SERA.15001 Data link initiation and data link initiation failure
Regulation (EU) 2023/1772
(a) The logon address associated with an air traffic services unit shall be published in the national aeronautical information publications (AIPs).
(b) Upon receipt of a valid data link initiation request from an aircraft approaching or within the data link service area, the air traffic services unit shall accept the request and, if able to correlate it with a flight plan, shall establish a connection with the aircraft.
(c) The air traffic services provider shall establish procedures to resolve, as soon as practicable, data link initiation failures.
(d) The aircraft operator shall establish procedures to resolve, as soon as practicable, data link initiation failures.
SERA.15005 Establishment of CPDLC
Regulation (EU) 2023/1772
(a) CPDLC shall be established in sufficient time in advance to ensure that the aircraft communicates with the appropriate air traffic control unit.
(b) Information concerning when and, if applicable, where the air or ground systems should establish CPDLC shall be published in aeronautical information circulars or publications.
(c) The pilot shall be able to identify the air traffic control unit that provides the air traffic control service at any time while the service is being provided.
Regulation (EU) 2023/1772
(a) When CPDLC is transferred, the transfer of voice communication and CPDLC shall commence concurrently.
(b) When an aircraft is transferred from an air traffic control unit where CPDLC is available to an air traffic control unit where CPDLC is not available, the termination of CPDLC shall commence concurrently with the transfer of voice communication.
(c) The air traffic controller shall be informed when attempting a transfer of CPDLC resulting in a change in data authority if there are data link messages for which a closure response has not been received. When the air traffic controller decides to transfer the aircraft without receiving pilot responses to the uplink message(s) outstanding, the air traffic controller shall normally revert to voice communication to clarify any ambiguity associated with the uplink message(s) outstanding.
SERA.15015 Construction of CPDLC messages
Regulation (EU) 2023/1772
(a) The text of CPDLC messages shall be composed in standard message format, in plain language, or in abbreviations and codes. Plain language shall be avoided when the length of the text can be reduced by using appropriate abbreviations and codes. Non-essential words and phrases, such as expressions of politeness, shall not be used.
(b) The air traffic controller and the pilot shall construct CPDLC messages using standard message elements, free text message elements, or a combination of both. The use of free text message elements by air traffic controllers or pilots shall, be avoided.
(c) When the implemented CPDLC message set does not provide for specific circumstances, the competent authority may determine, in consultation with operators and other air traffic services providers, that it is acceptable to use free text message elements. In such cases, the competent authority concerned shall define the display format, intended use and attributes for each free text message element.
(d) The composition of a CPDLC message shall not exceed five message elements, only two of which may contain the route clearance variable.
(e) Construction of multi-element CPDLC messages:
(1) When a multi-element CPDLC message requires a response, the response shall apply to all message elements.
(2) When a single message element clearance or any part of a multi-element clearance message cannot be complied with, the pilot shall send an “UNABLE” response for the whole message.
(3) The controller shall respond with an “UNABLE” message that applies to all elements of the request when no element(s) of a single or multi-element clearance request can be approved. The current clearance(s) shall not be restated.
(4) When a multi-element clearance request can only be partially accommodated, the controller shall respond with an “UNABLE” message applying to all the message elements of the request and, if appropriate, include a reason and/or information on when clearance may be expected.
(5) When all elements of a single or multi-element clearance request can be accommodated, the controller shall respond with clearances corresponding to each element of the request. This response shall be a single uplink message.
(6) When a CPDLC message contains more than one message element and the response attribute for the message is “Y”, when utilised, the single response message shall contain the corresponding number of replies in the same order.
SERA.15020 Responding to CPDLC messages
Regulation (EU) 2023/1772
(a) Unless otherwise specified by the competent authority, voice read-back of CPDLC messages shall not be required.
(b) Except when correction of the CPDLC message transmitted is needed, when a controller or a pilot communicates via CPDLC, the response shall normally be via CPDLC. When a controller or a pilot communicates via voice, the response shall normally be via voice.
SERA.15025 Correction of CPDLC messages
Regulation (EU) 2023/1772
(a) When a correction to a CPDLC message is deemed necessary or when the contents of such a message need to be clarified, the air traffic controller and the pilot shall use the most appropriate means available for issuing the correct details or for providing the necessary clarification.
(b) When voice communication is used to correct a CPDLC message for which no operational response has yet been received, the controller’s or the pilot’s voice transmission shall be prefaced by the phrase: “DISREGARD CPDLC (message type) MESSAGE, BREAK” – followed by the correct clearance, instruction, information or request.
(c) When referring to and identifying the CPDLC message to be disregarded, caution shall be exercised in its phrasing so as to avoid any ambiguity with the issue of the correction to the clearance, instruction, information or request.
