SERA.14001 General

Regulation (EU) 2016/1185 

Standardised phraseology shall be used in all situations for which it has been specified. Only when standardised phraseology cannot serve an intended transmission, plain language shall be used.

AMC1 SERA.14001 General

ED Decision 2016/023/R

For standardised phraseology, refer to the Appendix 1.

Appendix 1 to AMC1 SERA.14001 General

ED Decision 2022/020/R

1. ATS PHRASEOLOGIES

1.1 General

Section

Circumstances

Phraseologies

Applicable to

ATC

FIS

1.1.1

Description of levels (subsequently referred to as ‘(level)’)

Note. — In circumstances where clarification is required, the word ‘ALTITUDE’ or ‘HEIGHT’ may be included, e.g. ‘DESCEND TO ALTITUDE TWO THOUSAND FEET’.

a) FLIGHT LEVEL (number); or

b) [HEIGHT] (number) FEET/METRES; or

c) [ALTITUDE] (number) FEET/METRES.

when passing level information in form of vertical distance from the other traffic

d) (number) FEET/METRES ABOVE (or BELOW)

1.1.2

Level changes, reports and rates

a) CLIMB (or DESCEND);

followed as necessary by:

 

1) TO (level)

...instruction that a climb (or descent) to a level within the vertical range defined is to commence

2) TO AND MAINTAIN BLOCK (level) TO (level);

 

3) TO REACH (level) AT (or BY) (time or significant point);

 

4) REPORT LEAVING (or REACHING, or PASSING) (level);

 

5) AT (number) METRES PER SECOND (or FEET PER MINUTE) [OR GREATER (or OR LESS)];

...for SST aircraft only

6) REPORT STARTING ACCELERATION (or DECELERATION).

 

b) MAINTAIN AT LEAST (number) METRES (or FEET) ABOVE (or BELOW) (aircraft call sign);

 

c) REQUEST LEVEL (or FLIGHT LEVEL or ALTITUDE) CHANGE FROM (name of unit) [AT (time or significant point)];

 

d) STOP CLIMB (or DESCENT) AT (level);

 

e) CONTINUE CLIMB (or DESCENT) TO (level);

 

f) EXPEDITE CLIMB (or DESCENT) [UNTIL PASSING (level)];

 

g) WHEN READY, CLIMB (or DESCEND) TO (level);

 

h) EXPECT CLIMB (or DESCENT) AT (time or significant point);

 

*i) REQUEST DESCENT AT (time);

*

 

...to require action at a specific time or place

j) IMMEDIATELY;

 

k) AFTER PASSING (significant point);

 

l) AT (time or significant point);

...to require action when convenient

m) WHEN READY (instruction);

...to require an aircraft to climb or descend maintaining own separation and VMC

n) MAINTAIN OWN SEPARATION AND VMC [FROM (level)] [TO (level)];

o) MAINTAIN OWN SEPARATION AND VMC ABOVE (or BELOW, or TO) (level);

...when there is doubt that an aircraft can comply with a clearance or instruction

p) IF UNABLE, (alternative instructions) AND ADVISE;

...when a pilot is unable to comply with a clearance or instruction

*q) UNABLE;

*

 

...after a flight crew starts to deviate from any ATC clearance or instruction to comply with an ACAS resolution advisory (RA) (Pilot and controller interchange)

*r) TCAS RA;

*

 

s) ROGER;

...after the response to an ACAS RA is completed and a return to the ATC clearance or instruction is initiated (Pilot and controller interchange)

*t) CLEAR OF CONFLICT, RETURNING TO (assigned clearance);

*

 

u) ROGER (or alternative instructions);

*v) CLEAR OF CONFLICT (assigned clearance) RESUMED;

*

 

w) ROGER (or alternative instructions);

…after an ATC clearance or instruction contradictory to the ACAS RA is received, the flight crew will follow the RA and inform ATC directly (Pilot and controller interchange)

*x UNABLE, TCAS RA;

*

 

y) ROGER;

…clearance to cancel level restriction(s) of the vertical profile of a SID during climb

z) CLIMB TO (level) [LEVEL RESTRICTION(S) (SID designator) CANCELLED (or) LEVEL RESTRICTION(S) (SID designator) AT (point) CANCELLED];

…clearance to cancel level restriction(s) of the vertical profile of a STAR during descent

aa) DESCEND TO (level) [LEVEL RESTRICTION(S) (STAR designator) CANCELLED (or) LEVEL RESTRICTION(S) (STAR designator) AT (point) CANCELLED].

 

‘*’ denotes pilot transmission.

 

 

1.1.3

Minimum fuel

…indication of minimum fuel

Note. — A flight information service (FIS) unit will not provide information on delay.

*a) MINIMUM FUEL:

*

 

b) ROGER [NO DELAY EXPECTED or EXPECT (delay information)].

 

‘*’ denotes pilot transmission.

 

 

1.1.4

Transfer of control and/or frequency change

a) CONTACT (unit call sign) (frequency) [NOW];

 

b) AT (or OVER) (time or place) [or WHEN] [PASSING/LEAVING/REACHING (level)] CONTACT (unit call sign) (frequency);

 

c) IF NO CONTACT (instructions);

Note. — An aircraft may be requested to ‘STAND BY’ on a frequency when it is intended that the ATS unit will initiate communications soon.

d) STAND BY FOR (unit call sign) (frequency);

 

*e) REQUEST CHANGE TO (frequency);

*

 

 

f) FREQUENCY CHANGE APPROVED;

Note. — An aircraft may be requested to ‘MONITOR’ a frequency when information is being broadcast thereon.

g) MONITOR (unit call sign) (frequency);

 

*h) MONITORING (frequency);

*

 

 

i) WHEN READY, CONTACT (unit call sign)

(frequency);

 

j) REMAIN THIS FREQUENCY.

 

‘*’ denotes pilot transmission.

 

 

1.1.5

8.33 kHz channel spacing

Note.— In this paragraph, the term ‘point’ is used only in the context of naming the 8.33 kHz channel spacing concept and does not constitute any change to existing ICAO provisions or phraseology regarding the use of the term ‘decimal’.

 

 

 

...to request confirmation of 8.33 kHz capability

a) CONFIRM EIGHT POINT THREE THREE;

...to indicate 8.33 kHz capability

*b) AFFIRM EIGHT POINT THREE THREE;

*

 

...to indicate lack of 8.33 kHz capability

*c) NEGATIVE EIGHT POINT THREE THREE;

*

 

...to request UHF capability

d) CONFIRM UHF;

...to indicate UHF capability

*e) AFFIRM UHF;

*

 

...to indicate lack of UHF capability

*f) NEGATIVE UHF;

*

 

...to request status in respect of 8.33 kHz exemption

g) CONFIRM EIGHT POINT THREE THREE EXEMPTED;

...to indicate 8.33 kHz exempted status

*h) AFFIRM EIGHT POINT THREE THREE EXEMPTED;

*

 

...to indicate 8.33 kHz non-exempted status

*i) NEGATIVE EIGHT POINT THREE THREE EXEMPTED;

*

 

...to indicate that a certain clearance is given because otherwise a non-equipped and/or non-exempted aircraft would enter airspace of mandatory carriage

j) DUE EIGHT POINT THREE THREE REQUIREMENT.

 

‘*’ denotes pilot transmission.

 

 

1.1.6

Change of call sign

 

 

 

 

...to instruct an aircraft to change its type of call sign

a) CHANGE YOUR CALL SIGN TO (new call sign) [UNTIL FURTHER ADVISED];

...to advise an aircraft to revert to the call sign indicated in the flight plan

b) REVERT TO FLIGHT PLAN CALL SIGN (call sign) [AT (significant point)].

1.1.7

Traffic information

a) TRAFFIC (information);

...to pass traffic information

b) NO REPORTED TRAFFIC;

...to acknowledge traffic information

*c) LOOKING OUT;

*

 

 

*d) TRAFFIC IN SIGHT;

*

 

 

*e) NEGATIVE CONTACT [reasons];

*

 

 

f) [ADDITIONAL] TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time);

 

g) TRAFFIC IS (classification) UNMANNED FREE BALLOON(S) WAS [or ESTIMATED] OVER (place) AT (time) REPORTED level(s)) [or LEVEL UNKNOWN] MOVING (direction) (other pertinent information, if any).

 

‘*’ denotes pilot transmission.

 

 

1.1.8

Meteorological conditions

a) [SURFACE] WIND (number) DEGREES (speed) (units);

 

b) WIND AT (level) (number) DEGREES (number) KILOMETRES PER HOUR (or KNOTS);

Note. — Wind is always expressed by giving the mean direction and speed and any significant variations thereof.

 

c) VISIBILITY (distance) (units) [direction];

 

d) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (distance) (units);

 

e) RUNWAY VISUAL RANGE (or RVR) RUNWAY (number) NOT AVAILABLE (or NOT REPORTED);

...for multiple RVR observations

f) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (first position) (distance) (units), (second position) (distance) (units), (third position) (distance) (units);

Note 1. — Multiple RVR observations are always representative of the touchdown zone, midpoint zone and the roll-out/stop-end zone respectively.

Note 2. — Where reports for three locations are given, the indication of these locations may be omitted, provided that the reports are passed in the order of touchdown zone, followed by the midpoint zone and ending with the roll-out/stop-end zone report.

...in the event that RVR information on any one position is not available, this information will be included in the appropriate sequence

g) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (first position) (distance) (units), (second position) NOT AVAILABLE, (third position) (distance) (units);

 

h) PRESENT WEATHER (details);

 

i) CLOUD (amount, [(type)] and height of base) (units) (or SKY CLEAR);

 

j) CAVOK;

Note. — ‘CAVOK’ pronounced ‘CAV-O-KAY’.

 

k) TEMPERATURE [MINUS] (number) (and/or DEWPOINT [MINUS] (number));

 

l) QNH (number) [units];

 

m) QFE (number) [(units)];

 

n) (aircraft type) REPORTED (description) ICING (or TURBULENCE) [IN CLOUD] (area) (time);

 

o) REPORT FLIGHT CONDITIONS;

...information to a pilot changing from IFR flight to VFR flight where it is likely that flight in VMC cannot be maintained

p) INSTRUMENT METEOROLOGICAL CONDITIONS REPORTED (or forecast) IN THE VICINITY OF (location)

1.1.9

Position reporting

a) NEXT REPORT AT (significant point);

...to omit position reports until a specified position

b) OMIT POSITION REPORTS [UNTIL (specify)];

 

c) RESUME POSITION REPORTING.

1.1.10

Additional reports

a) REPORT PASSING (significant point);

...to request a report at a specified place or distance

b) REPORT (distance) MILES (GNSS or DME) FROM (name of DME station) (or significant point);

...to report at a specified place or distance

*c) (distance) MILES (GNSS or DME) FROM (name of DME station) (or significant point);

 

 

 

d) REPORT PASSING (three digits) RADIAL (name of VOR) VOR;

...to request a report of present position

e) REPORT (GNSS or DME) DISTANCE FROM (significant point) or (name of DME station);

…to report present position

*f) (distance) MILES (GNSS or DME) FROM (name of DME station) (or significant point).

 

 

 

‘*’ denotes pilot transmission.

 

 

1.1.11

Aerodrome information

Note. — This information is provided for runway thirds or the full runway, as applicable. (Applicable from 12 August 2021)

a)  [(location) RUNWAY (number) SURFACE CONDITION [CODE (three-digit number)];

followed as necessary by:

  1. ISSUED AT (date and time UTC);
  2. DRY, or WET ICE, or WATER ON TOP OF COMPACTED SNOW, or DRY SNOW, or DRY SNOW ON TOP OF ICE, or WET SNOW ON TOP OF ICE, or ICE, or SLUSH, or STANDING WATER, or COMPACTED SNOW, or WET SNOW, or DRY SNOW ON TOP OF COMPACTED SNOW, or WET SNOW ON TOP OF COMPACTED SNOW, or WET, or SLIPPERY WET, OR SPECIALLY PREPARED WINTER RUNWAY, or FROST;
  3. DEPTH ((depth of deposit) MILLIMETRES or NOT REPORTED);
  4. COVERAGE ((number) PER CENT or NOT REPORTED);
  5. AVAILABLE WIDTH (number) METRES;
  6. LENGTH REDUCED TO (number) METRES;
  7. DRIFTING SNOW;
  8. LOOSE SAND;
  9. CHEMICALLY TREATED;
  10. SNOWBANK (number) METRES [LEFT, or RIGHT or LEFT AND RIGHT] [OF or FROM] CENTRE LINE;
  11. TAXIWAY (identification of taxiway) SNOWBANK (number) METRES [LEFT, or RIGHT or LEFT AND RIGHT] [OF or FROM] CENTRE LINE;
  12. ADJACENT SNOWBANKS;
  13. TAXIWAY (identification of taxiway) POOR;
  14. APRON (identification of apron) POOR;
  15. Plain-language remarks

 

 

b) [(location)] RUNWAY SURFACE CONDITION RUNWAY (number) NOT CURRENT;

 

 

c) LANDING SURFACE (condition);

 

 

d) CAUTION CONSTRUCTION WORK (location);

 

 

e) CAUTION (specify reasons) RIGHT (or LEFT), (or BOTH SIDES) OF RUNWAY [(number)];

 

 

f) CAUTION WORK IN PROGRESS (or OBSTRUCTION) (position and any necessary advice);

 

 

g) BRAKING ACTION REPORTED BY (aircraft type) AT (time) GOOD (or GOOD TO MEDIUM, or MEDIUM, or MEDIUM TO POOR, or POOR);

 

 

h) TAXIWAY (identification of taxiway) WET [or STANDING WATER, or SNOW REMOVED (length and width as applicable), or CHEMICALLY TREATED, or COVERED WITH PATCHES OF DRY SNOW (or WET SNOW, or COMPACTED SNOW, or SLUSH, or FROZEN SLUSH, or ICE, or WET ICE, or ICE UNDERNEATH, or ICE AND SNOW, or SNOWDRIFTS, or FROZEN RUTS AND RIDGES or LOOSE SAND)];

 

 

i) (ATS unit call sign) OBSERVES (weather information);

 

 

j) PILOT REPORTS (weather information).

1.1.12

Operational status of visual and non-visual aids

a) (specify visual or non-visual aid) RUNWAY (number)

(description of deficiency);

 

b) (type) LIGHTING (unserviceability);

 

c) GBAS/SBAS/MLS/ILS CATEGORY (category) (serviceability state);

 

d) TAXIWAY LIGHTING (description of deficiency);

 

e) (type of visual approach slope indicator) RUNWAY (number) (description of deficiency).

1.1.13

Reduced vertical separation minimum (RVSM) operations

 

 

 

 

...to ascertain RVSM approval status of an aircraft

a) CONFIRM RVSM APPROVED;

...to report RVSM approved status

*b) AFFIRM RVSM;

*

 

...to report RVSM non-approved status followed by supplementary information

*c) NEGATIVE RVSM [(supplementary information, e.g. State aircraft)];

*

 

...to deny ATC clearance into RVSM airspace

d) UNABLE ISSUE CLEARANCE INTO RVSM AIRSPACE, MAINTAIN [or DESCEND TO, or CLIMB TO] (level);

...to report when severe turbulence affects the capability of an aircraft to maintain height-keeping requirements for RVSM

*e) UNABLE RVSM DUE TURBULENCE;

*

 

...to report that the equipment of an aircraft has degraded below minimum aviation system performance standards

*f) UNABLE RVSM DUE EQUIPMENT;

*

 

...to request an aircraft to provide information as soon as RVSM-approved status has been regained or the pilot is ready to resume RVSM operations

g) REPORT WHEN ABLE TO RESUME RVSM;

 

...to request confirmation that an aircraft has regained RVSM-approved status or a pilot is ready to resume RVSM operations

h) CONFIRM ABLE TO RESUME RVSM;

...to report ability to resume RVSM operations after an equipment or weather-related contingency

*i) READY TO RESUME RVSM.

*

 

 

‘*’ denotes pilot transmission.

 

 

1.1.14

GNSS service status

a) GNSS REPORTED UNRELIABLE (or GNSS MAY NOT BE AVAILABLE [DUE TO INTERFERENCE]);

1) IN THE VICINITY OF (location) (radius) [BETWEEN (levels)];

or

2) IN THE AREA OF (description) (or IN (name) FIR) [BETWEEN (levels)];

 

b) BASIC GNSS (or SBAS, or GBAS) UNAVAILABLE FOR (specify operation) [FROM (time) TO (time) (or UNTIL FURTHER NOTICE)];

 

*c) BASIC GNSS UNAVAILABLE [DUE TO (reason, e.g. LOSS OF RAIM or RAIM ALERT)];

*

 

 

*d) GBAS (or SBAS) UNAVAILABLE ;

*

 

 

e) CONFIRM GNSS NAVIGATION;

 

*f) AFFIRM GNSS NAVIGATION.

*

 

 

‘*’ denotes pilot transmission.

