text: Annex to ED Decision 2022/024/R Page 1 of 9

text: Annex to ED Decision 2022/024/R Page 3 of 9

text: Figure 1: The scope of the ADS-L message generation function (dashed line) as specified in Appendix 1 to AMC1 to SERA.6005(c)

text: Required/ Data type Parameter Remarks Source optional

text: Unique identifier / Should be included in Required Configuration Aircraft address address each transmission Address type Required See the table below Configuration Time Timestamp Required Position source

text: Aircraft category Required See the table below Configuration

text: Emergency Pilot-in-command Emergency status Optional See the table below status inputs Latitude Required Reference WGS-84 Position source Longitude Required Reference WGS-84 Position source Position Reference WGS-84 GNSS altitude Required Height Above Ellipsoid Position source (HAE) Ground speed Required Alternatively, north- Position source Velocity/track south, east-west Ground track Required Position source velocities

text: Annex to ED Decision 2022/024/R Page 4 of 9

text: Vertical rate Required Position source Velocity accuracy Optional See the table below Position source To facilitate Version Required Configuration interoperability Design assurance Optional See the table below Configuration Horizontal position 95 % confidence Required Position source accuracy See table below Capabilities and Vertical position 95 % confidence Required Position source status accuracy See the table below Containment radius (Rc) Navigation integrity Optional Position source See table below Probability that Rc is Source integrity level Optional exceeded Configuration See the table below

text: Data type Values

text: Reserved ICAO Address type Unique identifier Reserved

text: Parameter Values

text: No emitter category information available Light fixed-wing (<7 031 kg / 15 500 lb) Small to heavy fixed-wing (≥7 031 kg / 15 500 lb) Light rotorcraft Heavy rotorcraft Glider/sailplane Lighter-than-air Ultralight Aircraft category Hang-glider Paraglider Parachutist/skydiver/wingsuit eVTOL/UAM UAS ‘open’ category UAS ‘specific’ category UAS ‘certified’ category Model plane Reserved

text: Parameter 95 % horizontal accuracy bound

text: EPU ≥ 926 m (0.5 NM) EPU < 926 m (0.5 NM) EPU < 555.6 m (0.3 NM) EPU < 185.2 m (0.1 NM)

text: Annex to ED Decision 2022/024/R Page 5 of 9

text: EPU < 92.6 m (0.05 NM) EPU < 30 m EPU < 10 m EPU < 3 m

text: Data type 95 % geometric altitude accuracy

text: Unknown or > 150 m ≤ 150 m Vertical position accuracy ≤ 45 m ≤ 15 m

text: Parameter Values

text: No emergency General emergency Lifeguard/medical emergency Minimum fuel (Energy) Emergency status No communications Unlawful interference Downed aircraft Reserved

text: Parameter Horizontal Figure of Merit for rate (HFOMr) values

text: Unknown or ≥ 10 m/s < 10 m/s Velocity accuracy < 3 m/s < 1 m/s

text: Parameter Software and hardware DAL

text: n/a D Design assurance C B

text: Parameter Rc

text: ≥ 20 NM < 20 NM < 8 NM < 4 NM < 2 NM Navigation integrity < 1 NM < 0.6 NM < 0.2 NM < 0.1 NM < 75 m < 25 m

text: Annex to ED Decision 2022/024/R Page 6 of 9

text: Parameter Probability of exceeding Rc

text: Unknown or > 1E-3 / FH ≤ 1E-3 / FH Source integrity level ≤ 1E-5 / FH ≤ 1E-7 / FH

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identifier: AMC and GM to the rules of the air — Issue 1, Amendment 6

beslut: ED Decision 2022/024/R

text: ‘AMC and GM to SERA — Issue 1, Amendment 6’

text: The Annex to ED Decision 2013/013/R is amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below: (a) deleted text is struck through; (b) new or amended text is highlighted in blue; (c) an ellipsis ‘[…]’ indicates that the remaining text is unchanged.