(d) If a CPDLC message that requires an operational response is subsequently negotiated via voice, an appropriate CPDLC message closure response shall be sent to ensure proper synchronisation of the CPDLC dialogue. This may be achieved either by explicitly instructing the recipient of the message via voice to close the dialogue or by allowing the system to automatically close the dialogue.
SERA.15030 Controller data link communication procedures for emergencies, hazards, and CPDLC equipment failure
Regulation (EU) 2023/1772
(a) When an air traffic controller or a pilot is alerted that a single controller-pilot data link communication message has failed, the air traffic controller or the pilot shall take one of the following actions, as appropriate:
(1) via voice, confirm the actions that will be taken with respect to the related dialogue, prefacing the information with the phrase: “CPDLC MESSAGE FAILURE”;
(2) via controller-pilot data link communication, reissue the controller-pilot data link communication message that failed.
(b) Air traffic controllers that are required to transmit information concerning a complete controller-pilot data link communication ground system failure to all stations likely to intercept should preface such a transmission by the general call: “ALL STATIONS CPDLC FAILURE” - followed by the identification of the calling station.
(c) When controller-pilot data link communication fail and the communication reverts to voice, all CPDLC messages outstanding shall be considered not delivered and the entire dialogue involving the messages outstanding shall be recommenced by voice.
(d) When controller-pilot data link communication fails but is restored prior to a need to revert to voice communication, all messages outstanding shall be considered not delivered and the entire dialogue involving the messages outstanding shall be recommenced via CPDLC.
SERA.15035 Intentional shutdown of CPDLC system
Regulation (EU) 2023/1772
(a) When a system shutdown of the communications network or the CPDLC ground system is planned, a NOTAM shall be published to inform all affected parties of the shutdown period and, if necessary, the details of the voice communication frequencies to be used.
(b) Aircraft in communication with the ATC units shall be informed by voice or CPDLC of any imminent loss of the CPDLC service.
SERA.15040 Discontinuation of the use of CPDLC requests
Regulation (EU) 2023/1772
(a) When a controller requires all stations or a specific flight to avoid sending CPDLC requests for a limited period of time, the following phrase shall be used: ((call sign) or ALL STATIONS) STOP SENDING CPDLC REQUESTS [UNTIL ADVISED] [(reason)].
(b) The resumption of the normal use of CPDLC shall be advised by using the following phrase: ((call sign) or ALL STATIONS) RESUME NORMAL CPDLC OPERATIONS.
SERA.15045 Use of CPDLC in the event of air-ground voice communication failure
Regulation (EU) 2023/1772
The existence of a CPDLC connection between an air traffic services unit and an aircraft should not prevent the pilot and the air traffic controller concerned from initiating and performing all the required actions in the event of air-ground voice communication failure.
Regulation (EU) 2023/1772
Where the testing of CPDLC with an aircraft could affect the air traffic services being provided to the aircraft, coordination shall be effected prior to such testing.
Appendix 1 Signals
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);
[applicable until 30 April 2025 – Regulation (EU) 2016/1185]
(a) a signal made by radiotelegraphy or by any other signalling method consisting of the group SOS (… — — — … in the Morse Code);
[applicable from 1 May 2025 – Regulation (EU) 2024/404]
(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
[applicable until 30 April 2025 – Regulation (EU) 2016/1185]
3.1.1. Instructions for aircraft
[applicable from 1 May 2025 – Regulation (EU) 2024/404]
Table AP 1-1
[applicable until 30 April 2025 – Regulation (EU) 2016/1185]
Figure A1-1
[applicable from 1 May 2025 – Regulation (EU) 2024/404]
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.
3.1.3. Instructions for ground vehicles or pedestrians
(a) When communications by a system of visual signals is deemed to be adequate, or in the case of radio communication failure, the signals given hereunder shall have the meaning indicated in the table below.
Light signal from aerodrome control |
Meaning |
Green flashes |
Permission to cross landing area or to move onto taxiway |
Steady red |
Stop |
Red flashes |
Move off the landing area or taxiway and watch out for aircraft |
White flashes |
Vacate manoeuvring area in accordance with local instructions |
(b) In emergency conditions or if the signals in point (a) are not observed, the signal given hereunder shall be used for runways or taxiways equipped with a lighting system and shall have the meaning indicated in the table below.
Light signal from aerodrome control |
Meaning |
Flashing runway or taxiway lights |
Vacate the runway and observe the tower for light signal |
[applicable from 1 May 2025 – Regulation (EU) 2024/404]
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.
[applicable until 30 April 2025 – Regulation (EU) 2016/1185]
(b) for helicopters /VTOL-capable aircraft, where the signalman/marshaller can best be seen by the pilot.
[applicable from 1 May 2025 – Regulation (EU) 2024/1111]
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.
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. |
GM1 to Appendix 1(4.1) MARSHALLING SIGNALS
ED Decision 2013/013/R
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.