 

 

1.1.15

RNAV

 

 

 

…RNAV arrival or departure procedure cannot be accepted by the pilot

*UNABLE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE;

*

 

…pilot is unable to comply with an assigned terminal area procedure

*UNABLE (designator) DEPARTURE [or ARRIVAL] (reasons);

*

 

…ATC unable to assign an RNAV arrival or departure procedure requested by the pilot due to the type of on-board RNAV equipment

UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE;

…ATC unable to assign an arrival or departure procedure requested by the pilot

UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] (reasons);

…confirmation whether a specific RNAV arrival or departure procedure can be accepted

ADVISE IF ABLE (designator) DEPARTURE [or ARRIVAL];

…informing ATC of RNAV degradation or failure

 

*(aircraft call sign) UNABLE RNAV DUE EQUIPMENT;

*

 

…informing ATC of no RNAV capability

*(aircraft call sign) NEGATIVE RNAV;

*

 

 

‘*’ denotes pilot transmission

 

 

1.1.16

Degradation of aircraft navigation performance

‘*’ UNABLE RNP (specify type) (or RNAV) [DUE TO (reason, e.g. LOSS OF RAIM or RAIM ALERT)].

*

 

1.2 En-route air traffic services

Section

Circumstances

Phraseologies

Applicable to

ATC FIS

1.2.1

Issuance of a clearance

a) (name of unit) CLEARS (aircraft call sign);

 

 

b) (aircraft call sign) CLEARED TO;

 

 

c) RECLEARED (amended clearance details) [REST OF CLEARANCE UNCHANGED];

 

 

d) RECLEARED (amended route portion) TO (significant point of original route) [REST OF CLEARANCE UNCHANGED];

 

 

e) ENTER CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route)] AT (level) [AT (time)];

 

 

f) LEAVE CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route)] AT (level) (or CLIMBING, or DESCENDING);

 

 

g) JOIN (specify) AT (significant point) AT (level) [AT (time)].

1.2.2

Indication of route and clearance limit

a) FROM (location) TO (location);

 

 

b) TO (location),

followed as necessary by:

 

 

1) DIRECT;

 

 

2) VIA (route and/or significant points);

 

 

3) VIA FLIGHT PLANNED ROUTE;

 

 

4) VIA (distance) DME ARC (direction) OF (name of DME station);

 

 

c) (route) NOT AVAILABLE DUE (reason) ALTERNATIVE[S] IS/ARE (routes) ADVISE.

1.2.3

Maintenance of specified levels

a) MAINTAIN (level) [TO (significant point)];

 

 

b) MAINTAIN (level) UNTIL PASSING (significant point);

 

 

c) MAINTAIN (level) UNTIL (minutes) AFTER PASSING (significant point);

 

 

d) MAINTAIN (level) UNTIL (time);

 

 

e) MAINTAIN (level) UNTIL ADVISED BY (name of unit);

 

 

f) MAINTAIN (level) UNTIL FURTHER ADVISED;

 

 

g) MAINTAIN (level) WHILE IN CONTROLLED AIRSPACE;

 

 

h) MAINTAIN BLOCK (level) TO (level).

Note. — The term ‘MAINTAIN’ is not to be used in lieu of ‘DESCEND’ or ‘CLIMB’ when instructing an aircraft to change level.

1.2.4

Specification of cruising levels

a) CROSS (significant point) AT (or ABOVE, or BELOW) (level);

 

 

b) CROSS (significant point) AT (time) OR LATER (or BEFORE) AT (level);

 

 

c) CRUISE CLIMB BETWEEN (levels) (or ABOVE (level));

 

 

d) CROSS (distance) MILES, (GNSS or DME) [(direction)] OF (name of DME station) OR (distance) [(direction)] OF (significant point) AT (or ABOVE or BELOW) (level).

1.2.5

Emergency descent

*a) EMERGENCY DESCENT (intentions);

*

 

 

Note. — FIC and AFIS units are entitled only to provide information, and to relay clearances and instructions on behalf of ATC units.

b) ATTENTION ALL AIRCRAFT IN THE VICINITY OF [or AT] (significant point or location) EMERGENCY DESCENT IN PROGRESS FROM (level) (followed as necessary by specific instructions, clearances, traffic information, etc.).

 

 

‘*’ denotes pilot transmission.

 

 

1.2.6

If clearance cannot be issued immediately upon request

EXPECT CLEARANCE (or type of clearance) AT (time).

1.2.7

When clearance for deviation cannot be issued

UNABLE, TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time) CALL SIGN (call sign) ADVISE INTENTIONS.

1.2.8

Separation instructions

a) CROSS (significant point) AT (time) [OR LATER (or OR BEFORE)];

 

 

b) ADVISE IF ABLE TO CROSS (significant point) AT (time or level);

 

 

c) MAINTAIN MACH (number) [OR GREATER (or OR LESS)] [UNTIL (significant point)];

 

 

d) DO NOT EXCEED MACH (number);

 

 

e) CONFIRM ESTABLISHED ON THE TRACK BETWEEN (significant point) AND (significant point) [WITH ZERO OFFSET];

 

 

*f) ESTABLISHED ON THE TRACK BETWEEN (significant point) AND (significant point) [WITH ZERO OFFSET];

*

 

 

 

g) MAINTAIN TRACK BETWEEN (significant point) AND (significant point). REPORT ESTABLISHED ON THE TRACK;

 

 

*h) ESTABLISHED ON THE TRACK;

*

 

 

Note. — When used to apply a lateral VOR/GNSS separation, confirmation of zero offset is required.

i) CONFIRM ZERO OFFSET;

 

 

*j) AFFIRM ZERO OFFSET.

*

 

 

 

‘*’ denotes pilot transmission

 

 

1.2.9

Instructions associated with flying a track (offset), parallel to the cleared route

a) ADVISE IF ABLE TO PROCEED PARALLEL OFFSET;

 

 

b) PROCEED OFFSET (distance) RIGHT/LEFT OF (route) (track) [CENTRE LINE] [AT (significant point or time)] [UNTIL (significant point or time)];

 

 

c) CANCEL OFFSET (instructions to rejoin cleared flight route or other information).

1.2.10

Relaying clearances, instructions, and information

a) (ATC unit) CLEARS (or INSTRUCTS) (or INFORMS) (details of the clearance, instructions, or information);

 

…confirmation or otherwise of the readback of clearance or instruction

b) [THAT IS] CORRECT (or NEGATIVE) [I SAY AGAIN (ATC unit) CLEARS (or INSTRUCTS) (details of the clearance or the instruction)]

1.3 Arrival and departure air traffic services

Section

Circumstances

Phraseologies

Applicable to

ATC FIS

1.3.1

Departure instructions

a) [AFTER DEPARTURE] TURN RIGHT (or LEFT) HEADING (three digits) (or CONTINUE RUNWAY HEADING) (or TRACK EXTENDED CENTRE LINE) TO (level or significant point) [(other instructions as required)];

 

 

b) AFTER REACHING (or PASSING) (level or significant point) (instructions);

 

 

c) TURN RIGHT (or LEFT) HEADING (three digits) TO (level) [TO INTERCEPT (track, route, airway, etc.)];

 

 

d) (standard departure name and number) DEPARTURE;

 

 

e) TRACK (three digits) DEGREES [MAGNETIC (or TRUE)] TO (or FROM) (significant point) UNTIL (time, or REACHING (fix or significant point or level)) [BEFORE PROCEEDING ON COURSE];

 

 

f) CLEARED VIA (designation).

1.3.2

Approach instructions

a) CLEARED (or PROCEED) VIA (designation);

 

 

b) CLEARED TO (clearance limit) VIA (designation);

 

 

c) CLEARED (or PROCEED) VIA (details of route to be followed);

 

 

d) CLEARED (type of approach) APPROACH [RUNWAY (number)];

 

Note: The instrument approach procedure identification in the aeronautical chart is used to specify the type of approach. Where the identification uses a parenthetical suffix to include exceptional conditions, e.g. ‘(LNAV/VNAV only)’ or ‘(AR)’, etc., the text in the parentheses does not form part of the ATC clearance.

 

e) CLEARED (type of approach) RUNWAY (number) FOLLOWED BY CIRCLING TO RUNWAY (number);

 

f) CLEARED APPROACH [RUNWAY (number)];

 

g) COMMENCE APPROACH AT (time);

 

*h) REQUEST STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)];

*

 

 

 

i) CLEARED STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)];

 

 

j) REPORT VISUAL;

 

 

k) REPORT RUNWAY [LIGHTS] IN SIGHT;

 

…when a pilot requests a visual approach

*l) REQUEST VISUAL APPROACH;

*

 

 

 

m) CLEARED VISUAL APPROACH RUNWAY (number);

 

…to request if a pilot is able to accept a visual approach

n) ADVISE ABLE TO ACCEPT VISUAL APPROACH RUNWAY (number);

 

…in case of successive visual approaches when the pilot of a succeeding aircraft has reported having the preceding aircraft in sight

o) CLEARED VISUAL APPROACH RUNWAY (number), MAINTAIN OWN SEPARATION FROM PRECEDING (aircraft type and wake turbulence category as appropriate) [CAUTION WAKE TURBULENCE];

 

 

p) REPORT (significant point); [OUTBOUND, or INBOUND];

 

 

q) REPORT COMMENCING PROCEDURE TURN;

 

 

*r) REQUEST VMC DESCENT;

*

 

 

 

s) MAINTAIN OWN SEPARATION;

 

 

t) MAINTAIN VMC;

 

 

u) ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE;

 

 

*v) REQUEST (type of approach) APPROACH [RUNWAY number)];

*

 

 

 

‘*’ denotes pilot transmission.

 

 

1.3.3

Holding clearances

 

 

 

 

...visual

a) HOLD VISUAL [OVER] (position), (or BETWEEN (two prominent landmarks));

 

...published holding procedure over a facility or fix

b) CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] AS PUBLISHED EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time);

 

 

*c) REQUEST HOLDING INSTRUCTIONS;

*

 

 

...when a detailed holding clearance is required

d) CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] [(specified) RADIAL, COURSE, INBOUND TRACK (three digits) DEGREES] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) MINUTES] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary);

 

 

e) CLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) MINUTES] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary);

 

 

f) CLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD BETWEEN (distance) AND (distance) DME [RIGHT (or LEFT) HAND PATTERN] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary).

 

 

‘*’ denotes pilot transmission.

 

 

1.3.4

Expected approach time

a) NO DELAY EXPECTED;

 

 

b) EXPECTED APPROACH TIME (time);

 

 

c) REVISED EXPECTED APPROACH TIME (time);

 

 

d) DELAY NOT DETERMINED (reasons).

1.4 Phraseologies for use on and in the vicinity of the aerodrome

Section

Circumstances

Phraseologies

Applicable to

ATC FIS

1.4.1

Identification of aircraft

SHOW LANDING LIGHTS.

1.4.2

Acknowledgement by visual means

a) ACKNOWLEDGE BY MOVING AILERONS (or RUDDER);

 

 

b) ACKNOWLEDGE BY ROCKING WINGS;

 

 

c) ACKNOWLEDGE BY FLASHING LANDING LIGHTS.

1.4.3

Starting procedures

 

 

 

 

...to request permission to start engines

*a) [aircraft location] REQUEST START-UP;

 

*

 

 

 

*b) [aircraft location] REQUEST START-UP, INFORMATION (ATIS identification);

*

 

 

... ATC response

c) START-UP APPROVED;

 

 

d) START-UP AT (time);

 

 

e) EXPECT START-UP AT (time);

 

 

f) START-UP AT OWN DISCRETION;

 

 

g) EXPECT DEPARTURE (time) START-UP AT OWN DISCRETION.

 

 

‘*’ denotes pilot transmission.

 

 

1.4.4

Pushback procedures

 

 

 

 

...aircraft/ATC

*a) [aircraft location] REQUEST PUSHBACK;

*

 

 

 

b) PUSHBACK APPROVED;

 

 

c) STAND BY;

 

 

d) PUSHBACK AT OWN DISCRETION;

 

 

e) EXPECT (number) MINUTES DELAY DUE (reason).

 

 

‘*’ denotes pilot transmission.

 

 

1.4.5

Towing procedures

†a) REQUEST TOW [company name] (aircraft type) FROM (location) TO (location);

 

 

...ATC response

b) TOW APPROVED VIA (specific routing to be followed);

 

 

c) HOLD POSITION;

 

 

d) STAND BY.

 

 

‘†’ denotes transmission from aircraft/tow vehicle combination.

 

 

1.4.6

To request time check and/or aerodrome data for departure

*a) REQUEST TIME CHECK;

*

 

 

 

b) TIME (time);

 

...when no ATIS broadcast is available

*c) REQUEST DEPARTURE INFORMATION;

*

 

 

 

d) RUNWAY (number), WIND (direction and speed) (units) QNH (or QFE) (number) [(units)] TEMPERATURE [MINUS] (number), [VISIBILITY (distance) (units) (or RUNWAY VISUAL RANGE (or RVR) (distance) (units))] [TIME (time)].

Note. — If multiple visibility and RVR observations are available, those that represent the roll-out/stop-end zone should be used for take-off.

 

 

‘*’ denotes pilot transmission.

 

 

1.4.7

Taxi procedures

 

 

 

 

...for departure

*a) [aircraft type] [wake turbulence category if ‘super’ or ‘heavy’] [aircraft location] REQUEST TAXI [intentions];

 

 

*b) [aircraft type] [wake turbulence category if ‘super’ or ‘heavy’] [aircraft location] (flight rules) TO (aerodrome of destination) REQUEST TAXI [intentions];

 

 

c) TAXI TO HOLDING POINT [number] [RUNWAY (number)] [HOLD SHORT OF RUNWAY (number) (or CROSS RUNWAY (number))] [TIME (time)];

 

...where detailed taxi instructions are required

*d) [aircraft type] [wake turbulence category if ‘super’ or ‘heavy’] REQUEST DETAILED TAXI INSTRUCTIONS;

*

 

 

 

e) TAXI TO HOLDING POINT [number] [RUNWAY (number)] VIA (specific route to be followed) [TIME (time)] [HOLD SHORT OF RUNWAY number) (or CROSS RUNWAY number))];

 

...where aerodrome information is not available from an alternative source such as ATIS

f) TAXI TO HOLDING POINT [number] (followed by aerodrome information as applicable) [TIME (time)];

g) TAKE (or TURN) FIRST or SECOND) LEFT or RIGHT);

 

 

h) TAXI VIA (identification of taxiway);

 

 

i) TAXI VIA RUNWAY (number);

 

 

j) TAXI TO TERMINAL (or other location, e.g. GENERAL AVIATION AREA) [STAND (number)];

 

...for helicopter operations

*k) REQUEST AIR-TAXIING FROM (or VIA) TO (location or routing as appropriate);

*

 

 

 

l) AIR-TAXI TO (or VIA) (location or routing as appropriate) [CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel, etc.)];

 

 

m) AIR-TAXI VIA (direct, as requested, or specified route) TO (location, heliport, operating or movement area, active or inactive runway). AVOID (aircraft or vehicles or personnel);

 

...after landing

*n) REQUEST BACKTRACK;

*

 

 

 

o) BACKTRACK APPROVED;

 

 

p) BACKTRACK RUNWAY (number);

 

...general

*q) [(aircraft location)] REQUEST TAXI TO (destination on aerodrome);

*

 

 

 

r) TAXI STRAIGHT AHEAD;

 

 

s) TAXI WITH CAUTION;

 

 

t) GIVE WAY TO (description and position of other aircraft);

 

 

*u) GIVING WAY TO (traffic);

*

 

 

 

*v) TRAFFIC (or type of aircraft) IN SIGHT;

*

 

 

 

w) TAXI INTO HOLDING BAY;

 

 

x) FOLLOW (description of other aircraft or vehicle);

 

 

y) VACATE RUNWAY;

 

 

*z) RUNWAY VACATED;

*

 

 

 

aa) EXPEDITE TAXI [(reason)];

 

 

*bb) EXPEDITING;

*

 

 

 

cc) [CAUTION] TAXI SLOWER [reason];

 

 

*dd) SLOWING DOWN.

*

 

 

 

‘*’ denotes pilot transmission.

*

 

1.4.8

Holding

‡a) HOLD (direction) OF (position, runway number, etc.);

 

 

‡b) HOLD POSITION;

 

 

‡c) HOLD (distance) FROM (position);

 

...to hold not closer to a runway than specified

‡d) HOLD SHORT OF (position);

 

 

*e) HOLDING;

*

 

 

 

*f) HOLDING SHORT.

*

 

 

 

‘‡’ requires specific acknowledgement from the pilot.

‘*’ denotes pilot transmission. The procedure words ‘ROGER’ and ‘WILCO’ are insufficient acknowledgement of the instructions ‘HOLD, HOLD POSITION and HOLD SHORT OF (position)’. In each case, the acknowledgement is to be by the phraseology ‘HOLDING’ or ‘HOLDING SHORT’, as appropriate.

 

 

1.4.9

To cross a runway

*a) REQUEST CROSS RUNWAY (number);

Note. — If the control tower is unable to see the crossing aircraft (e.g. night, low visibility), the instruction should always be accompanied by a request to report when the aircraft has vacated the runway.

*

 

 

 

b) CROSS RUNWAY (number) [REPORT VACATED];

 

 

c) EXPEDITE CROSSING RUNWAY (number) TRAFFIC (aircraft type) (distance) KILOMETRES or MILES) FINAL;

 

 

d) TAXI TO HOLDING POINT [number] [RUNWAY (number)] VIA (specific route to be followed), [HOLD SHORT OF RUNWAY (number)] or [CROSS RUNWAY (number)];

 

 

e) REPORT RUNWAY (number) VACATED;

 

Note. — The pilot will, when requested, report ‘RUNWAY VACATED’ when the entire aircraft is beyond the relevant runway-holding position.