text: AMC1 SERA.6005(c) Requirements for communications, SSR transponder and electronic conspicuity in U-space airspace

text: MEANS OF TRANSMISSION OF INFORMATION AND INFORMATION TO BE TRANSMITTED

text: (a) Manned aircraft should transmit information through one or more of the following means to continuously make themselves electronically conspicuous to U-space service providers: (1) A certified ADS-B OUT system compliant with ICAO Annex 10 Volume IV Chapter 5 (Mode-S Extended Squitter). (2) A certified ADS-B OUT system compliant with ICAO Annex 10 Volume III Chapter 12 (Universal Access Transceiver) 12 months after its implementation and deployment for that purpose in all Member States. (3) A system that transmits the information specified in Appendix 1 to this AMC using: (i) a short-range device (SRD) 860 frequency band, and the information is transmitted in compliance with the format as documented in technical specification ADS-L 4 SRD-860; (ii) standardised mobile telecommunication network services coordinated for aerial use in the relevant decisions of the Electronic Communication Committee (ECC) of the European Conference of Postal and Telecommunications Administrations (CEPT), and the information is transmitted in compliance with the format as documented in technical specification ADS-L 4 MOBILE. The aircraft operator using application-based service should ensure that all other applications or functions that might run in the background are switched off or made inactive to limit in-flight transmissions to only those necessary to minimise interference through unpredictable data upload. This option becomes applicable 6 months after the publication of the technical specification ADS-L 4 MOBILE. The systems used for transmission in accordance with points (3)(i) and (ii) should bear an appropriate CE marking, and be either installed on the aircraft with the installation approved by the competent authority or carried on board the aircraft as non-installed equipment. (b) The information specified in Appendix 1 to this AMC, and which is transmitted through a system referred to in points (3)(i) and (ii), shall be transmitted in a machine-readable format accessible to U-space service providers without any restrictions.

text: Appendix 1 to AMC1 SERA.6005(c) Requirements for communications, SSR transponder and electronic conspicuity in Uspace airspace

text: ADS-L MESSAGE GENERATION FUNCTION

text: (a) This AMC details the minimum set of parameters that should be transmitted, and a set of parameters that may be optionally transmitted. (b) All parameters should originate from a position source or from the system configuration. Each ADS-L message should include an identifier unique to the transmission source.

text: TRANSMITTED PARAMETERS

text: TABLES FOR REQUIRED PARAMETERS

text: TABLES FOR OPTIONAL PARAMETERS

text: TRANSMISSION RATE

text: The position and velocity/track parameters should be transmitted at a rate of at least 1 Hz. The transmission of other parameters may be less frequent than 1 Hz, but not less frequent than 0.1 Hz.

text: ERROR CONTROL

text: There should be at least a digital error detection technique at one level of the transmission (e.g. cyclic redundancy check (CRC)). No specific error-control means are prescribed.

text: SECURITY

text: The transmission should be protected to ensure security and confidentiality of the exchanged parameters.

text: POSITION SOURCE

text: The horizontal and vertical position and velocity/track parameters should primarily be based on a GNSS source.

text: GM1 SERA.6005(c) Requirements for communications, SSR transponder and electronic conspicuity in U-space airspace

text: POSITION SOURCE

text: It is recommended that the GNSS position source process more than one constellation and/or use SBAS augmentation if available.

text: USE OF THE ‘HARDWARE AND SOFTWARE DAL’ PARAMETER

text: The development assurance parameter is a provision to indicate the system’s hardware and software development assurance levels (DALs), if applicable. Further information on DAL determination and use may be found in aeronautical standards for certification of software and hardware items, such as ED-80 and ED-12().

text: INSTALLED SYSTEMS

text: (a) Certified ADS-B OUT systems compliant with ICAO Annex 10 that are implemented and deployed for that purpose in all Member States.

text: The systems may be installed in accordance with CS-ACNS (Subpart D Section 4) or CS-STAN (Standard Change CS-SC005 INSTALLATION OF AN ADS-B OUT SYSTEM COMBINED WITH A TRANSPONDER SYSTEM), or AMC 20-24. The installation of the system should be approved by the competent authority. (b) Systems using an SRD 860 frequency band or standardised mobile telecommunication network services coordinated for aerial use in Europe. The installation of a system in an aircraft, for which EASA is the competent authority for the aircraft design, should be performed in accordance with the EASA aircraft design change processes or in accordance with CS-STAN (CS-SC0051 INSTALLATION OF ‘FLARM’ EQUIPMENT, and CS-SC0057 INSTALLATION OF AN ELECTRONIC CONSPICUITY (EC) FUNCTION). (c) The installation of a system in an aircraft, for which an aviation competent authority is the authority for the aircraft design, should be performed in accordance with the aircraft design change processes defined by the relevant authority. Aviation competent authorities may make use of recognised standards (e.g. CS-STAN) for technically similar installations in aircraft specified in Annex I to