GM1 to Appendix 1(4.2.1.1) MARSHALLING SIGNALS
ED Decision 2013/013/R
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.
GM1 to Appendix 1(5.1) STANDARD EMERGENCY HAND SIGNALS
ED Decision 2013/013/R
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
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.
[applicable until 30 April 2025 – Regulation (EU) 2016/1185]
5.3.1. The operator shall notify the appropriate air traffic services unit immediately when 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.
[applicable from 1 May 2025 – Regulation (EU) 2024/404]
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.
GM1 to Appendix 2(3.3b)) OPERATING LIMITATIONS AND EQUIPMENT REQUIREMENTS
ED Decision 2013/013/R
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
1.1. The cruising levels to be observed are as follows:
Appendix 4 ATS airspace classes — services provided and flight requirements
(SERA.6001 and SERA.5025(b) refers)
GM1 to Appendix 4 ATS airspace classes — services provided and flight requirements
ED Decision 2013/013/R
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
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.
[applicable until 30 April 2025 – Regulation (EU) 2016/1185]
A. REPORTING INSTRUCTIONS
MODEL AIREP SPECIAL
|
ITEM |
PARAMETER |
TRANSMIT IN TELEPHONY as appropriate |
|
─ |
Message-type designator |
[AIREP] SPECIAL |
|
─ special air-report |
|
1 |
Aircraft identification |
(aircraft identification) |
2 |
Position |
POSITION (latitude and longitude) |
OVER (significant point) |
||
ABEAM (significant point) |
||
(significant point) (bearing) (distance) |
||
3 |
Time |
(time) |
4 |
Level |
FLIGHT LEVEL (number) or (number) METERS or FEET |
CLIMBING TO FLIGHT LEVEL (number) or (number) METERS or FEET |
||
DESCENDING TO FLIGHT LEVEL (number) or (number) METERS or FEET |
||
5 |
Next position and estimated time over |
(position) (time) |
6 |
Ensuing significant point |
(position) NEXT |
7 |
Estimated time of arrival |
(aerodrome) (time) |
8 |
Endurance |
ENDURANCE (hours and minutes) |
9 |
Phenomenon encountered or observed prompting a special air-report: |
|
─ Moderate turbulence |
TURBULENCE MODERATE |
|
─ Severe turbulence |
TURBULENCE SEVERE |
|
─ Moderate icing |
ICING MODERATE |
|
─ Severe icing |
ICING SEVERE |
|
─ Severe mountain wave |
MOUNTAIN WAVE SEVERE |
|
─ Thunderstorms without hail |
THUNDERSTORMS |
|
─ Thunderstorms with hail |
THUNDERSTORMS WITH HAIL |
|
─ Heavy dust/sandstorm |
DUSTSTORM or SANDSTORM HEAVY |
|
─ Volcanic ash cloud |
VOLCANIC ASH CLOUD |
|
─ Pre- eruption volcanic activity or volcanic eruption |
PRE-ERUPTION VOLCANIC ACTIVITY or VOLCANIC ERUPTION |
|
|
|
|
Runway braking action |
|
|
• Good |
GOOD |
|
• Good to medium |
GOOD TO MEDIUM |
|
• Medium |
MEDIUM |
|
• Medium to poor |
MEDIUM TO POOR |
|
• Poor |
POOR |
|
• Less than poor |
LESS THAN POOR |
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/energy 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”
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 “PREERUPTION 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.
— Good braking action as “BRAKING ACTION GOOD”
— Good to medium braking action as “BRAKING ACTION GOOD TO MEDIUM”
— Medium braking action as “BRAKING ACTION MEDIUM”
— Medium to poor braking action as “BRAKING ACTION MEDIUM TO POOR”
— Poor braking action as “BRAKING ACTION POOR”
— Less than poor braking action as “BRAKING ACTION LESS THAN POOR”
The following specifications apply:
Good – Braking deceleration is normal for the wheel braking effort applied, and directional control is normal.
Good to medium – Braking deceleration or directional control is between good and medium.
Medium – Braking deceleration is noticeably reduced for the wheel braking effort applied, or directional control is noticeably reduced.
Medium to poor – Braking deceleration or directional control is between medium and poor.
Poor – Braking deceleration is significantly reduced for the wheel braking effort applied, or directional control is significantly reduced.
Less than poor – Braking deceleration is minimal to non-existent for the wheel braking effort applied, or directional control is uncertain.
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 3
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 sandstorm as “HVY SS”,
— heavy duststorm as “HVY DS”,
— 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 air traffic services unit as soon as practicable unless the pilot-in-command is aware that the appropriate air traffic services 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.
[applicable from 1 May 2025 – Regulation (EU) 2024/404]
[applicable from 1 May 2025 – Regulation (EU) 2024/1111 (for Item 8 – ENDURANCE.)]