*f) RUNWAY VACATED.

*

 

 

 

‘*’ denotes pilot transmission.

 

 

1.4.10

Preparation for take-off

a) UNABLE TO ISSUE (designator) DEPARTURE (reasons);

 

 

b) REPORT WHEN READY [FOR DEPARTURE];

 

 

c) ARE YOU READY [FOR DEPARTURE]?;

 

 

d) ARE YOU READY FOR IMMEDIATE DEPARTURE?;

 

 

*e) READY;

*

 

 

...clearance to enter runway and await take-off clearance

f) LINE UP [AND WAIT];

 

 

†g) LINE UP RUNWAY (number);

 

 

h) LINE UP. BE READY FOR IMMEDIATE DEPARTURE;

 

...conditional clearances

‡i) (condition) LINE UP (brief reiteration of the condition);

 

...acknowledgement of a conditional clearance

*j) (condition) LINING UP (brief reiteration of the condition);

*

 

 

...confirmation or otherwise of the readback of a conditional clearance

k) [THAT IS] CORRECT (or NEGATIVE) [I SAY AGAIN]
(as appropriate);

 

…request for departure from an intersection take-off position

*l) REQUEST DEPARTURE FROM RUNWAY (number), INTERSECTION (designation or name of intersection);

*

 

 

…approval of requested departure from an intersection take-off position

m) APPROVED, TAXI TO HOLDING POINT RUNWAY (number), INTERSECTION (designation or name of intersection);

 

…denial of requested departure from an intersection take-off position

n) NEGATIVE, TAXI TO HOLDING POINT RUNWAY (number), INTERSECTION (designation or name of intersection);

 

…ATC-initiated intersection take-off

o) ADVISE ABLE TO DEPART FROM RUNWAY (number), INTERSECTION (designation or name of intersection);

 

…advising take-off run available from an intersection take-off position

p) TORA RUNWAY (number), FROM INTERSECTION (designation or name of intersection), (distance) METRES;

 

…issuing multiple line-up instruction

q) LINE UP AND WAIT RUNWAY (number), INTERSECTION (name of intersection), (essential local traffic information);

 

…request for a visual departure

*r) REQUEST VISUAL DEPARTURE [DIRECT] TO/UNTIL (navaid, waypoint, altitude);

*

 

 

…ATS-initiated visual departure

s) ADVISE ABLE TO ACCEPT VISUAL DEPARTURE [DIRECT] TO/UNTIL (navaid, waypoint/altitude);

 

…clearance for visual departure

t) VISUAL DEPARTURE RUNWAY (number) APPROVED, TURN LEFT/RIGHT [DIRECT] TO (navaid, heading, waypoint) [MAINTAIN VISUAL REFERENCE UNTIL (altitude)];

 

…read-back of visual departure clearance

*u) VISUAL DEPARTURE TO/UNTIL (navaid, waypoint/altitude);

*

 

 

 

‘*’ denotes pilot transmission.

‘†’ When there is the possibility of confusion during multiple runway operations.

‘‡‘ Provisions concerning the use of conditional clearances are contained in SERA.8015(ec).

Note. — ‘TORA’ is pronounced ‘TOR-AH’.

 

 

1.4.11

Take-off clearance

a) RUNWAY (number) CLEARED FOR TAKE-OFF [REPORT AIRBORNE];

 

...when reduced runway separation is used

b) (traffic information) RUNWAY (number) CLEARED FOR TAKE-OFF;

 

...when take-off clearance has not been complied with

c) TAKE OFF IMMEDIATELY OR VACATE RUNWAY [(instructions)];

 

 

 

d) TAKE OFF IMMEDIATELY OR HOLD SHORT OF RUNWAY;

 

...to cancel a take-off clearance

e) HOLD POSITION, CANCEL TAKE-OFF I SAY AGAIN CANCEL TAKE-OFF (reasons);

 

 

*f) HOLDING;

*

 

 

...to stop a take-off after an aircraft has commenced take-off roll

g) STOP IMMEDIATELY [(repeat aircraft call sign) STOP IMMEDIATELY];

 

 

*h) STOPPING;

*

 

 

...for helicopter operations

i) CLEARED FOR TAKE-OFF [FROM (location)] (present position, taxiway, final approach and take-off area, runway and number);

 

 

*j) REQUEST DEPARTURE INSTRUCTIONS;

*

 

 

 

k) AFTER DEPARTURE TURN RIGHT (or LEFT, or CLIMB) (instructions as appropriate).

 

 

‘*’ denotes pilot transmission; ‘HOLDING’ and ‘STOPPING’ are the procedural responses to e) and g) respectively.

 

 

1.4.12

Turn or climb instructions after take-off

*a) REQUEST RIGHT (or LEFT) TURN;

*

 

 

 

b) RIGHT (or LEFT) TURN APPROVED;

 

 

c) WILL ADVISE LATER FOR RIGHT (or LEFT) TURN;

 

...to request airborne time

d) REPORT AIRBORNE;

 

 

e) AIRBORNE (time);

 

 

f) AFTER PASSING (level) (instructions);

 

...heading to be followed

g) CONTINUE RUNWAY HEADING (instructions);

 

...when a specific track is to be followed

h) TRACK EXTENDED CENTRE LINE (instructions);

 

 

i) CLIMB STRAIGHT AHEAD (instructions).

 

 

‘*’ denotes pilot transmission.

 

 

1.4.13

Entering an aerodrome traffic circuit

*a) [aircraft type] (position) (level) FOR LANDING;

*

 

 

 

b) JOIN [(direction of circuit)] (position in circuit) RUNWAY (number) [SURFACE] WIND (direction and speed) (units) [TEMPERATURE [MINUS] (number)] QNH (or QFE) (number) [units)] [TRAFFIC (detail)];

 

 

c) [(direction of circuit)] RUNWAY (number) [SURFACE] WIND (direction and speed) (units) [TEMPERATURE [MINUS] (number)] QNH (or QFE) (number) [units)] [TRAFFIC (detail)];

 

 

d) MAKE STRAIGHT-IN APPROACH, RUNWAY (number) [SURFACE] WIND (direction and speed) (units) [TEMPERATURE [MINUS] (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)];

 

...when ATIS information is available

*e) (aircraft type) (position) (level) INFORMATION (ATIS identification) FOR LANDING;

*

 

 

 

f) JOIN (position in circuit) [RUNWAY (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)];

 

 

g) (direction of circuit) [RUNWAY (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)].

 

 

‘*’ denotes pilot transmission.

 

 

1.4.14

In the circuit

*a) (position in circuit, e.g. DOWNWIND/FINAL);

*

 

 

 

b) NUMBER ... FOLLOW (aircraft type and position) [additional instructions if required];

 

 

c) TRAFFIC (detail) [additional information if required];

 

 

d) REPORT (position in circuit).

 

 

‘*’ denotes pilot transmission.

 

 

1.4.15

Approach instructions

Note. — The report ‘LONG FINAL’ is made when an aircraft turns on to final approach at a distance greater than 7 km (4 NM) from touchdown or when an aircraft on a straight-in approach is 15 km (8 NM) from touchdown. In both cases, a report ‘FINAL’ is required at 7 km (4 NM) from touchdown.

a) MAKE SHORT APPROACH;

b) MAKE LONG APPROACH (or EXTEND DOWNWIND);

c) REPORT BASE (or FINAL, or LONG FINAL);

d) CONTINUE APPROACH [PREPARE FOR POSSIBLE GO-AROUND].

1.4.16

Landing clearance

a) RUNWAY (number) CLEARED TO LAND;

 

...when reduced runway separation is used

b) (traffic information) RUNWAY (number) CLEARED TO LAND;

 

...special operations

c) CLEARED TOUCH AND GO;

 

d) MAKE FULL STOP;

 

...to make an approach along, or parallel to, a runway, descending to an agreed minimum level

 

 

*e) REQUEST LOW APPROACH (reasons);

 

 

*

 

 

 

 

f) CLEARED LOW APPROACH [RUNWAY (number)] [(altitude restriction if required) (go-around instructions)];

 

...to fly past the control tower or other observation point for the purpose of visual inspection by persons on the ground

*g) REQUEST LOW PASS (reasons);

*

 

 

h) CLEARED LOW PASS [as in f)];

 

...for helicopter operations

*i) REQUEST STRAIGHT-IN (or CIRCLING APPROACH, LEFT or RIGHT) TURN TO (location));

*

 

 

 

j) MAKE STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or RIGHT) TURN TO (location, runway, taxiway, final approach and take-off area)) [ARRIVAL or ARRIVAL ROUTE) (number, name, or code)]. [HOLD SHORT OF (active runway, extended runway centre line, other)]. [REMAIN (direction or distance) FROM (runway, runway centre line, other helicopter or aircraft)]. [CAUTION (power lines, unlighted obstructions, wake turbulence, etc.)]. CLEARED TO LAND.

 

 

‘*’ denotes pilot transmission.

 

 

1.4.17

Delaying aircraft

a) CIRCLE THE AERODROME;

 

 

b) ORBIT (RIGHT, or LEFT) [FROM PRESENT POSITION];

 

 

c) MAKE ANOTHER CIRCUIT.

1.4.18

Missed approach

a) GO AROUND;

 

 

*b) GOING AROUND.

*

 

 

 

‘*’ denotes pilot transmission.

 

 

1.4.19

Information to aircraft

 

 

 

 

...when pilot requested visual inspection of landing gear

a) LANDING GEAR APPEARS DOWN;

b) RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP (or DOWN);

 

 

c) WHEELS APPEAR UP;

 

 

d) RIGHT (or LEFT, or NOSE) WHEEL DOES NOT APPEAR UP (or DOWN);

 

...wake turbulence

e) CAUTION WAKE TURBULENCE [FROM ARRIVING (or DEPARTING) (type of aircraft)] [additional information as required];

 

...jet blast on apron or taxiway

f) CAUTION JET BLAST;

 

...propeller-driven aircraft slipstream

g) CAUTION SLIPSTREAM;

 

…other traffic

h) TRAFFIC (details);

 

Information on the actual use of the runway

Note. — Information on the actual use of the runway in points i) and j) may be provided to aircraft at any phase of the flight, in particular in the circuit and during the preparation for departure.

i) NO REPORTED TRAFFIC RUNWAY (number);

j) RUNWAY (number) OCCUPIED [or BLOCKED BY] (details) [REPORT INTENTIONS].

1.4.20

Runway vacating and communications after landing

a) CONTACT GROUND (frequency);

 

 

b) WHEN VACATED CONTACT GROUND (frequency);

 

 

c) EXPEDITE VACATING;

 

 

d) YOUR STAND (or GATE) (designation);

 

 

e) TAKE (or TURN) FIRST (or SECOND, or CONVENIENT) LEFT (or RIGHT) AND CONTACT GROUND (frequency);

 

...for helicopter operations

f) AIR-TAXI TO HELICOPTER STAND / HELICOPTER PARKING POSITION (area);

 

 

g) AIR-TAXI TO (or VIA) (location or routing as appropriate) [CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel, etc.)];

 

 

h) AIR-TAXI VIA (direct, as requested, or specified route) TO (location, heliport, operating or movement area, active or inactive runway). AVOID (aircraft or vehicles or personnel).

1.5 Phraseologies to be used related to controller–pilot data link communications (CPDLC)

Section

Circumstances

Phraseologies

Applicable to

ATC FIS

1.5.1

Operational status

 

 

 

 

...failure of CPDLC

a) [ALL STATIONS] CPDLC FAILURE (instructions);

 

...failure of a single CPDLC message

b) CPDLC MESSAGE FAILURE (appropriate clearance, instruction, information or request);

 

...to correct CPDLC clearances, instructions, information or requests

c) DISREGARD CPDLC (message type) MESSAGE, BREAK (correct clearance, instruction, information or request);

 

...to instruct all stations or a specific flight to avoid sending CPDLC requests for a limited period of time

d) [ALL STATIONS] STOP SENDING CPDLC REQUESTS [UNTIL ADVISED] [(reason)];

 

...to resume normal use of CPDLC

e) [ALL STATIONS] RESUME NORMAL CPDLC OPERATIONS.

2. ATS SURVEILLANCE SERVICE PHRASEOLOGIES

Note. — The following comprise phraseologies specifically applicable when an ATS surveillance system is used in the provision of air traffic services. The phraseologies detailed in the sections above for use in the provision of air traffic services are also applicable, as appropriate, when an ATS surveillance system is used.

2.1 General ATS surveillance service phraseologies

Section

Circumstances

Phraseologies

Applicable to

ATC FIS

2.1.1

Identification of aircraft

a) REPORT HEADING [AND FLIGHT LEVEL (or ALTITUDE)];

 

 

b) FOR IDENTIFICATION TURN LEFT (or RIGHT) HEADING (three digits);

 

 

c) TRANSMIT FOR IDENTIFICATION AND REPORT HEADING;

 

 

d) RADAR CONTACT [position];

 

 

e) IDENTIFIED [position];

 

 

f) NOT IDENTIFIED [reason], [RESUME (or CONTINUE) OWN NAVIGATION];

 

 

g) NOT IDENTIFIED [reason].

2.1.2

Position information

POSITION (distance) (direction) OF (significant point) (or OVER or ABEAM (significant point)).

2.1.3

Vectoring instructions

a) LEAVE (significant point) HEADING (three digits);

 

 

b) CONTINUE HEADING (three digits);

 

 

c) CONTINUE PRESENT HEADING;

 

 

d) FLY HEADING (three digits);

 

 

e) TURN LEFT (or RIGHT) HEADING (three digits) [reason];

 

 

f) TURN LEFT (or RIGHT) (number of degrees) DEGREES [reason];

 

 

g) STOP TURN HEADING (three digits);

 

 

h) FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point);

 

 

i) HEADING IS GOOD.

2.1.4

Termination of vectoring

a) RESUME OWN NAVIGATION (position of aircraft) (specific instructions);

 

 

b) RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) KILOMETRES (or MILES)].

2.1.5

Manoeuvres

a) MAKE A THREE SIXTY TURN LEFT (or RIGHT) [reason];

 

b) ORBIT LEFT (or RIGHT) [reason];

...(in case of unreliable directional instruments on board aircraft)

 

c) MAKE ALL TURNS RATE ONE (or RATE HALF, or (number) DEGREES PER SECOND) START AND STOP ALL TURNS ON THE COMMAND ‘NOW’;

 

d) TURN LEFT (or RIGHT) NOW;

 

 

e) STOP TURN NOW.

 

Note. — When it is necessary to specify a reason for vectoring or for the above-mentioned manoeuvres, the following phraseologies should be used:

a) DUE TRAFFIC;

b) FOR SPACING;

c) FOR DELAY;

d) FOR DOWNWIND (or BASE, or FINAL).

 

 

2.1.6

Speed control

a) REPORT SPEED;

 

 

*b) SPEED (number) KILOMETRES PER HOUR (or KNOTS);

*

 

 

 

c) MAINTAIN (number) KILOMETRES PER HOUR (or KNOTS) [OR GREATER (or OR LESS)] [UNTIL (significant point)];

 

 

d) DO NOT EXCEED (number) KILOMETRES PER HOUR (or KNOTS);

 

 

e) MAINTAIN PRESENT SPEED;

 

 

f) INCREASE (or REDUCE) SPEED TO (number) KILOMETRES PER HOUR (or KNOTS) [OR GREATER (or OR LESS)];

 

 

g) INCREASE (or REDUCE) SPEED BY (number) KILOMETRES PER HOUR (or KNOTS);

 

 

h) RESUME NORMAL SPEED;

 

 

i) REDUCE TO MINIMUM APPROACH SPEED;

 

 

j) REDUCE TO MINIMUM CLEAN SPEED;

 

 

k) NO [ATC] SPEED RESTRICTIONS.

 

 

‘*’ denotes pilot transmission.

Note. — An arriving aircraft may be instructed to maintain its ‘maximum speed’, ‘minimum clean speed’, ‘minimum speed’, or a specified speed. ‘Minimum clean speed’ signifies the minimum speed at which an aircraft can be flown in a clean configuration, i.e. without deployment of lift-augmentation devices, speed brakes or landing gear.

 

 

2.1.7

Position reporting

 

 

 

 

...to omit position reports

a) OMIT POSITION REPORTS [UNTIL (specify)];

 

 

b) NEXT REPORT AT (significant point);

 

 

c) REPORTS REQUIRED ONLY AT (significant point(s));

 

 

d) RESUME POSITION REPORTING.

2.1.8

Traffic information and avoiding action

a) TRAFFIC (number) O’CLOCK (distance) (direction of flight) [any other pertinent information]:

 

 

1) UNKNOWN;

 

 

2) SLOW MOVING;

 

 

3) FAST MOVING;

 

 

4) CLOSING;

 

 

5) OPPOSITE (or SAME) DIRECTION;

 

 

6) OVERTAKING;

 

 

7) CROSSING LEFT TO RIGHT (or RIGHT TO LEFT);

 

...(if known)

8) (aircraft type);

 

 

9) (level);

 

…when passing level information on to aircraft climbing or descending, in the form of vertical distance from other traffic

10) [YOUR CLEARED LEVEL]

 

 

 

11) CLIMBING (or DESCENDING);

 

...to request avoiding action

*b) REQUEST VECTORS;

*

 

 

 

c) DO YOU WANT VECTORS?;

 

...when passing unknown traffic

d) CLEAR OF TRAFFIC [appropriate instructions];

 

...for avoiding action

e) TURN LEFT (or RIGHT) IMMEDIATELY HEADING (three digits) TO AVOID [UNIDENTIFIED] TRAFFIC (bearing by clock-reference and distance);

 

 

f) TURN LEFT (or RIGHT) (number of degrees) DEGREES IMMEDIATELY TO AVOID [UNIDENTIFIED] TRAFFIC AT (bearing by clock-reference and distance).

