio navigation or approach aids. Information should also be given concerning:

(a)meteorological conditions favourable to a cloud-breaking procedure in areas where congested traffic may be avoided; and

(b)meteorological conditions at suitable aerodromes.

ED Decision 2024/007/R

RADIO COMMUNICATION FAILURE PROCEDURE — MULTIPLE AIRCRAFT

The air–ground voice communication failure procedures specifically address failure of communications affecting a single aircraft. In situations where multiple aircraft may be involved, especially when operating in an environment where high-frequency communications are used as primary means for voice communication, the safety of operations is best assured when aircraft adhere to the last ATC clearance received and acknowledged, similarly to the case of ground radio station failure.

ED Decision 2024/007/R

LANDING AT THE NEAREST SUITABLE AERODROME

When assessing the suitability of an aerodrome for landing, the pilot should consider runway characteristics, aerodrome facilities and the complexity of the operating environment at that aerodrome.

ED Decision 2024/007/R

AIRCRAFT ADS-B CAPABILITIES

Some aircraft equipped with first-generation ADS-B avionics can transmit a general emergency alert only, regardless of the code selected by the pilot.