B. SPECIAL AIR-REPORT OF VOLCANIC ACTIVITY FORM (MODEL VAR)
GM1 to Appendix 5 (2 — Section 1) DETAILED REPORTING INSTRUCTIONS
ED Decision 2016/023/R
POSITION
Example:
‘4620North07805West’, ‘4620North07800West’, ‘4600North07800West’, LN (‘LIMA NOVEMBER’), ‘MAY’, ‘HADDY’ or ‘DUB 180 DEGREES 40 MILES’
GM1 to Appendix 5 (2 — Section 1) DETAILED REPORTING INSTRUCTIONS
ED Decision 2016/023/R
FLIGHT LEVEL OR ALTITUDE
Example:
‘FLIGHT LEVEL 310’
GM1 to Appendix 5 (2 — Section 3) DETAILED REPORTING INSTRUCTIONS
ED Decision 2016/023/R
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).
GM1 to Appendix 5 (3) FORWARDING OF METEOROLOGICAL INFORMATION RECEIVED BY VOICE COMMUNICATIONS
ED Decision 2016/023/R
AIRCRAFT IDENTIFICATION
Example:
‘New Zealand 103’ as ‘ANZ103’
GM1 to Appendix 5 (3 — Section 1) FORWARDING OF METEOROLOGICAL INFORMATION RECEIVED BY VOICE COMMUNICATIONS
ED Decision 2016/023/R
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
Appendix 6 Completion of a flight plan
Appendix 6 Completion of a flight plan
Regulation (EU) 2024/404
1. ICAO MODEL FLIGHT PLAN FORM
2. INSTRUCTIONS FOR THE COMPLETION OF THE FLIGHT PLAN FORM
2.1 General
Adhere closely to the prescribed formats and manner of specifying data.
Commence inserting data in the first space provided. Where excess space is available, leave unused spaces blank.
Insert all clock times in 4 figures UTC.
Insert all estimated elapsed times in 4 figures (hours and minutes).
The shaded area preceding item 3 – shall be completed by ATS and COM services, unless the responsibility for originating flight plan messages has been delegated.
2.2 Instructions for insertion of ATS data
Complete items 7 to 18 and, when so required by the competent authority or otherwise deemed necessary, item 19 as indicated hereunder.
INSERT one of the following aircraft identifications, not exceeding 7 alphanumeric characters and without hyphens or symbols:
(a) the ICAO designator for the aircraft operator followed by the flight identification (e.g. KLM511, NGA213, JTR25) when in radiotelephony the call sign to be used by the aircraft consists of the ICAO telephony designator for the operator followed by the flight identification (e.g. KLM511, NIGERIA 213, JESTER 25); or
(b) the nationality or common mark and registration mark of the aircraft (e.g. EIAKO, 4XBCD, N2567GA), when:
(1) in radiotelephony the call sign to be used by the aircraft consists of this identification alone (e.g. CGAJS), or preceded by the ICAO telephony designator for the aircraft operator (e.g. BLIZZARD CGAJS);
(2) the aircraft is not equipped with radio.
INSERT one of the following letters to denote the category of flight rules with which the pilot intends to comply:
I – if it is intended that the entire flight is operated under IFR; or
V – if it is intended that the entire flight is operated under VFR; or
Y – if the flight is initially operated under IFR, followed by one or more subsequent changes of flight rules; or
Z – if the flight is initially operated under VFR, followed by one or more subsequent changes of flight rules.
Specify in Item 15 the point or points at which a change of flight rules is planned.
INSERT one of the following letters to denote the type of flight when so required by the competent authority:
S – if scheduled air service;
N – if non-scheduled air transport operation;
G – if general aviation;
M – if military;
X – if other than any of the defined categories above.
Specify status of a flight following the indicator STS in Item 18, or when necessary to denote other reasons for specific handling by ATS, indicate the reason following the indicator RMK in Item 18.
INSERT the number of aircraft, if more than one.
INSERT the appropriate designator as specified in Doc 8643, Aircraft Type Designators,
OR, if no such designator has been assigned, or in case of formation flights comprising more than one type,
INSERT ZZZZ, and SPECIFY in item 18 the (numbers and) type(s) of aircraft preceded by ‘TYP/ .
INSERT an oblique stroke followed by one of the following letters to indicate the wake turbulence category of the aircraft:
J – SUPER, to indicate an aircraft type specified as such in ICAO Doc 8643, Aircraft Type Designators, latest edition;
H – HEAVY, to indicate an aircraft type with a maximum certified take-off mass of 136 000 kg or more, with the exception of aircraft types listed in ICAO Doc 8643 in the SUPER (J) category;
M – MEDIUM, to indicate an aircraft type with a maximum certified take-off mass of less than 136 000 kg but more than 7 000 kg;
L – LIGHT, to indicate an aircraft type with a maximum certified take-off mass of 7 000 kg or less.