 

 

‘*’ denotes pilot transmission.

 

 

2.1.9

Communications and loss of communications

a) [IF] RADIO CONTACT LOST (instructions);

 

 

b) IF NO TRANSMISSIONS RECEIVED FOR (number) MINUTES (or SECONDS) (instructions);

 

 

c) REPLY NOT RECEIVED (instructions);

 

...if loss of communications suspected

d) IF YOU READ (manoeuvre instructions);

 

 

e) IF YOU READ [SQUAWK (code) or IDENT)];

 

 

f) (manoeuvre, SQUAWK or IDENT) OBSERVED. POSITION (position of aircraft) [(instructions)].

2.1.10

Termination of radar and/or ADS-B service

a) RADAR SERVICE (or IDENTIFICATION) TERMINATED [DUE (reason)] (instructions);

 

 

b) WILL SHORTLY LOSE IDENTIFICATION (appropriate instructions or information);

 

 

c) IDENTIFICATION LOST [reasons] (instructions).

2.1.11

Radar and/or ADS-B equipment degradation

a) SECONDARY RADAR OUT OF SERVICE (appropriate information as necessary);

 

 

b) PRIMARY RADAR OUT OF SERVICE (appropriate information as necessary);

 

 

c) ADS-B OUT OF SERVICE (appropriate information as necessary).

2.2 Radar in approach control service

Section

Circumstances

Phraseologies

Applicable to

ATC FIS

2.2.1

Vectoring for approach

a) VECTORING FOR (type of approach) APPROACH RUNWAY (number);

 

b) VECTORING FOR VISUAL APPROACH RUNWAY (number) REPORT FIELD (or RUNWAY) IN SIGHT;

 

c) VECTORING FOR (positioning in the circuit);

 

d) VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number);

 

e) VECTORING FOR PRECISION APPROACH RUNWAY (number);

 

f) (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions).

2.2.2

Vectoring for ILS and other approach procedures

a) POSITION (number) KILOMETRES (or MILES) from x). TURN LEFT (or RIGHT) HEADING (three digits);

 

b) YOU WILL INTERCEPT (FINAL APPROACH COURSE or radio aid) (distance) FROM (significant point or TOUCHDOWN);

...when a pilot wishes to be positioned at a specific distance from touchdown

*c) REQUEST (distance) FINAL;

 

*

 

 

d) CLEARED FOR (type of approach) APPROACH RUNWAY (number);

...instructions and information

e) REPORT ESTABLISHED ON LOCALISER (or ON [GLS/RNP/MLS] [FINAL] APPROACH [COURSE]);

 

 

f) CLOSING FROM LEFT (or RIGHT) [REPORT ESTABLISHED];

 

g) TURN LEFT (or RIGHT) HEADING (three digits) [TO INTERCEPT] or [REPORT ESTABLISHED];

 

h) EXPECT VECTOR ACROSS THE ( LOCALISER or [GLS/RNP/MLS] FINAL APPROACH COURSE or radio aid) (reason);

 

 

i) THIS TURN WILL TAKE YOU THROUGH THE (LOCALIZER or [GLS/RNP/MLS] FINAL APPROACH COURSE or radio aid) [(reason)];

 

 

j) TAKING YOU THROUGH THE (LOCALISER or [GLS/RNP/MLS] FINAL APPROACH COURSE or radio aid) [(reason)];

 

 

k) MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION;

 

l) REPORT ESTABLISHED ON GLIDE PATH;

 

m) INTERCEPT (LOCALISER or [GLS/RNP/MLS] [FINAL] APPROACH [COURSE] or radio aid) [RUNWAY (number)] [REPORT ESTABLISHED].

 

 

‘*’ denotes pilot transmission.

 

 

2.2.3

Manoeuvre during independent and dependent parallel approaches

a) CLEARED FOR (type of approach) APPROACH RUNWAY (number) LEFT (or RIGHT);

 

b) YOU HAVE CROSSED THE LOCALISER (or GLS/RNP/MLS FINAL APPROACH COURSE). TURN LEFT (or RIGHT) IMMEDIATELY AND RETURN TO THE LOCALISER (or GLS/RNP/MLS FINAL APPROACH COURSE) [RUNWAY (number)];

 

 

c) ILS (or MLS) RUNWAY (number) LEFT (or RIGHT) LOCALISER (or MLS) FREQUENCY IS (frequency);

...for avoidance action when an aircraft is observed penetrating the NTZ

d) TURN LEFT (or RIGHT) (number) DEGREES (or HEADING) (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (altitude);

...for avoidance action below 120 m (400 ft) above the runway threshold elevation where parallel approach obstacle assessment surfaces (PAOAS) criteria are being applied

e) CLIMB TO (altitude) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH] (other instructions).

2.2.4

Surveillance radar approach

 

 

 

2.2.4.1

Provision of service

a) THIS WILL BE A SURVEILLANCE RADAR APPROACH RUNWAY (number) TERMINATING AT (distance) FROM TOUCHDOWN, OBSTACLE CLEARANCE ALTITUDE (or HEIGHT) (number) METRES (or FEET) CHECK YOUR MINIMA [IN CASE OF GO-AROUND (instructions)];

 

b) APPROACH INSTRUCTIONS WILL BE TERMINATED AT (distance) FROM TOUCHDOWN.

2.2.4.2

Elevation

a) COMMENCE DESCENT NOW [TO MAINTAIN A (number) DEGREE GLIDE PATH];

 

b) (distance) FROM TOUCHDOWN ALTITUDE (or HEIGHT) SHOULD BE (numbers and units).

2.2.4.3

Position

(distance) FROM TOUCHDOWN.

2.2.4.4

Checks

a) CHECK GEAR DOWN [AND LOCKED];

 

b) OVER THRESHOLD.

2.2.4.5

Completion of approach

a) REPORT VISUAL;

 

b) REPORT RUNWAY [LIGHTS] IN SIGHT;

 

c) APPROACH COMPLETED [CONTACT (unit)].

2.3 Secondary surveillance radar (SSR) and ADS-B phraseologies

Section

Circumstances

Phraseologies

Applicable to

ATC FIS

2.3.1

To request the capability of the SSR equipment

a) ADVISE TRANSPONDER CAPABILITY;

 

 

*b) TRANSPONDER (as shown in the flight plan);

*

 

 

 

*c) NEGATIVE TRANSPONDER.

*

 

 

 

‘*’ denotes pilot transmission.

 

 

2.3.2

To request the capability of the
ADS-B equipment

a) ADVISE ADS-B CAPABILITY;

*b) ADS-B TRANSMITTER (data link);

*

 

 

 

*c) ADS-B RECEIVER (data link);

*

 

 

 

*d) NEGATIVE ADS-B.

*

 

 

 

‘*’ denotes pilot transmission.

 

 

2.3.3

To instruct setting of transponder

a) FOR DEPARTURE SQUAWK (code);

 

 

b) SQUAWK (code).

2.3.4

To request the pilot to reselect the assigned mode and code

a) RESET SQUAWK [(mode)] (code);

 

 

*b) RESETTING [(mode)] (code).

*

 

 

 

‘*’ denotes pilot transmission.

 

 

2.3.5

To request reselection of aircraft identification

RE-ENTER [ADS-B or MODE S] AIRCRAFT IDENTIFICATION.

2.3.6

To request the pilot to confirm the code selected on the aircraft’s transponder

a) CONFIRM SQUAWK (code);

 

 

*b) SQUAWKING (code).

*

 

 

 

‘*’ denotes pilot transmission.

 

 

2.3.7

To request the operation of the IDENT feature

a) SQUAWK [(code)] [AND] IDENT;

 

b) SQUAWK LOW;

 

 

c) SQUAWK NORMAL;

 

 

d) TRANSMIT ADS-B IDENT.

2.3.8

To request temporary suspension of transponder operation

SQUAWK STANDBY.

2.3.9

To request emergency code

SQUAWK MAYDAY [CODE SEVEN-SEVEN-ZERO-ZERO].

2.3.10

To request termination of transponder and/or ADS-B transmitter operation

a) STOP SQUAWK [TRANSMIT ADS-B ONLY];

 

 

b) STOP ADS-B TRANSMISSION [SQUAWK (code) ONLY].

Note. — Independent operations of Mode S transponder and ADS-B may not be possible in all aircraft (e.g. where ADS-B is solely provided by 1 090 MHz extended squitter emitted from the transponder). In such cases, aircraft may not be able to comply with ATC instructions related to ADS-B operation.

 

 

2.3.11

To request transmission of pressure-altitude

a) SQUAWK CHARLIE;

 

 

b) TRANSMIT ADS-B ALTITUDE.

2.3.12

To request pressure setting check and confirmation of level

a) CHECK ALTIMETER SETTING AND CONFIRM (level).

2.3.13

To request termination of pressure-altitude transmission because of faulty operation

a) STOP SQUAWK CHARLIE WRONG INDICATION;

 

 

b) STOP ADS-B ALTITUDE TRANSMISSION [(WRONG INDICATION, or reason)].

2.3.14

To request level check

CONFIRM (level).

2.3.15

Controller queries a discrepancy between the displayed ‘Selected Level’ and the cleared level

Note. — The controller will not state on radiotelephony the value of the ‘Selected Level’ observed on the situation display.

CHECK SELECTED LEVEL. CLEARED LEVEL IS (level);

CHECK SELECTED LEVEL. CONFIRM CLIMBING (or DESCENDING) TO (or MAINTAINING) (level);

 

*CLIMBING (or DESCENDING) TO (or MAINTAINING) (level) (appropriate information on selected level).

*

 

 

‘*’ denotes pilot transmission.

 

 

3. AUTOMATIC DEPENDENT SURVEILLANCE — CONTRACT (ADS-C) PHRASEOLOGIES

3.1 General ADS-C phraseologies

Section

Circumstances

Phraseologies

Applicable to

ATC FIS

3.1.1

ADS-C degradation

ADS-C (or ADS-CONTRACT) OUT OF SERVICE (appropriate information as necessary).

4. ALERTING PHRASEOLOGIES

4.1 Alerting phraseologies

Section

Circumstances

Phraseologies

Applicable to

ATC FIS

4.1.1

Low-altitude warning

(aircraft call sign) LOW-ALTITUDE WARNING, CHECK YOUR ALTITUDE IMMEDIATELY, QNH IS (number) [(units)]. [THE MINIMUM FLIGHT ALTITUDE IS (altitude)].

4.1.2

Terrain alert

(aircraft call sign) TERRAIN ALERT, (suggested pilot action, if possible).

5. GROUND CREW/FLIGHT CREW PHRASEOLOGIES

5.1 Ground crew/flight crew phraseologies

Section

Circumstances

Phraseologies

Applicable to

ATC FIS

5.1.1

Starting procedures
(ground crew/cockpit)

a) [ARE YOU] READY TO START UP?;

 

 

 

 

*b) STARTING NUMBER (engine number(s)).

Note 1. — The ground crew should follow this exchange by either a reply on the intercom or a distinct visual signal to indicate that all is clear and that the start-up as indicated may proceed.

Note 2. — Unambiguous identification of the parties concerned is essential in any communications between ground crew and pilots.

 

 

 

 

‘*’ denotes pilot transmission.

 

 

5.1.2

Pushback procedures

 

 

 

 

...(ground crew/cockpit)

a) ARE YOU READY FOR PUSHBACK?;

 

 

 

 

*b) READY FOR PUSHBACK;

 

 

 

 

c) CONFIRM BRAKES RELEASED;

 

 

 

 

*d) BRAKES RELEASED;

 

 

 

 

e) COMMENCING PUSHBACK;

 

 

 

 

f) PUSHBACK COMPLETED;

 

 

 

 

*g) STOP PUSHBACK;

 

 

 

 

h) CONFIRM BRAKES SET;

 

 

 

 

*i) BRAKES SET;

 

 

 

 

*j) DISCONNECT;

 

 

 

 

k) DISCONNECTING STAND BY FOR VISUAL AT YOUR LEFT (or RIGHT).

 

 

 

 

Note. — This exchange is followed by a visual signal to the pilot to indicate that disconnect is completed and all is clear for taxiing.

 

 

 

 

‘*’ denotes pilot transmission.

 

 

6. AIR TRAFFIC FLOW MANAGEMENT (ATFM)

6.1

ATFM

 

 

 

 

Calculated take-off time (CTOT) delivery resulting from a slot allocation message (SAM).

a) SLOT (time);

 

Change to CTOT resulting from a slot revision message (SRM).

b) REVISED SLOT (time);

 

CTOT cancellation resulting from a slot cancellation message (SLC).

c) SLOT CANCELLED, REPORT READY;

 

Flight suspension until further notice (resulting from flight suspension message (FLS)).

d) FLIGHT SUSPENDED UNTIL FURTHER NOTICE, DUE (reason);

 

Flight de-suspension resulting from a de-suspension message (DES).

e) SUSPENSION CANCELLED, REPORT READY;

 

Denial of start-up when requested too late to comply with the given CTOT.

f) UNABLE TO APPROVE START-UP CLEARANCE DUE SLOT EXPIRED, REQUEST A NEW SLOT;

 

Denial of start-up when requested too early to comply with the given CTOT.

g) UNABLE TO APPROVE START-UP CLEARANCE DUE SLOT (time), REQUEST START-UP AT (time).

GM1 Appendix 1 to AMC1 SERA.14001 General

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.

GM2 Appendix 1 to AMC1 SERA.14001 General

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.

GM1 SERA.14001  General

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.

GM2 SERA.14001  General

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.

SERA.14005 Categories of messages

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.

Table S14-1

Message category and radiotelephony order of priority signal

Radiotelephony signal

(a) Distress calls, distress messages and distress traffic

MAYDAY

(b) Urgency messages, including messages preceded by the medical transports signal

PAN PAN or PAN PAN MEDICAL

(c) Communications relating to direction finding

(d) Flight safety messages

(e) Meteorological messages

(f) Flight regularity messages

(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.

SERA.14010 Flight safety messages

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.

SERA.14015 Language to be used in air-ground communication

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.

AMC1 SERA.14015 Language to be used in air-ground communication

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.

GM1 SERA.14015  Language to be used in air-ground communication

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.

GM2 SERA.14015  Language to be used in air-ground communication

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.

SERA.14020 Word spelling in radiotelephony

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.

Table S14-2

The radiotelephony spelling alphabet

Letter

Word

Approximate pronunciation (Latin alphabet representation)

A

Alfa

AL FAH

B

Bravo

BRAH VOH

C

Charlie

CHAR LEE or SHAR LEE

D

Delta

DELL TAH

E

Echo

ECK OH

F

Foxtrot

FOKS TROT

G

Golf

GOLF

H

Hotel

HO TELL

I

India

IN DEE AH

J

Juliett

JEW LEE ETT

K

Kilo

KEY LOH

L

Lima

LEE MAH

M

Mike

MIKE

N

November

NO VEM BER

O

Oscar

OSS CAH

P

Papa

PAH PAH

Q

Quebec

KEH BECK

R

Romeo

ROW ME OH

S

Sierra

SEE AIR RAH

T

Tango

TANG GO

U

Uniform

YOU NEE FORM or OO NEE FORM

V

Victor

VIK TAH

W

Whiskey

WISS KEY

X

X-ray

ECKS RAY

Y

Yankee

YANG KEY

Z

Zulu

ZOO LOO

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

SERA.14025 Principles governing the identification of ATS routes other than standard departure and arrival routes

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.

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.

SERA.14026 Significant points

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.

SERA.14030 Use of designators for standard instrument departure and arrival routes

Regulation (EU) 2016/1185

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

GM1 SERA.14030  Use of designators for standard instrument departure and arrival routes

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.

SERA.14035 Transmission of numbers in radiotelephony

Regulation (EU) 2016/1185

(a) Transmission of numbers

(1) All numbers used in the transmission of aircraft call sign, headings, runway, wind direction and speed 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 1000 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.