Capabilities comprise the following elements:
(a) presence of relevant serviceable equipment on board the aircraft;
(b) equipment and capabilities commensurate with flight crew qualifications; and
(c) where applicable, authorisation from the appropriate authority.
INSERT one letter as follows:
N – if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment is unserviceable;
OR
S – if standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable;
AND/OR
INSERT one or more of the following letters to indicate the serviceable COM/NAV/approach aid equipment and capabilities available:
A GBAS landing system
B LPV (APV with SBAS)
C LORAN C
D DME
E1 FMC WPR ACARS
E2 D-FIS ACARS
E3 PDC ACARS
F ADF
G GNSS. If any portion of the flight is planned to be conducted under IFR, it refers to GNSS receivers that comply with the requirements of Annex 10, Volume I
H HF RTF
I Inertial Navigation
J1 CPDLC ATN VDL Mode 2
J2 CPDLC FANS 1/A HFDL
J3 CPDLC FANS 1/A VDL Mode A
J4 CPDLC FANS 1/A VDL Mode 2
J5 CPDLC FANS 1/A SATCOM (INMARSAT)
J6 CPDLC FANS 1/A SATCOM (MTSAT)
J7 CPDLC FANS 1/A SATCOM (Iridium)
K MLS
L ILS
M1 ATC SATVOICE (INMARSAT)
M2 ATC SATVOICE (MTSAT)
M3 ATC SATVOICE (Iridium)
O VOR
P1 CPDLC RCP 400
P2 CPDLC RCP 240
P3 SATVOICE RCP 400
P4-P9 Reserved for RCP
R PBN approved
T TACAN
U UHF RTF
V VHF RTF
W RVSM approved
X MNPS approved
Y VHF with 8.33 kHz channel spacing capability
Z Other equipment carried or other capabilities
Any alphanumeric characters not indicated above are reserved.
INSERT N if no surveillance equipment for the route to be flown is carried, or the equipment is unserviceable;
OR
INSERT one or more of the following descriptors, to a maximum of 20 characters, to describe the serviceable surveillance equipment and/or capabilities on board:
SSR Modes A and C
A – Transponder – Mode A (4 digits – 4 096 codes)
C – Transponder – Mode A (4 digits – 4 096 codes) and Mode C
SSR Mode S
E – Transponder – Mode S, including aircraft identification, pressure-altitude and extended squitter (ADS-B) capability
H – Transponder – Mode S, including aircraft identification, pressure-altitude and enhanced surveillance capability
I – Transponder – Mode S, including aircraft identification, but no pressure-altitude capability
L – Transponder – Mode S, including aircraft identification, pressure-altitude, extended squitter (ADS-B) and enhanced surveillance capability
P – Transponder – Mode S, including pressure-altitude, but no aircraft identification capability
S – Transponder – Mode S, including both pressure-altitude and aircraft identification capability
X – Transponder – Mode S with neither aircraft identification nor pressure-altitude capability
ADS-B
B1 – ADS-B with dedicated 1 090 MHz ADS-B “out” capability
B2 – ADS-B with dedicated 1 090 MHz ADS-B “out” and “in” capability
U1 – ADS-B “out” capability using UAT
U2 – ADS-B “out” and “in” capability using UAT
V1 – ADS-B “out” capability using VDL Mode 4
V2 – ADS-B “out” and “in” capability using VDL Mode 4
ADS-C
D1 – ADS-C with FANS 1/A capabilities
G1 – ADS-C with ATN capabilities
Alphanumeric characters not indicated above are reserved.
INSERT the ICAO 4-letter location indicator of the departure aerodrome as specified in Doc 7910, Location Indicators;
OR, if no location indicator has been assigned,
INSERT ZZZZ and SPECIFY, in Item 18:
— the name and location of the aerodrome preceded by DEP/; or
— the first point of the route or the marker radio beacon preceded by DEP/…, if the aircraft has not taken off from an aerodrome;
OR, – if the flight plan is received from an aircraft in flight,
INSERT AFIL, and SPECIFY, in Item 18, the ICAO 4-letter location indicator of the location of the ATS unit from which supplementary flight plan data can be obtained, preceded by DEP/.
THEN, WITHOUT A SPACE,
INSERT for a flight plan submitted before departure, the estimated off-block time (EOBT),
OR, for a flight plan received from an aircraft in flight, the actual or estimated time over the first point of the route to which the flight plan applies.
INSERT the first cruising speed as in (a) and the first cruising level as in (b), without a space between them.
THEN, following the arrow, INSERT the route description as in (c).
INSERT the True airspeed for the first or the whole cruising portion of the flight, in terms of:
Kilometres per hour, expressed as K followed by 4 figures (e.g. K0830), or
Knots, expressed as N followed by 4 figures (e.g. N0485), or
True Mach number, when so prescribed by the appropriate ATS authority, to the nearest hundredth of unit Mach, expressed as M followed by 3 figures (e.g. M082).
INSERT the planned cruising level for the first or the whole portion of the route to be flown, in terms of:
Flight level, expressed as F followed by 3 figures (e.g. F085; F330), or
Standard metric level in tens of metres, when so prescribed by the competent authority expressed as S followed by 4 figures (e.g. S1130), or
Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. A045; A100), or
Altitude in tens of metres, expressed as M followed by 4 figures (e.g. M0840), or
for uncontrolled VFR flights, the letters VFR.
Flights along designated ATS routes
INSERT, if the departure aerodrome is located on or connected to the ATS route, the designator of the first ATS route,
OR, if the departure aerodrome is not on or connected to the ATS route, the letters DCT followed by the point of joining the first ATS route, followed by the designator of the ATS route.
THEN
INSERT each point at which either a change of speed and/or level is planned to commence, or a change of ATS route, and/or a change of flight rules is planned,
FOLLOWED IN EACH CASE
by the designator of the next ATS route segment, even if it is the same as the previous one,
OR by DCT, if the flight to the next point is outside a designated route, unless both points are defined by geographical coordinates.
Flights outside designated ATS routes
INSERT points normally not more than 30 minutes flying time or 370 km (200 NM) apart, including each point at which a change of speed or level, a change of track, or a change of flight rules is planned,
OR, when required by competent authority(ies),
DEFINE the track of flights operating predominantly in an east-west direction between 70°N and 70°S by reference to significant points formed by the intersections of half or whole degrees of latitude with meridians spaced at intervals of 10 degrees of longitude. For flights operating in areas outside those latitudes, the tracks shall be defined by significant points formed by the intersection of parallels of latitude with meridians normally spaced at 20 degrees of longitude. The distance between significant points shall, as far as possible, not exceed 1 hour’s flight time. Additional significant points shall be established as deemed necessary.
For flights operating predominantly in a north-south direction, define tracks by reference to significant points formed by the intersection of whole degrees of longitude with specified parallels of latitude which are spaced at 5 degrees.
INSERT DCT between successive points unless both points are defined by geographical coordinates or by bearing and distance.
USE ONLY the conventions in (1) to (5) below and SEPARATE each sub-item by a space.
(1)
The coded designator assigned to the route or route segment including, where appropriate, the coded designator assigned to the standard departure or arrival route (e.g. BCN1, Bl, R14, UB10, KODAP2A).
(2)
The coded designator (2 to 5 characters) assigned to the point (e.g. LN, MAY, HADDY),
or, if no coded designator has been assigned, one of the following ways:
— Degrees only (7 characters):
2 figures describing latitude in degrees, followed by “N” (North) or “S” (South), followed by 3 figures describing longitude in degrees, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 46N078W.
— Degrees and minutes (11 characters):
4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 4620N07805W.
— Bearing and distance from a reference point:
The identification of the reference point, followed by the bearing from the point in the form of 3 figures giving degrees magnetic, followed by the distance from the point in the form of 3 figures expressing nautical miles. In areas of high latitude where it is determined by the appropriate authority that reference to degrees magnetic is impractical, degrees true may be used. Make up the correct number of figures, where necessary, by insertion of zeros – e.g. a point 180° magnetic at a distance of 40 NM from VOR “DUB” should be expressed as DUB180040.
(3)
The point at which a change of speed (5 % TAS or 0,01 Mach or more) or a change of level is planned to commence, expressed exactly as in (2) above, followed by an oblique stroke and both the cruising speed and the cruising level, expressed exactly as in (a) and (b) above, without a space between them, even when only one of these quantities will be changed.
Examples: LN/N0284A045
MAY/N0305Fl80
HADDY/N0420F330
4602N07805W/N0500F350
46N078W/M082F330
DUB180040/N0350M0840
(4)
The point at which the change of flight rules is planned, expressed exactly as in (2) or (3) above as appropriate, followed by a space and one of the following:
VFR if from IFR to VFR
IFR if from VFR to IFR
Examples: LN VFR
LN/N0284A050 IFR
(5)
The letter C followed by an oblique stroke; THEN the point at which cruise climb is planned to start, expressed exactly as in (2) above, followed by an oblique stroke; THEN the speed to be maintained during cruise climb, expressed exactly as in (a) above, followed by the two levels defining the layer to be occupied during cruise climb, each level expressed exactly as in (b) above, or the level above which cruise climb is planned followed by the letters PLUS, without a space between them.
Examples: C/48N050W/M082F290F350
C/48N050W/M082F290PLUS
C/52N050W/M220F580F620
INSERT the ICAO 4-letter location indicator of the destination aerodrome as specified in Doc 7910, Location Indicators,
OR, if no location indicator has been assigned,
INSERT ZZZZ and SPECIFY in Item 18 the name and location of the aerodrome, preceded by DEST/.