CALL SIGN, HEADING, RUNWAY AND WIND

The following examples illustrate the application.

aircraft call signs

transmitted as

CCA 238

Air China two three eight

OAL 242

Olympic two four two

headings

transmitted as

100 degrees

heading one zero zero

080 degrees

heading zero eight zero

runway

transmitted as

27

runway two seven

30

runway three zero

wind direction and speed

transmitted as

200 degrees 70 knots

wind two zero zero degrees seven zero knots

160 degrees 18 knots gusting 30 knots

wind one six zero degrees one eight knots gusting three zero knots

FLIGHT LEVELS

The following examples illustrate the application.

flight levels

transmitted as

FL 180

flight level one eight zero

FL 200

flight level two hundred

ALTIMETER SETTING

The following examples illustrate the application.

altimeter setting

transmitted as

1009 hPa

QNH one zero zero nine

1000 hPa

QNH one thousand

993 hPa

QNH nine nine three

TRANSPONDER CODES

The following examples illustrate the application.

transponder codes

transmitted as

2400

squawk two four zero zero

1000

squawk one thousand

2000

squawk two thousand

ALTITUDE

The following examples illustrate the application.

altitude

transmitted as

800

eight hundred

3 400

three thousand four hundred

12 000

one two thousand

CLOUD HEIGHT

The following examples illustrate the application.

cloud height

transmitted as

2 200

two thousand two hundred

4 300

four thousand three hundred

VISIBILITY

The following examples illustrate the application.

visibility

transmitted as

1 000

visibility one thousand

700

visibility seven hundred

RUNWAY VISUAL RANGE

The following examples illustrate the application.

runway visual range

transmitted as

600

RVR six hundred

1 700

RVR one thousand seven hundred

DECIMALS

The following examples illustrate the application.

number

transmitted as

100.3

ONE ZERO ZERO DECIMAL THREE

38 143.9

THREE EIGHT ONE FOUR THREE DECIMAL NINE

TRANSMISSION OF NUMBERS FOR RADIOTELEPHONY CHANNEL FREQUENCIES

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

Channel

Transmitted as

118.000

ONE ONE EIGHT DECIMAL ZERO

118.005

ONE ONE EIGHT DECIMAL ZERO ZERO FIVE

118.010

ONE ONE EIGHT DECIMAL ZERO ONE ZERO

118.025

ONE ONE EIGHT DECIMAL ZERO TWO FIVE

118.050

ONE ONE EIGHT DECIMAL ZERO FIVE ZERO

118.100

ONE ONE EIGHT DECIMAL ONE

(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.

SERA.14040 Pronunciation of numbers

Regulation (EU) 2016/1185

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

Table S14-3

Numeral or numeral element

Pronunciation

0

ZE-RO

1

WUN

2

TOO

3

TREE

4

FOW-er

5

FIFE

6

SIX

7

SEV-en

8

AIT

9

NIN-er

10

TEN

11

EE-LE-VEN

12

TWELF

Decimal

DAY-SEE-MAL

Hundred

HUN-dred

Thousand

TOU-SAND

SERA.14045 Transmitting technique

Regulation (EU) 2016/1185

(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:

Table S14-4

Phrase

Meaning

ACKNOWLEDGE

‘Let me know that you have received and understood this message.’

AFFIRM

‘Yes.’

APPROVED

‘Permission for proposed action granted.’

BREAK

‘I hereby indicate the separation between portions of the message.’

BREAK BREAK

‘I hereby indicate the separation between messages transmitted to different aircraft in a very busy environment.’

CANCEL

‘Annul the previously transmitted clearance.’

CHECK

‘Examine a system or procedure.’

CLEARED

‘Authorised to proceed under the conditions specified.’

CONFIRM

‘I request verification of: (clearance, instruction, action, information).’

CONTACT

‘Establish communications with…’

CORRECT

‘True’ or ‘Accurate’.

CORRECTION

‘An error has been made in this transmission (or message indicated). The correct version is…’

DISREGARD

‘Ignore.’

HOW DO YOU READ

‘What is the readability of my transmission?’ (see point SERA.14070(c))

I SAY AGAIN

‘I repeat for clarity or emphasis.’

MAINTAIN

‘Continue in accordance with the condition(s) specified’ or in its literal sense.

MONITOR

‘Listen out on (frequency).’

NEGATIVE

‘No’ or ‘Permission not granted’ or ‘That is not correct’ or ‘Not capable’.

OVER

‘My transmission is ended, and I expect a response from you.’

OUT

‘This exchange of transmissions is ended and no response is expected.’

READ BACK

‘Repeat all, or the specified part, of this message back to me exactly as received.’

RECLEARED

‘A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof.’

REPORT

‘Pass me the following information…’

REQUEST

‘I should like to know…’ or ‘I wish to obtain…’

ROGER

‘I have received all of your last transmission.’

SAY AGAIN

‘Repeat all, or the following part, of your last transmission.’

SPEAK SLOWER

‘Reduce your rate of speech.’

STANDBY

‘Wait and I will call you.’

UNABLE

‘I cannot comply with your request, instruction, or clearance.’

WILCO

(Abbreviation for ‘will comply’)

‘I understand your message and will comply with it.’

WORDS TWICE

(a) As a request: ‘Communication is difficult. Please send every word, or group of words, twice.’

(b) As information: ‘Since communication is difficult, every word, or group of words, in this message will be sent twice.’

BREAK

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

CHECK

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

MAINTAIN

For example, ‘Maintain VFR’.

OVER

‘OVER’ is not normally used in VHF communications.

OUT

‘OUT’ is not normally used in VHF communications.

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).

STANDBY

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

UNABLE

‘UNABLE’ is normally followed by a reason.

SERA.14050 Radiotelephony call signs for aircraft

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.

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.

EXAMPLES OF FULL AND ABBREVIATED CALL SIGNS

 

Type a)

Type b)

Type c)

Full call sign

N57826

*CESSNA FABCD

*CITATION FABCD

VARIG PVMA

SCANDINAVIAN 937

Abbreviated call sign

N26 or N826

CESSNA CD or CESSNA BCD

CITATION CD or CITATION BCD

VARIG MA or VARIG VMA

(no abbreviated form)

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

SERA.14055 Radiotelephony procedures

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.

RADIOTELEPHONY CALLING PROCEDURE*

 

Type a)

Type b)

Type c)

Designation of the station called

NEW YORK RADIO

NEW YORK RADIO

NEW YORK RADIO

Designation of the station calling

GABCD**

SPEEDBIRD ABCD**

AEROFLOT 321**

* 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

 

Type a)

Type b)

Type c)

Designation of the station called

GABCD*

SPEEDBIRD ABCD*

AEROFLOT 321*

Designation of the answering station

NEW YORK RADIO

NEW YORK RADIO

NEW YORK RADIO

* 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.

AMC1 SERA.14055(b)(2)  Radiotelephony procedures

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.

SERA.14060 Transfer of VHF communications

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.

SERA.14065 Radiotelephony procedures for air-ground voice communication channel changeover

Regulation (EU) 2016/1185

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

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

(2) call sign and, for aircraft in the heavy wake turbulence category, the word ‘Heavy’ or ‘Super’ if that aircraft has been so identified by the competent authority;

(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 and, for aircraft in the heavy wake turbulence category, the word ‘Heavy’ or ‘Super’ if that aircraft has been so identified by the competent authority;

(3) position; and

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

SERA.14070 Test procedures

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

SERA.14075 Exchange of communications

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.

REPETITIONS

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

SERA.14080 Communications watch/Hours of service

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.

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.

SERA.14085 Use of blind transmission

Regulation (EU) 2016/1185

(a) When an aircraft fails to establish contact on the designated channel, on the previous channel used or on another channel appropriate to the route, and fails to establish communication with the appropriate ATS unit, other ATS unit or other aircraft using all available means, the aircraft shall transmit its message twice on the designated channel(s), preceded by the phrase ‘TRANSMITTING BLIND’ and, if necessary, include the addressee(s) for which the message is intended.

(b) When an aircraft is unable to establish communication due to receiver failure, it shall transmit reports at the scheduled times, or positions, on the channel in use preceded by the phrase ‘TRANSMITTING BLIND DUE TO RECEIVER FAILURE’. The aircraft shall:

(1) transmit the intended message, following this by a complete repetition;

(2) advise the time of its next intended transmission;

(3) when provided with ATS, transmit information regarding the intention of the pilot-in-command with respect to the continuation of the flight.

SERA.14087 Use of relay communication technique

Regulation (EU) 2016/1185

(a) When an ATS unit has been unable to establish contact with an aircraft after calls on the frequencies on which the aircraft is believed to be listening, it shall:

(1) request other ATS units to render assistance by calling the aircraft and relaying traffic, if necessary; and

(2) request aircraft on the route to attempt to establish communication with the aircraft and relay traffic, if necessary.

(b) The provisions of point (a) shall also be applied:

(1) at request of the ATS unit concerned;

(2) 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.

SERA.14090 Specific communication procedures

Regulation (EU) 2016/1185

(a) Movement of vehicles

Phraseologies for the movement of vehicles, other than tow-tractors, on the manoeuvring area shall be the same as those used for the movement of aircraft, with the exception of taxi instructions, in which case the word ‘PROCEED’ shall be substituted for the word ‘TAXI’ when communicating with vehicles.

(b) Air traffic advisory service

Air traffic advisory service does not deliver ‘clearances’ but only ‘advisory information’ and it shall use the word ‘advise’ or ‘suggest’ when a course of action is proposed to an aircraft.

(c) Indication of heavy wake turbulence category

(1) For aircraft in the heavy wake turbulence category, the word ‘Heavy’ shall be included immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units.

(2) For specific aircraft in the heavy wake turbulence category, as identified by the competent authority, the word ‘Super’ shall be included immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units.

(d) Procedures related to weather deviation

When the pilot initiates communications with ATC, a rapid response may be obtained by stating ‘WEATHER DEVIATION REQUIRED’ to indicate that priority is desired on the frequency and for ATC response. When necessary, the pilot shall initiate communications using the urgency call ‘PAN PAN’ (preferably spoken three times).

SERA.14095 Distress and urgency radiotelephony communication procedures

Regulation (EU) 2020/469

(a) General

(1) Distress and urgency traffic shall comprise all radiotelephony messages relative to the distress and urgency conditions respectively. Distress and urgency conditions are defined as:

(i)  Distress a condition of being threatened by serious and/or imminent danger and of requiring immediate assistance.

(ii) Urgency a condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight, but which does not require immediate assistance.

(2) The radiotelephony distress signal ‘MAYDAY’ and the radiotelephony urgency signal ‘PAN PAN’ shall be used at the commencement of the first distress and urgency communication respectively. At the commencement of any subsequent communication in distress and urgency traffic, it shall be permissible to use the radiotelephony distress and urgency signals.

(3) The originator of messages addressed to an aircraft in distress or urgency condition shall restrict to the minimum the number and volume and content of such messages as required by the condition.

(4) If no acknowledgement of the distress or urgency message is made by the ATS unit addressed by the aircraft, other ATS units shall render assistance as prescribed in points (b)(2) and (b)(3) respectively.

(5) Distress and urgency traffic shall normally be maintained on the frequency on which such traffic was initiated until it is considered that better assistance can be provided by transferring that traffic to another frequency.

(6) In cases of distress and urgency communications, in general, the transmissions by radiotelephony shall be made slowly and distinctly, each word being clearly pronounced to facilitate transcription.

(b) Radiotelephony distress communications

(1) Action by the aircraft in distress

In addition to being preceded by the radiotelephony distress signal ‘MAYDAY’ in accordance with point (a)(2), preferably spoken three times, the distress message to be sent by an aircraft in distress shall:

(i) be on the air-ground frequency in use at the time;

(ii) consist of as many as possible of the following elements spoken distinctly and, if possible, in the following order:

(A) the name of the ATS unit addressed (time and circumstances permitting);

(B) the identification of the aircraft;

(C) the nature of the distress condition;

(D) the intention of the pilot-in-command;

(E) present position, level and heading.

(2) Action by the ATS unit addressed or by the first ATS unit acknowledging the distress message

The ATS unit addressed by an aircraft in distress, or the first ATS unit acknowledging the distress message, shall:

(i) immediately acknowledge the distress message;

(ii) take control of the communications or specifically and clearly transfer that responsibility, advising the aircraft if a transfer is made; and

(iii) take immediate action to ensure that all necessary information is made available, as soon as possible, to:

(A) the ATS unit concerned;

(B) the aircraft operator concerned, or its representative, in accordance with pre-established arrangements;

(iv) warn other ATS units, as appropriate, in order to prevent the transfer of traffic to the frequency of the distress communication.

(3) Imposition of silence

(i) The aircraft in distress, or the ATS unit in control of distress traffic, shall be permitted to impose silence, either on all stations of the mobile service in the area or on any station which interferes with the distress traffic. It shall address these instructions ‘to all stations’ or to one station only, according to the circumstances. In either case, it shall use:

(A) ‘STOP TRANSMITTING’;

(B) the radiotelephony distress signal ‘MAYDAY’.

(ii) The use of the signals specified in point (b)(3)(i) shall be reserved for the aircraft in distress and for the ATS unit controlling the distress traffic.

(4) Action by all other ATS units/aircraft

(i) The distress communications have absolute priority over all other communications and ATS units/aircraft aware of them shall not transmit on the frequency concerned unless:

(A) the distress is cancelled or the distress traffic is terminated;

(B) all distress traffic has been transferred to other frequencies;

(C) the ATS unit controlling communications gives permission;

(D) it has itself to render assistance.

(ii) Any ATS unit/aircraft which has knowledge of distress traffic, and which cannot itself assist the aircraft in distress, shall nevertheless continue listening to such traffic until it is evident that assistance is being provided.

(5) Termination of distress communications and of silence

(i) When an aircraft is no longer in distress, it shall transmit a message cancelling the distress condition.

(ii) When the ATS unit which has controlled the distress communication traffic becomes aware that the distress condition is ended, it shall take immediate action to ensure that this information is made available, as soon as possible, to:

(A) the ATS units concerned;

(B) the aircraft operator concerned, or its representative, in accordance with pre-established arrangements.

(iii) The distress communication and silence conditions shall be terminated by transmitting a message, including the words ‘DISTRESS TRAFFIC ENDED’, on the frequency or frequencies being used for the distress traffic. This message shall be originated only by the ATS unit controlling the communications when, after the reception of the message prescribed in point (b)(5)(i), it is authorised to do so by the competent authority.

(c) Radiotelephony urgency communications

(1) Action by the aircraft reporting an urgency condition except as indicated in point (c)(4)

In addition to being preceded by the radiotelephony urgency signal ‘PAN PAN’ in accordance with point (a)(2), preferably spoken three times and each word of the group pronounced as the French word ‘panne’, the urgency message to be sent by an aircraft reporting an urgency condition shall:

(i) be on the air-ground frequency in use at the time;

(ii) consist of as many as required of the following elements spoken distinctly and, if possible, in the following order:

(A) the name of the ATS unit addressed;

(B) the identification of the aircraft;

(C) the nature of the urgency condition;

(D) the intention of the pilot-in-command;

(E) present position, level and heading;

(F) any other useful information.

(2) Action by the ATS unit addressed or first ATS unit acknowledging the urgency message

The ATS unit addressed by an aircraft reporting an urgency condition or the first ATS unit acknowledging the urgency message shall:

(i) acknowledge the urgency message;

(ii) take immediate action to ensure that all necessary information is made available, as soon as possible, to:

(A) the ATS unit concerned;

(B) the aircraft operator concerned, or its representative, in accordance with pre-established arrangements;

(iii) if necessary, exercise control of communications.

(3) Action by all other ATS units/aircraft

The urgency communications have priority over all other communications except distress communications and all ATS units/aircraft shall take care not to interfere with the transmission of urgency traffic.

(4) Action by an aircraft used for medical transports

(i) The use of the signal described in point (c)(4)(ii) shall indicate that the message which follows concerns a protected medical transport pursuant to the 1949 Geneva Conventions and Additional Protocols.

(ii) For the purpose of announcing and identifying aircraft used for medical transports, a transmission of the radiotelephony urgency signal ‘PAN PAN’, preferably spoken three times, and each word of the group pronounced as the French word ‘panne’, shall be followed by the radiotelephony signal for medical transports ‘MAY-DEE-CAL’, pronounced as in the French ‘medical’. The use of the signals described above indicates that the message which follows concerns a protected medical transport.

The message shall convey the following data:

(A) the call sign or other recognised means of identification of the medical transports;

(B) position of the medical transports;

(C) number and type of the medical transports;

(D) intended route;

(E) estimated time en-route and of departure and arrival, as appropriate; and

(F) any other information such as flight altitude, radio frequencies guarded, languages used and secondary surveillance radar modes and codes.

(5) Action by the ATS units addressed, or by other stations receiving a medical transports message

The provisions of points (c)(2) and (c)(3) shall apply as appropriate to ATS units receiving a medical transports message.

(d) As laid down in Article 4a the VHF emergency frequency (121,500 MHz) shall be used for genuine emergency purposes including any of the following:

(1) to provide a clear channel between aircraft in distress or emergency and a ground station when the normal channels are being utilised for other aircraft;

(2) to provide a VHF communication channel between aircraft and aerodromes, not normally used by international air services, in case of an emergency condition arising;

(3) to provide a common VHF communication channel between aircraft, either civil or military, and between such aircraft and surface services, involved in common search and rescue operations, prior to changing when necessary to the appropriate frequency;

(4) to provide air–ground communication with aircraft when airborne equipment failure prevents the use of the regular channels;

(5) to provide a channel for the operation of emergency locator transmitters, and for communication between survival craft and aircraft engaged in search and rescue operations;

(6) to provide a common VHF channel for communication between civil aircraft and intercepting aircraft or intercept control units and between civil or intercepting aircraft and air traffic services units in the event of interception of the civil aircraft.