THEN WITHOUT A SPACE
INSERT the total estimated elapsed time.
INSERT the ICAO 4-letter location indicator(s) of not more than two destination alternate aerodromes, as specified in Doc 7910, Location Indicators, separated by a space,
OR, if no location indicator has been assigned to the destination alternate aerodrome(s),
INSERT ZZZZ and SPECIFY in Item 18 the name and location of the destination alternate aerodrome(s), preceded by ALTN/.
Hyphens or oblique strokes should only be used as prescribed below.
INSERT 0 (zero) if no other information,
OR, any other necessary information in the sequence shown hereunder, in the form of the appropriate indicator selected from those defined hereunder followed by an oblique stroke and the information to be recorded:
STS/ Reason for special handling by ATS, e.g. a search and rescue mission, as follows:
ALTRV: for a flight operated in accordance with an altitude reservation;
ATFMX: for a flight approved for exemption from ATFM measures by the competent authority;
FFR: firefighting;
FLTCK: flight check for calibration of navaids;
HAZMAT: for a flight carrying hazardous material;
HEAD: a flight with Head of State status;
HOSP: for a medical flight declared by medical authorities;
HUM: for a flight operating on a humanitarian mission
MARSA: for a flight for which a military entity assumes responsibility for separation of military aircraft;
MEDEVAC: for a life-critical medical emergency evacuation;
NONRVSM: for a non-RVSM-capable flight intending to operate in RVSM airspace;
SAR: for a flight engaged in a search and rescue mission; and
STATE: for a flight engaged in military, customs, or police services.
Other reasons for special handling by ATS shall be denoted under the designator “RMK/”.
PBN/ Indication of RNAV and/or RNP capabilities. Include as many of the descriptors below, as apply to the flight, up to a maximum of 8 entries, i.e. a total of not more than 16 characters.
RNAV SPECIFICATIONS
A1 RNAV 10 (RNP 10)
B1 RNAV 5 all permitted sensors
B2 RNAV 5 GNSS
B3 RNAV 5 DME/DME
B4 RNAV 5 VOR/DME
B5 RNAV 5 INS or IRS
B6 RNAV 5 LORANC
C1 RNAV 2 all permitted sensors
C2 RNAV 2 GNSS
C3 RNAV 2 DME/DME
C4 RNAV 2 DME/DME/IRU
D1 RNAV 1 all permitted sensors
D2 RNAV 1 GNSS
D3 RNAV 1 DME/DME
D4 RNAV 1 DME/DME/IRU
RNP SPECIFICATIONS
L1 RNP 4
O1 Basic RNP 1 all permitted sensors
O2 Basic RNP 1 GNSS
O3 Basic RNP 1 DME/DME
O4 Basic RNP 1 DME/DME/IRU
S1 RNP APCH
S2 RNP APCH with BARO-VNAV
T1 RNP AR APCH with RF (special authorization required)
T2 RNP AR APCH without RF (special authorization required)
Combinations of alphanumeric characters not indicated above are reserved.
NAV/ Significant data related to navigation equipment, other than specified in PBN/, as required by the competent authority.
Indicate GNSS augmentation under this indicator, with a space between two or more methods of augmentation, e.g. NAV/GBAS SBAS.
Indicate EURPRNAV if the aircraft approved P-RNAV relies solely on VOR/DME for the determination of position.
COM/ Indicate communication equipment and capabilities not specified in Item 10 a).
DAT/ Indicate data communication equipment and capabilities not specified in Item 10 a) or “CPDLCX” to indicate exemption granted from the requirement to be equipped with CPDLC-ATN-B1.
SUR/ Indicate surveillance equipment and capabilities not specified in Item 10 b). Indicate as many RSP specification(s) as apply to the flight, using designator(s) with no space. Multiple RSP specifications are separated by a space. Example: RSP180 RSP400.
Insert EUADSBX, EUEHSX, EUELSX, or a combination of them, to indicate exemptions granted for the requirement to be equipped with SSR Mode S transponders or ADS-B transmitters.
DEP/ Name and location of departure aerodrome, if ZZZZ is inserted in Item 13, or the ATS unit from which supplementary flight plan data can be obtained, if AFIL is inserted in Item 13. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location as follows:
With 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 4620N07805W (11 characters).
OR, Bearing and distance from the nearest significant point, as follows:
The identification of the significant point followed by the bearing from the point in the form of 3 figures giving degrees magnetic, followed by the distance from the point in the form of 3 figures expressing NM. In areas of high latitude where it is determined by the appropriate authority that reference to degrees magnetic is impractical, degrees true may be used. Make up the correct number of figures, where necessary, by insertion of zeros, e.g. a point of 180° magnetic at a distance of 40 NM from VOR “DUB” should be expressed as DUB180040.
OR, The first point of the route (name or LAT/LONG) or the marker radio beacon, if the aircraft has not taken off from an aerodrome.
DEST/ Name and location of destination aerodrome, if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described under DEP/above.
DOF/ The date of flight departure in a 6-figure format (YYMMDD, where YY equals the year, MM equals the month, and DD equals the day).
REG/ The nationality or common mark and registration mark of the aircraft, if different from the aircraft identification in Item 7.
EET/ Significant points or FIR boundary designators and accumulated estimated elapsed times from take-off to such points or FIR boundaries, when so prescribed on the basis of regional air navigation agreements, or by the competent authority.
Examples: EET/CAP0745 XYZ0830
EET/EINN0204
SEL/ SELCAL Code, for aircraft so equipped.
TYP/ Type(s) of aircraft, preceded if necessary without a space by number(s) of aircraft and separated by one space, if ZZZZ is inserted in Item 9.
Example: TYP/2F15 5F5 3B2
CODE/ Aircraft address (expressed in the form of an alphanumerical code of 6 hexadecimal characters) when required by the competent authority. Example: “F00001” is the lowest aircraft address contained in the specific block administered by ICAO.
DLE/ En-route delay or holding, insert the significant point(s) on the route where a delay is planned to occur, followed by the length of delay using 4-figure time in hours and minutes (hhmm).
Example: DLE/MDG0030
OPR/ ICAO designator or name of the aircraft operator, if different from the aircraft identification in Item 7.
ORGN/ The originator’s 8-letter AFTN address or other appropriate contact details, in cases where the originator of the flight plan may not be readily identified, as required by the competent authority.
PER/ Aircraft performance data, indicated by a single letter as specified in the Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS, Doc 8168), Volume I – Flight Procedures, if so prescribed by the competent authority.
ALTN/ Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/above.
RALT/ ICAO 4-letter indicator(s) for en-route alternate(s), as specified in Doc 7910, Location Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/above.
TALT/ ICAO 4-letter indicator(s) for take-off alternate, as specified in Doc 7910, Location Indicators, or name of take-off alternate aerodrome, if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/above.
RIF/ The route details to the revised destination aerodrome, followed by the ICAO 4-letter location indicator of the aerodrome. The revised route is subject to reclearance in flight.
Examples: RIF/DTA HEC KLAX
RIF/ESP G94 CLA YPPH
RVR/ minimum runway visual range requirement for the flight expressed in 3 figures.
RFP/ indication of the number of the replacement flight plans submitted in format “Q” followed by 1 figure indicating the iteration of replacement.
Examples: RFP/Q2.
RMK/ Any other plain-language remarks when required by the competent authority or deemed necessary.
After E/ INSERT a 4-figure group giving the fuel endurance in hours and minutes.
After P/ INSERT the total number of persons (passengers and crew) on board, when required by the competent authority. INSERT TBN (to be notified) if the total number of persons is not known at the time of filing.
R/(RADIO) CROSS OUT U if UHF on frequency 243,0 MHz is not available.
CROSS OUT V if VHF on frequency 121,5 MHz is not available.
CROSS OUT E if emergency locator transmitter (ELT) is not available.
S/(SURVIVAL EQUIPMENT) CROSS OUT all indicators if survival equipment is not carried.
CROSS OUT P if polar survival equipment is not carried.
CROSS OUT D if desert survival equipment is not carried.
CROSS OUT M if maritime survival equipment is not carried.
CROSS OUT J if jungle survival equipment is not carried.
J/(JACKETS) CROSS OUT all indicators if life jackets are not carried.
CROSS OUT L if life jackets are not equipped with lights.
CROSS OUT F if life jackets are not equipped with fluorescein.
CROSS OUT U or V or both as in R/above to indicate radio capability of jackets, if any.
D/(DINGHIES) CROSS OUT indicators D and C if no dinghies are carried; or
(NUMBER) INSERT number of dinghies carried; and
(CAPACITY) – INSERT total capacity, in persons, of all dinghies carried; and
(COVER) – CROSS OUT indicator C if dinghies are not covered; and
(COLOUR) – INSERT colour of dinghies if carried.
A/(AIRCRAFT COLOUR INSERT colour of aircraft and significant markings.
AND MARKINGS)
N/(REMARKS) CROSS OUT indicator N if no remarks, or INDICATE any other survival equipment carried and any other remarks regarding survival equipment.
C/(PILOT) INSERT name of pilot-in-command.
2.3 Filed by
INSERT the name of the unit, the agency or the person filing the flight plan.
Supplement to the ANNEX
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.’ |
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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 |
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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 |
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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. |
[applicable until 30 April 2025 – Regulation (EU) 2016/1185]