ACTION BY THE AIRCRAFT IN DISTRESS

(a) The provisions may be supplemented by the following measures:

(1) the distress message of an aircraft in distress being made on the emergency frequency 121,5 MHz or another aeronautical mobile frequency, if considered necessary or desirable. Not all aeronautical stations maintain a continuous guard on the emergency frequency,

(2) the distress message of an aircraft in distress being broadcast if time and circumstances render this course preferable;

(3) the aircraft transmitting on the maritime mobile service radiotelephony calling frequencies;

(4) the aircraft using any means at its disposal to attract attention and make known its conditions (including the activation of the appropriate SSR mode and code);

(5) any station taking any means at its disposal to assist an aircraft in distress;

(6) any variation on the elements listed, when the transmitting station is not itself in distress, provided that such circumstance is clearly stated in the distress message.

(b) The ATS unit addressed will normally be that ATS unit communicating with the aircraft or in whose area of responsibility the aircraft is operating.

ACTION BY THE ATS UNIT

The requirement to inform the aircraft operator concerned does not have priority over any other action which involves the safety of the flight in distress, or of any other flight in the area, or which might affect the progress of expected flights in the area.

ACTION BY AIRCRAFT REPORTING AN URGENCY CONDITION

(a) These provisions are not intended to prevent an aircraft from broadcasting an urgency message if time and circumstances render this course preferable.

(b) The ATS unit addressed will normally be that ATS unit communicating with the aircraft or in whose area of responsibility the aircraft is operating.

GM1 SERA.14095(c)(1)(ii)(F)  Distress and urgency radiotelephony communication procedures

ED Decision 2016/023/R

Any other useful information may consist of information such as but not limited to remaining aircraft endurance/fuel, number of persons on board, possible presence of hazardous materials and the nature thereof, aircraft colour/markings, survival aids, etc. and may also be transmitted in situation of distress.

ACTION BY ATS WHEN AN URGENCY CONDITION IS REPORTED

The requirement to inform the aircraft operating agency concerned does not have priority over any other action which involves the safety of the flight in distress, or of any other flight in the area, or which might affect the progress of expected flights in the area.

USE OF VHF EMERGENCY FREQUENCY IN CASE OF HANDLING OF DISTRESS TRAFFIC

The use of the frequency 121.500 MHz for the purpose outlined in point (d)(3) is to be avoided if it interferes in any way with the efficient handling of distress traffic.

Appendix 1 Signals

Regulation (EU) 2016/1185

1. DISTRESS AND URGENCY SIGNALS

1.1. General

1.1.1. Notwithstanding the provisions in 1.2 and 1.3, an aircraft in distress shall use any means at its disposal to attract attention, make known its position and obtain help.

1.1.2. The telecommunication transmission procedures for the distress and urgency signals shall be in accordance with Section 14.

1.2. Distress signals

1.2.1. The following signals, used either together or separately, mean that grave and imminent danger threatens, and immediate assistance is requested:

(a) a signal made by radiotelegraphy or by any other signalling method consisting of the group SOS (.. .— — — . .. in the Morse Code);

(b) a radiotelephony distress signal consisting of the spoken word MAYDAY;

(c) a distress message sent via data link which transmits the intent of the word MAYDAY;

(d) rockets or shells throwing red lights, fired one at a time at short intervals;

(e) a parachute flare showing a red light;

(f) setting of the transponder to Mode A Code 7700.

1.3. Urgency signals

1.3.1. The following signals, used either together or separately, mean that an aircraft wishes to give notice of difficulties which compel it to land without requiring immediate assistance:

(a) the repeated switching on and off of the landing lights; or

(b) the repeated switching on and off of the navigation lights in such manner as to be distinct from flashing navigation lights.

1.3.2. The following signals, used either together or separately, mean that an aircraft has a very urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some person on board or within sight:

(a) a signal made by radiotelegraphy or by any other signalling method consisting of the group XXX (—..— —..— —..— in the Morse Code);

(b) a radiotelephony urgency signal consisting of the spoken words PAN, PAN;

(c) an urgency message sent via data link which transmits the intent of the words PAN, PAN.

2. VISUAL SIGNALS USED TO WARN AN UNAUTHORISED AIRCRAFT FLYING IN OR ABOUT TO ENTER A RESTRICTED, PROHIBITED OR DANGER AREA

2.1. When visual signals are used to warn unauthorised aircraft flying in or about to enter a restricted, prohibited or danger area by day and by night, a series of projectiles discharged from the ground at intervals of 10 seconds, each showing, on bursting, red and green lights or stars shall indicate to an unauthorised aircraft that it is flying in or about to enter a restricted, prohibited or danger area, and that the aircraft is to take such remedial action as may be necessary.

3. SIGNALS FOR AERODROME TRAFFIC

3.1. Light and pyrotechnic signals

3.1.1. Instructions

Table AP 1-1

Light

From Aerodrome Control to:

Aircraft in flight

Aircraft on the ground

Directed towards aircraft concerned

(see Figure A1-1).

Steady green

Cleared to land

Cleared for take-off

Steady red

Give way to other aircraft and continue circling

Stop

Series of green flashes

Return for landing19 Clearances to land and to taxi will be given in due course.

Cleared to taxi

Series of red flashes

Aerodrome unsafe, do not land

Taxi clear of landing area in use

Series of white flashes

Land at this aerodrome and proceed to apron20 Clearances to land and to taxi will be given in due course.

Return to starting point on the aerodrome

Red pyrotechnic

Notwithstanding any previous instructions, do not land for the time being

 

3.1.2. Acknowledgement by an aircraft

(a) When in flight:

(1) during the hours of daylight:

      by rocking the aircraft’s wings, except for the base and final legs of the approach;

(2) during the hours of darkness:

      by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on and off twice its navigation lights.

(b) When on the ground:

(1) during the hours of daylight:

      by moving the aircraft’s ailerons or rudder;

(2) during the hours of darkness:

      by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on and off twice its navigation lights.

3.2. Visual ground signals

3.2.1. Prohibition of landing

3.2.1.1. A horizontal red square panel with yellow diagonals (Figure A1-2) when displayed in a signal area indicates that landings are prohibited and that the prohibition is liable to be prolonged.

Figure A1-2

3.2.2. Need for special precautions while approaching or landing

3.2.2.1. A horizontal red square panel with one yellow diagonal (Figure A1-3) when displayed in a signal area indicates that owing to the bad state of the manoeuvring area, or for any other reason, special precautions must be observed in approaching to land or in landing.

Figure A1-3

3.2.3. Use of runways and taxiways

3.2.3.1. A horizontal white dumb-bell (Figure A1-4) when displayed in a signal area indicates that aircraft are required to land, take off and taxi on runways and taxiways only.

Figure A1-4

3.2.3.2. The same horizontal white dumb-bell as in 3.2.3.1 but with a black bar placed perpendicular to the shaft across each circular portion of the dumb-bell (Figure A1-5) when displayed in a signal area indicates that aircraft are required to land and take off on runways only, but other manoeuvres need not be confined to runways and taxiways.

Figure A1-5

3.2.4. Closed runways or taxiways

3.2.4.1. Crosses of a single contrasting colour, white on runways and yellow on taxiways (Figure A1-6), displayed horizontally on runways and taxiways or parts thereof indicate an area unfit for movement of aircraft.

Figure A1-6

3.2.5. Directions for landing or take-off

3.2.5.1. A horizontal white or orange landing T (Figure A1-7) indicates the direction to be used by aircraft for landing and take-off, which shall be in a direction parallel to the shaft of the T towards the cross arm. When used at night, the landing T shall be either illuminated or outlined in white lights.

Figure A1-7

3.2.5.2. A set of two digits (Figure A1-8) displayed vertically at or near the aerodrome control tower indicates to aircraft on the manoeuvring area the direction for take-off, expressed in units of 10 degrees to the nearest 10 degrees of the magnetic compass.

Figure A1-8

3.2.6. Right-hand traffic

3.2.6.1. When displayed in a signal area, or horizontally at the end of the runway or strip in use, a right-hand arrow of conspicuous colour (Figure A1-9) indicates that turns are to be made to the right before landing and after take-off.

Figure A1-9

3.2.7. Air traffic services reporting office

3.2.7.1. The letter C displayed vertically in black against a yellow background (Figure A1-10) indicates the location of the air traffic services reporting office.

Figure A1-10

3.2.8. Sailplane flights in operation

3.2.8.1. A double white cross displayed horizontally (Figure A1-11) in the signal area indicates that the aerodrome is being used by sailplanes and that sailplane flights are being performed.

Figure A1-11

4. MARSHALLING SIGNALS

4.1. From a signalman/marshaller to an aircraft

4.1.1. The signals for use by the signalman/marshaller, with hands illuminated as necessary to facilitate observation by the pilot, and facing the aircraft in a position shall be:

(a) for fixed-wing aircraft, on left side of aircraft, where best seen by the pilot; and

(b) for helicopters, where the signalman/marshaller can best be seen by the pilot.

4.1.2. Prior to using the following signals, the signalman/marshaller shall ascertain that the area within which an aircraft is to be guided is clear of objects which the aircraft, in complying with SERA.3301(a), might otherwise strike.

 

1. Wingwalker/guide21 This signal provides an indication by a person positioned at the aircraft wing tip, to the pilot/marshaller/push-back operator, that the aircraft movement on/off a parking position would be unobstructed.

Raise right hand above head level with wand pointing up; move left-hand wand pointing down toward body.

 

2. Identify gate

Raise fully extended arms straight above head with wands pointing up.

 

3. Proceed to next signalman/marshaller or as directed by tower/ground control

Point both arms upward; move and extend arms outward to sides of body and point with wands to direction of next signalman/marshaller or taxi area.

 

4. Straight ahead

Bend extended arms at elbows and move wands up and down from chest height to head.

 

5(a) Turn left (from pilot’s point of view)

With right arm and wand extended at a 90-degree angle to body, make ‘come ahead’ signal with left hand. The rate of signal motion indicates to pilot the rate of aircraft turn.

 

5(b) Turn right (from pilot’s point of view)

With left arm and wand extended at a 90-degree angle to body, make ‘come ahead’ signal with right hand. The rate of signal motion indicates to pilot the rate of aircraft turn.

 

6(a) Normal stop

Fully extend arms and wands at a 90-degree angle to sides and slowly move to above head until wands cross.

 

6(b) Emergency stop

Abruptly extend arms and wands to top of head, crossing wands.

 

7(a) Set brakes

Raise hand just above shoulder height with open palm. Ensuring eye contact with flight crew, close hand into a fist. Do not move until receipt of ‘thumbs up’ acknowledgement from flight crew.

 

7(b) Release brakes

Raise hand just above shoulder height with hand closed in a fist. Ensuring eye contact with flight crew, open palm. Do not move until receipt of ‘thumbs up’ acknowledgement from flight crew.

 

8(a) Chocks inserted

With arms and wands fully extended above head, move wands inward in a ‘jabbing’ motion until wands touch. Ensure acknowledgement is received from flight crew.

 

8(b) Chocks removed

With arms and wands fully extended above head, move wands outward in a ‘jabbing’ motion. Do not remove chocks until authorised by flight crew.

 

9. Start engine(s)

Raise right arm to head level with wand pointing up and start a circular motion with hand; at the same time, with left arm raised above head level, point to engine to be started.

 

10. Cut engines

Extend arm with wand forward of body at shoulder level; move hand and wand to top of left shoulder and draw wand to top of right shoulder in a slicing motion across throat.

 

11. Slow down

Move extended arms downwards in a ‘patting’ gesture, moving wands up and down from waist to knees.

 

12. Slow down engine(s) on indicated side

With arms down and wands toward ground, wave either right or left wand up and down indicating engine(s) on left or right side respectively should be slowed down.

 

13. Move back

With arms in front of body at waist height, rotate arms in a forward motion. To stop rearward movement, use signal 6(a) or 6(b).

 

14(a) Turns while backing (for tail to starboard)

Point left arm with wand down and bring right arm from overhead vertical position to horizontal forward position, repeating right-arm movement.

 

14(b) Turns while backing (for tail to port)

Point right arm with wand down and bring left arm from overhead vertical position to horizontal forward position, repeating left-arm movement.

 

15. Affirmative/all clear22 This signal is also used as a technical/servicing communication signal.

Raise right arm to head level with wand pointing up or display hand with ‘thumbs up’; left arm remains at side by knee.

 

16. Hover23 For use to hovering helicopters

Fully extend arms and wands at a 90-degree angle to sides.

 

17. Move upwards24 For use to hovering helicopters.

Fully extend arms and wands at a 90-degree angle to sides and, with palms turned up, move hands upwards. Speed of movement indicates rate of ascent.

 

18. Move downwards25 For use to hovering helicopters.

Fully extend arms and wands at a 90-degree angle to sides and, with palms turned down, move hands downwards. Speed of movement indicates rate of descent.

 

19(a) Move horizontally left (from pilot’s point of view)26 For use to hovering helicopters.

Extend arm horizontally at a 90-degree angle to right side of body. Move other arm in same direction in a sweeping motion.

 

19(b) Move horizontally right (from pilot’s point of view)27 For use to hovering helicopters.

Extend arm horizontally at a 90-degree angle to left side of body. Move other arm in same direction in a sweeping motion.

 

20. Land28 For use to hovering helicopters.

Cross arms with wands downwards and in front of body.

 

21. Hold position/stand by

Fully extend arms and wands downwards at a 45-degree angle to sides. Hold position until aircraft is clear for next manoeuvre.

 

22. Dispatch aircraft

Perform a standard salute with right hand and/or wand to dispatch the aircraft. Maintain eye contact with flight crew until aircraft has begun to taxi.

 

23. Do not touch controls (technical/servicing communication signal)

Extend right arm fully above head and close fist or hold wand in horizontal position; left arm remains at side by knee.

 

24. Connect ground power (technical/servicing communication signal)

Hold arms fully extended above head; open left hand horizontally and move finger tips of right hand into and touch open palm of left hand (forming a ‘T’). At night, illuminated wands can also be used to form the ‘T’ above head.

 

25. Disconnect power (technical/servicing communication signal)

Hold arms fully extended above head with finger tips of right hand touching open horizontal palm of left hand (forming a ‘T’); then move right hand away from the left. Do not disconnect power until authorised by flight crew. At night, illuminated wands can also be used to form the ‘T’ above head.

 

26. Negative (technical/servicing communication signal)

Hold right arm straight out at 90 degrees from shoulder and point wand down to ground or display hand with ‘thumbs down’; left hand remains at side by knee.

 

27. Establish communication via interphone (technical/servicing communication signal)

Extend both arms at 90 degrees from body and move hands to cup both ears.

 

28. Open/close stairs (technical/servicing communication signal)29 This signal is intended mainly for aircraft with the set of integral stairs at the front.

With right arm at side and left arm raised above head at a 45-degree angle, move right arm in a sweeping motion towards top of left shoulder.

4.2. From the pilot of an aircraft to a signalman/marshaller

4.2.1. These signals shall be used by a pilot in the cockpit with hands plainly visible to the signalman/marshaller, and illuminated as necessary to facilitate observation by the signalman/marshaller.

(a) Brakes engaged: raise arm and hand, with fingers extended, horizontally in front of face, then clench fist.

(b) Brakes released: raise arm, with fist clenched, horizontally in front of face, then extend fingers.

(c) Insert chocks: arms extended, palms outwards, move hands inwards to cross in front of face.

(d) Remove chocks: hands crossed in front of face, palms outwards, move arms outwards.

(e) Ready to start engine(s): Raise the appropriate number of fingers on one hand indicating the number of the engine to be started.

4.3. Technical/servicing communication signals

4.3.1. Manual signals shall only be used when verbal communication is not possible with respect to technical/servicing communication signals.

4.3.2. Signalmen/marshallers shall ensure that an acknowledgement is received from the flight crew with respect to technical/servicing communication signals.

5. STANDARD EMERGENCY HAND SIGNALS

5.1. The following hand signals are established as the minimum required for emergency communication between the ARFF incident commander/ARFF firefighters and the cockpit and/or cabin crews of the incident aircraft. ARFF emergency hand signals should be given from the left front side of the aircraft for the cockpit crew.

 

1. Recommend evacuation

Evacuation recommended based on aircraft rescue and fire-fighting and Incident Commander’s assessment of external situation.

Arm extended from body, and held horizontal with hand upraised at eye level. Execute beckoning arm motion angled backward. Non-beckoning arm held against body.

Night — same with wands.

 

2. Recommend stop

Recommend evacuation in progress be halted. Stop aircraft movement or other activity in progress.

Arms in front of head — Crossed at wrists

Night — same with wands.

 

3. Emergency contained

No outside evidence of dangerous conditions or ‘all-clear.’

Arms extended outward and down at a 45 degree angle. Arms moved inward below waistline simultaneously until wrists crossed, then extended outward to starting position.

Night — same with wands.

 

4. Fire

Move right-hand in a ‘fanning’ motion from shoulder to knee, while at the same time pointing with left hand to area of fire.

Night — same with wands.

FROM A SIGNALMAN/MARSHALLER TO AN AIRCRAFT — GENERAL

(a) The meaning of the relevant signals remains the same if bats, illuminated wands or torch lights are held rather than the signalman’s hands being illuminated.

(b) The aircraft engines are numbered, for the signalman facing the aircraft, from right to left (i.e. No 1 engine being the port outer engine).

(c) References to wands may also be read to refer to daylight-fluorescent table-tennis bats or gloves (daytime only).

(d) References to the signalman may also be read to refer to marshaller.

(e) The design of many aircraft is such that the path of the wing tips, engines and other extremities cannot always be monitored visually from the flight deck while the aircraft is being manoeuvred on the ground.

FROM THE PILOT OF AN AIRCRAFT TO A SIGNALMAN/MARSHALLER — BRAKES

When providing the signal for ‘brakes engaged’ the moment the fist is clenched indicates the moment of brake engagement. When providing the signal for ‘brakes released’ the moment the fingers are extended indicates the moment of brake release.

GENERAL

In order to communicate more effectively with the cabin crew, emergency hand signals may be given by ARFF firefighters from positions other than those that would be used by a signalman to provide marshalling signals.

Appendix 2 Unmanned free balloons

Regulation (EU) 2016/1185

1. CLASSIFICATION OF UNMANNED FREE BALLOONS

1.1. Unmanned free balloons shall be classified as (see Figure AP2-1):

(a) light: an unmanned free balloon which carries a payload of one or more packages with a combined mass of less than 4 kg, unless qualifying as a heavy balloon in accordance with (c)(2),(3) or (4); or

(b) medium: an unmanned free balloon which carries a payload of two or more packages with a combined mass of 4 kg or more, but less than 6 kg, unless qualifying as a heavy balloon in accordance with (c)(2), (3) or (4) below; or

(c) heavy: an unmanned free balloon which carries a payload which:

(1) has a combined mass of 6 kg or more; or

(2) includes a package of 3 kg or more; or

(3) includes a package of 2 kg or more with an area density of more than 13 g per square centimetre, determined by dividing the total mass in grams of the payload package by the area in square centimetres of its smallest surface; or

(4) uses a rope or other device for suspension of the payload that requires an impact force of 230 N or more to separate the suspended payload from the balloon.

2. GENERAL OPERATING RULES

2.1. An unmanned free balloon shall not be operated without authorisation from the State from which the launch is made.

2.2. An unmanned free balloon, other than a light balloon used exclusively for meteorological purposes and operated in the manner prescribed by the competent authority, shall not be operated across the territory of another State without authorisation from the other State concerned.

2.3. The authorisation referred to in 2.2 shall be obtained prior to the launching of the balloon if there is reasonable expectation, when planning the operation, that the balloon may drift into airspace over the territory of another State. Such authorisation may be obtained for a series of balloon flights or for a particular type of recurring flight, e.g. atmospheric research balloon flights.

2.4. An unmanned free balloon shall be operated in accordance with conditions specified by the State of Registry and the State(s) expected to be overflown.

2.5. An unmanned free balloon shall not be operated in such a manner that impact of the balloon, or any part thereof, including its payload, with the surface of the earth, creates a hazard to persons or property.

2.6. A heavy unmanned free balloon shall not be operated over the high seas without prior coordination with the ANSP(s).

Figure AP2-1

3. OPERATING LIMITATIONS AND EQUIPMENT REQUIREMENTS

3.1. A heavy unmanned free balloon shall not be operated without authorisation from the ANSP(s) at or through any level below 18 000 m (60 000 ft) pressure-altitude at which:

(a) there are clouds or obscuring phenomena of more than four oktas coverage; or

(b) the horizontal visibility is less than 8 km.

3.2. A heavy or medium unmanned free balloon shall not be released in a manner that will cause it to fly lower than 300 m (1 000 ft) over the congested areas of cities, towns or settlements or an open-air assembly of persons not associated with the operation.

3.3. A heavy unmanned free balloon shall not be operated unless:

(a) it is equipped with at least two payload flight-termination devices or systems, whether automatic or operated by telecommand, that operate independently of each other;

(b) for polyethylene zero-pressure balloons, at least two methods, systems, devices, or combinations thereof, that function independently of each other are employed for terminating the flight of the balloon envelope;

(c) the balloon envelope is equipped with either a radar reflective device(s) or radar reflective material that will present an echo to surface radar operating in the 200 MHz to 2 700 MHz frequency range, and/or the balloon is equipped with such other devices as will permit continuous tracking by the operator beyond the range of ground-based radar.

3.4. A heavy unmanned free balloon shall not be operated under the following conditions:

(a) in an area where ground-based SSR equipment is in use, unless it is equipped with a secondary surveillance radar transponder, with pressure-altitude reporting capability, which is continuously operating on an assigned code, or which can be turned on when necessary by the tracking station; or

(b) in an area where ground-based ADS-B equipment is in use, unless it is equipped with an ADS-B transmitter, with pressure-altitude reporting capability, which is continuously operating or which can be turned on when necessary by the tracking station.

3.5. An unmanned free balloon that is equipped with a trailing antenna that requires a force of more than 230 N to break it at any point shall not be operated unless the antenna has coloured pennants or streamers that are attached at not more than 15 m intervals.

3.6. A heavy unmanned free balloon shall not be operated below 18 000 m (60 000 ft) pressure-altitude at night or during any other period prescribed by the competent authority, unless the balloon and its attachments and payload, whether or not they become separated during the operation, are lighted.

3.7. A heavy unmanned free balloon that is equipped with a suspension device (other than a highly conspicuously coloured open parachute) more than 15 m long shall not be operated during night below 18 000 m (60 000 ft) pressure-altitude unless the suspension device is coloured in alternate bands of high conspicuity colours or has coloured pennants attached.

4. TERMINATION

4.1. The operator of a heavy unmanned free balloon shall activate the appropriate termination devices required by 3.3(a) and (b):

(a) when it becomes known that weather conditions are less than those prescribed for the operation;

(b) if a malfunction or any other reason makes further operation hazardous to air traffic or to persons or property on the surface; or

(c) prior to unauthorised entry into the airspace over another State’s territory.

5. FLIGHT NOTIFICATION

5.1. Pre-flight notification

5.1.1. Early notification of the intended flight of an unmanned free balloon in the medium or heavy category shall be made to the appropriate air traffic services unit not less than seven days before the date of the intended flight.

5.1.2. Notification of the intended flight shall include such of the following information as may be required by the appropriate air traffic services unit:

(a) balloon flight identification or project code name;

(b) balloon classification and description;

(c) SSR code, aircraft address or NDB frequency as applicable;

(d) operator’s name and telephone number;

(e) launch site;

(f) estimated time of launch (or time of commencement and completion of multiple launches);

(g) number of balloons to be launched and the scheduled interval between launches (if multiple launches);

(h) expected direction of ascent;

(i) cruising level(s) (pressure-altitude);

(j) the estimated elapsed time to pass 18 000 m (60 000 ft) pressure-altitude or to reach cruising level if at or below 18 000 m (60 000 ft), together with the estimated location. If the operation consists of continuous launchings, the time to be included shall be the estimated time at which the first and the last in the series will reach the appropriate level (e.g. 122136Z–130330Z);

(k) the estimated date and time of termination of the flight and the planned location of the impact/recovery area. In the case of balloons carrying out flights of long duration, as a result of which the date and time of termination of the flight and the location of impact cannot be forecast with accuracy, the term ‘long duration’ shall be used. If there is to be more than one location of impact/recovery, each location shall be listed together with the appropriate estimated time of impact. If there is to be a series of continuous impacts, the time to be included shall be the estimated time of the first and the last in the series (e.g. 070330Z–072300Z).

5.1.3. Any changes in the pre-launch information notified in accordance with point 5.1.2 shall be forwarded to the ATS unit concerned not less than 6 hours before the estimated time of launch, or in the case of solar or cosmic disturbance investigations involving a critical time element, not less than 30 minutes before the estimated time of the commencement of the operation.

5.2. Notification of launch

5.2.1. Immediately after a medium or heavy unmanned free balloon is launched the operator shall notify the appropriate air traffic services unit of the following:

(a) balloon flight identification;

(b) launch site;

(c) actual time of launch;

(d) estimated time at which 18 000 m (60 000 ft) pressure-altitude will be passed, or the estimated time at which the cruising level will be reached if at or below 18 000 m (60 000 ft), and the estimated location; and

(e) any changes to the information previously notified in accordance with 5.1.2(g) and (h).

5.3. Notification of cancellation

5.3.1. The operator shall notify the appropriate air traffic services unit immediately it is known that the intended flight of a medium or heavy unmanned free balloon, previously notified in accordance with paragraph 5.1, has been cancelled.

6. POSITION RECORDING AND REPORTS

6.1. The operator of a heavy unmanned free balloon operating at or below 18 000 m (60 000 ft) pressure-altitude shall monitor the flight path of the balloon and forward reports of the balloon’s position as requested by air traffic services. Unless air traffic services require reports of the balloon’s position at more frequent intervals, the operator shall record the position every 2 hours.

6.2. The operator of a heavy unmanned free balloon operating above 18 000 m (60 000 ft) pressure-altitude shall monitor the flight progress of the balloon and forward reports of the balloon’s position as requested by air traffic services. Unless air traffic services require reports of the balloon’s position at more frequent intervals, the operator shall record the position every 24 hours.

6.3. If a position cannot be recorded in accordance with 6.1 and 6.2, the operator shall immediately notify the appropriate air traffic services unit. This notification shall include the last recorded position. The appropriate air traffic services unit shall be notified immediately when tracking of the balloon is re-established.

6.4. One hour before the beginning of planned descent of a heavy unmanned free balloon, the operator shall forward to the appropriate ATS unit the following information regarding the balloon:

(a) the current geographical position;

(b) the current level (pressure-altitude);

(c) the forecast time of penetration of 18 000 m (60 000 ft) pressure-altitude, if applicable;

(d) the forecast time and location of ground impact.

6.5. The operator of a heavy or medium unmanned free balloon shall notify the appropriate air traffic services unit when the operation is ended.

SUPER-PRESSURE BALLOONS

Super-pressure balloons do not require flight termination devices as they quickly rise after payload discharge and burst without the need for a device or system designed to puncture the balloon envelope. In this context a super-pressure balloon is a simple non-extensible envelope capable of withstanding a differential of pressure, higher inside than out. It is inflated so that the smaller night-time pressure of the gas still fully extends the envelope. Such a super-pressure balloon will keep essentially constant level until too much gas diffuses out of it.

Appendix 3 Table of cruising levels

Regulation (EU) No 923/2012

1.1. The cruising levels to be observed are as follows:

TRACK30 Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions to those areas as may be prescribed by the competent authorities, grid tracks as determined by a network of lines parallel to the Greenwich Meridian superimposed on a polar stereographic chart in which the direction towards the North Pole is employed as the Grid North.

From 000 degrees to 179 degrees

From 180 degrees to 359 degrees

IFR Flights

VFR Flights

IFR Flights

VFR Flights

Level

Level

Level

Level

FL

Feet

Metres

FL

Feet

Metres

FL

Feet

Metres

FL

Feet

Metres

010

1000

300

020

2000

600

030

3000

900

035

3500

1050

040

4000

1200

045

4500

1350

050

5000

1500

055

5500

1700

060

6000

1850

065

6500

2000

070

7000

2150

075

7500

2300

080

8000

2450

085

8500

2600

090

9000

2750

095

9500

2900

100

10000

3050

105

10500

3200

110

11000

3350

115

11500

3500

120

12000

3650

125

12500

3800

130

13000

3950

135

13500

4100

140

14000

4250

145

14500

4400

150

15000

4550

155

15500

4700

160

16000

4900

165

16500

5050

170

17000

5200

175

17500

5350

180

18000

5500

185

18500

5650

190

19000

5800

195

19500

5950

200

20000

6100

205

20500

6250

210

21000

6400

215

21500

6550

220

22000

6700

225

22500

6850

230

23000

7000

235

23500

7150

240

24000

7300

245

24500

7450

250

25000

7600

255

25500

7750

260

26000

7900

265

26500

8100

270

27000

8250

275

27500

8400

280

28000

8550

285

28500

8700

290

29000

8850

 

 

 

300

30000

9150

 

 

 

310

31000

9450

 

 

 

320

32000

9750

 

 

 

330

33000

10050

 

 

 

340

34000

10350

 

 

 

350

35000

10650

 

 

 

360

36000

10950

 

 

 

370

37000

11300

 

 

 

380

38000

11600

 

 

 

390

39000

11900

 

 

 

400

40000

12200

 

 

 

410

41000

12500

 

 

 

430

43000

13100

 

 

 

450

45000

13700

 

 

 

470

47000

14350

 

 

 

490

49000

14950

 

 

 

510

51000

15550

 

 

 

etc.

etc.

etc. etc.

 

 

 

etc.

etc.

etc.

 

 

 

Appendix 4 ATS airspace classes — services provided and flight requirements

Regulation (EU) 2016/1185

(SERA.6001 and SERA.5025(b) refers)

Class

Type of flight

Separation provided

Service provided

Speed limitation31 When the level of the transition altitude is lower than 3 050 m (10 000 ft) AMSL, FL 100 should be used in lieu of 10 000 ft. Competent authority may also exempt aircraft types, which for technical or safety reasons, cannot maintain this speed.

Radio communication capability requirement

Continuous two-way air-ground voice communication required

Subject to an ATC clearance

A

IFR only

All aircraft

Air traffic control service

Not applicable

Yes

Yes

Yes

B

IFR

All aircraft

Air traffic control service

Not applicable

Yes

Yes

Yes

VFR

All aircraft

Air traffic control service

Not applicable

Yes

Yes

Yes

C

IFR

IFR from IFR

IFR from VFR

Air traffic control service

Not applicable

Yes

Yes

Yes

VFR

VFR from IFR

(1) Air traffic control service for separation from IFR;

(2) Air traffic control service, VFR/VFR traffic information (and traffic avoidance advice on request)

250 kts IAS below

3 050 m

(10 000 ft) AMSL

Yes

Yes

Yes

D

IFR

IFR from IFR

Air traffic control service, traffic information about VFR flights (and traffic avoidance advice on request)

250 kts IAS below

3 050 m

(10 000 ft) AMSL

Yes

Yes

Yes

VFR

Nil

Air traffic control service, IFR/VFR and VFR/VFR traffic information (and traffic avoidance advice on request)

250 kts IAS below

3 050 m

(10 000 ft) AMSL

Yes

Yes

Yes

E

IFR

IFR from IFR

Air traffic control service and, as far as practical, traffic information about VFR flights

250 kts IAS below

3 050 m

(10 000 ft) AMSL

Yes

Yes

Yes

VFR

Nil

Traffic information as far as practical

250 kts IAS below

3 050 m

(10 000 ft) AMSL

No32 Pilots shall maintain continuous air-ground voice communication watch and establish two-way communication, as necessary, on the appropriate communication channel in RMZ.

No2

No

F

IFR

IFR from IFR as far as practical

Air traffic advisory service; flight information service if requested

250 kts IAS below

3 050 m

(10 000 ft) AMSL

Yes33 Air-ground voice communications mandatory for flights participating in the advisory service. Pilots shall maintain continuous air-ground voice communication watch and establish two-way communication, as necessary, on the appropriate communication channel in RMZ.

No1

No

VFR

Nil

Flight information service if requested

250 kts IAS below

3 050 m

(10 000 ft) AMSL

No2

No2

No

G

IFR

Nil

Flight information service if requested

250 kts IAS below

3 050 m

(10 000 ft) AMSL

Yes2

No2

No

VFR

Nil

Flight information service if requested

250 kts IAS below

3 050 m

(10 000 ft) AMSL

No2

No2

No

GENERAL

The purpose of this Appendix is to show the requirements related to each specific airspace class in a concise manner. Therefore, it does not provide any specifications additional to those already expressed in the implementing rule.

Appendix 5 Technical specifications related to aircraft observations and reports by voice communications

Regulation (EU) 2016/1185

A. REPORTING INSTRUCTIONS

1. CONTENTS OF AIR-REPORTS

1.1. Position reports and special air-reports

1.1.1. Section 1 of the model set out in point A is obligatory for position reports and special air-reports, although Items 5 and 6 thereof may be omitted. Section 2 shall be added, in whole or in part, only when so requested by the operator or its designated representative, or when deemed necessary by the pilot-in-command. Section 3 shall be included in special air-reports.

1.1.2. Condition prompting the issuance of a special air-report are to be selected from the list presented in point SERA.12005(a).

1.1.3. In the case of special air-reports containing information on volcanic activity, a post-flight report shall be made using the volcanic activity reporting form (Model VAR) set out in point B. All elements which are observed shall be recorded and indicated respectively in the appropriate places on the form Model VAR.

1.1.4. Special air-reports shall be issued as soon as practicable after a phenomenon calling for a special air-report has been observed.

2. DETAILED REPORTING INSTRUCTIONS

2.1. Items of an air-report shall be reported in the order in which they are listed in the model AIREP SPECIAL form.

MESSAGE TYPE DESIGNATOR. Report ‘SPECIAL’ for a special air-report.

Section 1

Item 1 — AIRCRAFT IDENTIFICATION. Report the aircraft radiotelephony call sign as prescribed in point SERA.14050.

Item 2 — POSITION. Report position in latitude (degrees as 2 numerics or degrees and minutes as 4 numerics, followed by ‘North’ or ‘South’) and longitude (degrees as 3 numerics or degrees and minutes as 5 numerics followed by ‘East’ or ‘West’), or as a significant point identified by a coded designator (2 to 5 characters), or as a significant point followed by magnetic bearing (3 numerics) and distance in nautical miles from the point. Precede significant point with ‘ABEAM’, if applicable.

Item 3 — TIME. Report time in hours and minutes UTC (4 numerics) unless reporting time in minutes past the hour (2 numerics) is prescribed on the basis of regional air navigation agreements. The time reported must be the actual time of the aircraft at the position and not the time of origination or transmission of the report. Time shall always be reported in hours and minutes UTC when issuing a special air-report.

Item 4 — FLIGHT LEVEL OR ALTITUDE. Report flight level by 3 numerics when on standard pressure altimeter setting. Report altitude in metres followed by ‘METRES’ or in feet followed by ‘FEET’ when on QNH. Report ‘CLIMBING’ (followed by the level) when climbing or ‘DESCENDING’ (followed by the level) when descending to a new level after passing the significant point.

Item 5 — NEXT POSITION AND ESTIMATED TIME OVER. Report the next reporting point and the estimated time over such reporting point, or report the estimated position that will be reached one hour later, according to the position reporting procedures in force. Use the data conventions specified in Item 2 for position. Report the estimated time over this position. Report time in hours and minutes UTC (4 numerics) unless reporting time in minutes past the hour (2 numerics) as prescribed by regional air navigation agreements.

Item 6 — ENSUING SIGNIFICANT POINT. Report the ensuing significant point following the ‘next position and estimated time over’.

Section 2

Item 7 — ESTIMATED TIME OF ARRIVAL. Report the name of the aerodrome of the first intended landing, followed by the estimated time of arrival at this aerodrome in hours and minutes UTC (4 numerics).

Item 8 — ENDURANCE. Report ‘ENDURANCE’ followed by fuel endurance in hours and minutes (4 numerics).

Section 3

Item 9 — PHENOMENON PROMPTING A SPECIAL AIR-REPORT. Report one of the following phenomena encountered or observed:

      moderate turbulence as ‘TURBULENCE MODERATE’, and

      severe turbulence as ‘TURBULENCE SEVERE’.

The following specifications apply:

      Moderate - Conditions in which moderate changes in aircraft attitude and/or altitude may occur but the aircraft remains in positive control at all times. Usually, small variations in airspeed. Changes in accelerometer readings of 0,5 g to 1,0 g at the aircraft's centre of gravity. Difficulty in walking. Occupants feel strain against seat belts. Loose objects move about.

      Severe - Conditions in which abrupt changes in aircraft attitude and/or altitude occur; aircraft may be out of control for short periods. Usually, large variations in airspeed. Changes in accelerometer readings greater than 1,0 g at the aircraft's centre of gravity. Occupants are forced violently against seat belts. Loose objects are tossed about.

      moderate icing as ‘ICING MODERATE’, severe icing as ‘ICING SEVERE’;

The following specifications apply:

      Moderate - Conditions in which change of heading and/or altitude may be considered desirable.

      Severe - Conditions in which immediate change of heading and/or altitude is considered essential.

      Severe mountain wave as ‘MOUNTAIN WAVE SEVERE’;

The following specification applies:

      Severe - Conditions in which the accompanying downdraft is 3,0 m/s (600 ft/min) or more and/or severe turbulence is encountered.

      Thunderstorm without hail as ‘THUNDERSTORM’, thunderstorm with hail as ‘THUNDERSTORM WITH HAIL’;

The following specification applies:

Only report those thunderstorms which are:

      obscured in haze, or

      embedded in cloud, or

      widespread, or

      forming a squall line.

      Heavy duststorm or sandstorm as ‘DUSTSTORM HEAVY’ or ‘SANDSTORM HEAVY’;

      Volcanic ash cloud as ‘VOLCANIC ASH CLOUD’;

      Pre-eruption volcanic activity or a volcanic eruption as ‘PRE-ERUPTION VOLCANIC ACTIVITY’ or ‘VOLCANIC ERUPTION’;

The following specification applies:

‘Pre-eruption volcanic activity’ in this context means unusual and/or increasing volcanic activity which could presage a volcanic eruption.

2.2. Information recorded on the volcanic activity reporting form (Model VAR) is not for transmission by RTF but, on arrival at an aerodrome, is to be delivered without delay by the operator or a flight crew member to the aerodrome meteorological office. If such an office is not easily accessible, the completed form shall be delivered in accordance with local arrangements agreed upon between MET and ATS providers and the aircraft operator.

3. FORWARDING OF METEOROLOGICAL INFORMATION RECEIVED BY VOICE COMMUNICATIONS

When receiving special air-reports, ATS units shall forward these air-reports without delay to the associated meteorological watch office (MWO). In order to ensure assimilation of air-reports in ground-based automated systems, the elements of such reports shall be transmitted using the data conventions specified below and in the order prescribed.

      ADDRESSEE. Record the station called and, when necessary, relay required.

      MESSAGE TYPE DESIGNATOR. Record ‘ARS’ for a special air-report.

      AIRCRAFT IDENTIFICATION. Record the aircraft identification using the data convention specified for Item 7 of the flight plan, without a space between the operator's designator and the aircraft registration or flight identification, if used.

Section 1

Item 0 — POSITION. Record position in latitude (degrees as 2 numerics or degrees and minutes as 4 numerics, followed, without a space, by N or S) and longitude (degrees as 3 numerics or degrees and minutes as 5 numerics, followed without a space by E or W), or as a significant point identified by a coded designator (2 to 5 characters), or as a significant point followed by magnetic bearing (3 numerics) and distance in nautical miles (3 numerics) from the point. Precede significant point with ‘ABEAM’, if applicable.

Item 1 — TIME. Record time in hours and minutes UTC (4 numerics).

Item 2 — FLIGHT LEVEL OR ALTITUDE. Record ‘F’ followed by 3 numerics (e.g. ‘F310’) when a flight level is reported. Record altitude in metres followed by ‘M’ or in feet followed by ‘FT’ when an altitude is reported. Record ‘ASC’ (level) when climbing or ‘DES’ (level) when descending.

Section 2

Item 9 — PHENOMENON PROMPTING A SPECIAL AIR-REPORT. Record the phenomenon reported as follows:

      moderate turbulence as ‘TURB MOD’,

      severe turbulence as ‘TURB SEV’,

      moderate icing as ‘ICE MOD’,

      severe icing as ‘ICE SEV’,

      severe mountain wave as ‘MTW SEV’,

      thunderstorm without hail as ‘TS’,

      thunderstorm with hail as ‘TSGR’,

      heavy duststorm or sandstorm as ‘HVY SS’,

      volcanic ash cloud as ‘VA CLD’,

      pre-eruption volcanic activity or a volcanic eruption as ‘VA’,

      hail as ‘GR’,

      cumulonimbus clouds as ‘CB’.

      TIME TRANSMITTED. Record only when Section 3 is transmitted.

4. SPECIFIC PROVISIONS RELATED TO REPORTING WIND SHEAR AND VOLCANIC ASH

4.1. Reporting of wind shear

4.1.1. When reporting aircraft observations of wind shear encountered during the climb-out and approach phases of flight, the aircraft type shall be included.

4.1.2. Where wind shear conditions in the climb-out or approach phases of flight were reported or forecast but not encountered, the pilot-in-command shall advise the appropriate ATS unit as soon as practicable unless the pilot-in-command is aware that the appropriate ATS unit has already been so advised by a preceding aircraft.

4.2. Post-flight reporting of volcanic activity

4.2.1. On arrival of a flight at an aerodrome, the completed report of volcanic activity shall be delivered by the aircraft operator or a flight crew member, without delay, to the aerodrome meteorological office, or if such office is not easily accessible to arriving flight crew members, the completed form shall be dealt with in accordance with local arrangements agreed upon between MET and ATS providers and the aircraft operator.

4.2.2. The completed report of volcanic activity received by an aerodrome meteorological office shall be transmitted without delay to the meteorological watch office responsible for the provision of meteorological watch for the flight information region in which the volcanic activity was observed.

B. SPECIAL AIR-REPORT OF VOLCANIC ACTIVITY FORM (MODEL VAR)

POSITION

Example:

‘4620North07805West’, ‘4620North07800West’, ‘4600North07800West’, LN (‘LIMA NOVEMBER’), ‘MAY’, ‘HADDY’ or ‘DUB 180 DEGREES 40 MILES’

FLIGHT LEVEL OR ALTITUDE

Example:

‘FLIGHT LEVEL 310’

PHENOMENON PROMPTING A SPECIAL AIR-REPORT - VOLCANIC ASH CLOUD, PRE-ERUPTION VOLCANIC ACTIVITY, OR VOLCANIC ERUPTION

In case of volcanic ash cloud, pre-eruption volcanic activity, or volcanic eruption, in accordance with SERA.12005, a post-flight report should also be made on the special air-report of volcanic activity form (Model VAR).

AIRCRAFT IDENTIFICATION

Example:

‘New Zealand 103’ as ‘ANZ103’

POSITION

Example:

‘4620N07805W’, ‘4620N078W’, ‘46N078W’, ‘LN’, ‘MAY’, ‘HADDY’ or ‘DUB180040’.

GM1 to Appendix 5 (1.1.4 and 2.1)  SPECIAL AIR-REPORTS

ED Decision 2016/023/R

Examples of special air reports by voice communication

AS SPOKEN IN RADIOTELEPHONY

AS RECORDED BY THE AIR TRAFFIC SERVICES UNIT AND FORWARDED TO THE METEOROLOGICAL OFFICE CONCERNED

I.-34 A special air-report which is required because of the occurrence of widespread thunderstorms with hail. AIREP SPECIAL CLIPPER WUN ZERO WUN POSITION FIFE ZERO FOWer FIFE NORTH ZERO TOO ZERO WUN FIFE WEST WUN FIFE TREE SIX FLIGHT LEVEL TREE WUN ZERO CLIMBING TO FLIGHT LEVEL TREE FIFE ZERO THUNDERSTORMS WITH HAIL

I.- ARS PAA101 5045N02015W 1536 F310 ASC F350 TSGR

II.-35 A special air-report which is required because of severe turbulence. The aircraft is on QNH altimeter setting SPECIAL NIUGINI TOO SEVen TREE OVER MADANG ZERO AIT FOWer SIX WUN NINer TOUSAND FEET TURBULENCE SEVERE

II.- ARS ANG273 MD 0846 19000FT TURB SEV

Supplement to the ANNEX

Regulation (EU) 2016/118

List of commonly agreed differences to be notified to ICAO in accordance with Article 5 of this Regulation:

ICAO Annex 2

Differences between this Regulation and the International Standards contained in Annex 2 to the Convention on International Civil Aviation, as amended

Difference A2-01

 

ICAO Annex 2

Chapter 3

3.2.2.

New Provision. Implementing Regulation (EU) No 923/2012, SERA.3210(b), specifies:

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

Difference A2-02

 

ICAO Annex 2

Chapter 3

3.2.3.2(b)

Implementing Regulation (EU) No 923/2012, paragraph SERA.3215(b)(2), specifies (with the addition to ICAO Standard in Annex 2, 3.2.3.2(b) of the underlined text):

‘(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;’

Difference A2-03

 

ICAO Annex 2

Chapter 3

3.2.5(c) and (d)

Implementing Regulation (EU) No 923/2012, paragraph SERA.3225 differs from ICAO Standard in Annex 2, 3.2.5(c) and 3.2.5(d) in that it specifies that subparagraphs (c) and (d) do not apply to balloons:

‘(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.’

Difference A2-04

 

ICAO Annex 2

Chapter 3

3.3.1.2. 

ICAO Annex 2, 3.3.1.2 is replaced with point SERA.4001(b) of Implementing Regulation (EU) No 923/2012. The differences between that ICAO Standard and that Union regulation are as follows:

With regards to VFR flights planned to operate across international borders, the Union regulation (point SERA.4001(b)(5)) differs from the ICAO Standard in Annex 2, 3.3.1.2(e) with the addition of the underlined text, as follows:

‘any flight across international borders, unless otherwise prescribed by the States concerned.’

With regard to VFR and IFR flights planned to operate at night, the following requirement is added to point SERA.4001(b)(6) of that Union regulation:

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

Difference A2-05

 

ICAO Annex 2

Chapter 3

3.2.2.4.

New Provision. Implementing Regulation (EU) No 923/2012, paragraph SERA.3210(c)(3)(i) differs from ICAO Standard in Annex 2, 3.2.2.4 by specifying that:

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

 --- 

 ---

Difference A2-07

 

ICAO Annex 2

Chapter 4

4.6.

ICAO Annex 2, 4.6, is replaced with Implementing Regulation (EU) No 923/2012 SERA.5005, introducing the obstacle clearance criteria in (f), as follows:

‘(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 (1000 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.’

Difference A2-08

 

ICAO Annex 2

Chapter 3

3.8 and Appendix 2

The words ‘in distress’ of Chapter 3 Part 3.8, are not included in Union law, thus enlarging the scope of escort missions to any type of flight requesting such service. Furthermore the provisions contained in Appendix 2 Parts 1.1 to 1.3 inclusive as well as those found in Attachment A, are not contained in Union law.

ICAO Annex 3

Differences between this Regulation and the International Standards contained in Annex 3 to the Convention on International Civil Aviation, as amended.

Difference A3-01

 

ICAO Annex 3

Chapter 5

New provision. Point SERA.12005 of Implementing Regulation (EU) No 923/2012 specifies:

(b) Competent authorities shall prescribe as necessary other conditions which shall be reported by all aircraft when encountered or observed.

ICAO Annex 10

Differences between this Regulation and the International Standards contained in Annex 10 to the Convention on International Civil Aviation, as amended.

Difference A10-01

 

ICAO Annex 10

Volume II

Chapter 5

5.2.1.4.1

ICAO Annex 10, Volume II, Chapter 5.2.1.4.1 is transposed in point SERA.14035 of Implementing Regulation (EU) No 923/2012 with some differences. The differences between that ICAO Standard and that Union Regulation are as follows:

 

SERA.14035 Transmission of numbers in radiotelephony

 

(a) Transmission of numbers

 

(1) All numbers used in the transmission of aircraft call sign, headings, runway, wind direction and speed 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 1000 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 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.

Difference A10-02

 

ICAO Annex 10

Volume II

Chapter 5

5.2.1.7.3.2.3

ICAO Annex 10, Volume II, Chapter 5.2.1.7.3.2.3 is transposed in point SERA.14055 of Implementing Regulation (EU) No 923/2012 with a difference. The difference between that ICAO Standard and that EU Regulation is as follows:

 

SERA.14055 Radiotelephony procedures

 

(b)

(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.

ICAO Annex 11

Differences between this Regulation and the International Standards contained in Annex 11 to the Convention on International Civil Aviation, as amended.

Difference A11-01

 

ICAO Annex 11

Chapter 2

Paragraph 2.25.5

Implementing Regulation (EU) No 923/2012 SERA.3401(d)(1) differs from ICAO Annex 11, standard 2.25.5 by stating that

‘Time checks shall be given at least to the nearest half minute’

Difference A11-02

 

ICAO Annex 11

Chapter 2

Paragraph 2.6.1

Exemption possibility. Implementing Regulation (EU) No 923/2012 paragraph SERA.6001 allows aircraft to exceed the 250 knot speed limit where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed

Difference A11-03

 

ICAO Annex 11

Chapter 3

New provision. Implementing Regulation (EU) No 923/2012, paragraph SERA.8005(b), specifies:

 

(b) Clearances issued by air traffic control units shall provide separation:

(1) between all flights in airspace Classes A and B;

(2) between IFR flights in airspace Classes C, D and E;

(3) between IFR flights and VFR flights in airspace Class C;

(4) between IFR flights and special VFR flights;

(5) between special VFR flights unless otherwise prescribed by the competent authority;

 

except that, when requested by the pilot of an aircraft and agreed by the pilot of the other aircraft and if so prescribed by the competent authority for the cases listed under (b) above in airspace Classes D and E, a flight may be cleared subject to maintaining own separation in respect of a specific portion of the flight below 3050 m (10000 ft) during climb or descent, during day in visual meteorological conditions.

Difference A11-04

 

ICAO Annex 11

Chapter 3

Implementing Regulation (EU) No 923/2012, paragraph SERA.8015, specifies (with the addition to ICAO Standard in Annex 11, 3.7.3.1 of the underlined text):

 

(e) Read-back of clearances and safety-related information

 

(1) The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

 

(i) ATC route clearances;

(ii) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on any runway; and

(iii) runway-in-use, altimeter settings, SSR codes, newly assigned communication channels, level instructions, heading and speed instructions; and

(iv) transition levels, whether issued by the controller or contained in ATIS broadcasts.

Difference A11-05

 

ICAO Annex 11

Chapter 3

Implementing Regulation (EU) No 923/2012, paragraph SERA.8015(e)(2), specifies (with the addition to ICAO Standard in Annex 11, 3.7.3.1.1 of the underlined text):

(2) Other clearances or instructions, including conditional clearances and taxi instructions, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

Difference A11-06

 

ICAO Annex 11

Chapter 3

New provision. Point SERA.5010 of Implementing Regulation (EU) No 923/2012 specifies:

SERA.5010 Special VFR in control zones

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

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

(a)(b) by the pilot:

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

(2) the flight visibility is not less than 1500 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 zone or aerodrome traffic circuit when the reported meteorological conditions at that aerodrome are below the following minima:

(b)  by ATC:

(1)  during day only, unless otherwise permitted by the competent authority;

(2)(1) the ground visibility is not less than 1500 m or, for helicopters, not less than 800 m;

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

Difference A03-07

 

ICAO Annex 3

Chapter 5

New provision. Implementing Regulation (EU) No 923/2012, paragraph SERA.12005, specifies:

(b) Competent authorities shall prescribe as necessary other conditions which shall be reported by all aircraft when encountered or observed.