text: Regulation (EU) 2018/1139

text: DECLARATION OF COMPLIANCE

text: The manufacturer of a system referred to in points (a)(3)(i) and (ii) of AMC1 SERA.6005(c) may declare conformity of its system with point SERA.6005(c). The declaration should be supported by technical documentation showing compliance. Alternatively, the manufacturer may voluntarily ask for a technical evaluation of its system by a competent authority. Such declarations of conformity and technical evaluations may be used by aircraft operators to demonstrate to competent authorities compliance with point SERA.6005(c).

text: NON-INSTALLED EQUIPMENT

text: (d) The carriage of non-installed equipment on board the aircraft, for which EASA is the competent authority for the aircraft design, should comply with the applicable air operations requirements (points CAT.GEN.MPA.140, NCC.GEN.130, NCO.GEN.125, and SPO.GEN.130). The carriage of non-installed equipment on board the aircraft, for which an aviation competent authority is the authority for the aircraft design, should comply with the applicable air operations requirements defined by the relevant authorities. Aviation competent authorities may make use of the relevant EASA requirements for similar kinds of air operations with aircraft specified in Annex I to

text: Regulation (EU) 2018/1139

text: . (e) The equipment should be set up on board the aircraft in such a way so as to limit transmission obscuration by the airframe, human body, or other structures and at the same time maximise the visibility of the transmitting antennas, including those on the ground.

text: MOBILE TELECOMMUNICATION SERVICES FOR AERIAL USE

text: (f) National and international roaming agreements rely on standardised roamed services (SMS, voice streaming, etc.), which cannot be automatically presumed for aerial services. Only the mobile telecommunication services concluded by the standardisation bodies for aerial use

text: could be used by manned aircraft to make themselves electronically conspicuous to U-space service providers. (g) There are country-specific restrictions for the aerial use of certain mobile telecommunication frequencies. Therefore, the frequencies used by aerial mobile telecommunication services should be consistent with the relevant decisions of the Electronic Communication Committee (ECC) of the European Conference of Postal and Telecommunications Administrations (CEPT) as implemented by national telecommunication authorities.

text: MILITARY AND STATE AIRCRAFT OPERATIONS

text: (h) Although the amendment to Implementing

text: Regulation (EU) No 923/2012

text: introduced by Implementing

text: Regulation (EU) 2021/666

text: does not apply to military and State aircraft operations and training, these aircraft may fully or partially operate in the U-space airspace. Military and State organisations may reserve the right not to be electronically conspicuous to U-space service providers, taking both security and safety requirements into account. (i) At national level, coordination between authorities in charge of civil and military/State aircraft should assess the risk of electronically non-conspicuous military and State aircraft operating in U-space airspace and may specify means by which the presence and or location of such aircraft may be communicated by the relevant operational units. (j) In determining the designation of an area as U-space airspace, States should consider operations and training conducted with manned military and State aircraft in the airspace concerned and the ability or otherwise to be conspicuous, whether for technical or operational reasons.

text: SAFEGUARDS FOR CONTINUOUS TRANSMISSION

text: (k) U-space service providers may use the provisions of

text: Article 18

text: (h) of Implementing

text: Regulation (EU) 2021/664

text: to inform the competent authority about any known irregularities in the continuous transmission of the systems that make manned aircraft electronically conspicuous to U-space service providers, particularly if such irregularities may negatively affect the provision of air traffic information services as referred to in Article 11 of that Regulation. (l) Manned aircraft that operate in U-space airspace should use the provisions of

text: Regulation (EU) No 376/2014

text: for reporting any known irregularities in the continuous transmission of the systems used for making them electronically conspicuous to U-space service providers. (m) The competent authority should, in case of an urgent safety problem, determine a corrective action (including directives or recommendations) to be taken by a natural or a legal person, where this is necessary to safeguard the safety of traffic information service.


text: AMC & GM to

text: Regulation (EU) No 923/2012

text: Issue 1, Amendment 7

text: N o t e t o t h e r e a d e r

text: In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: Annex to ED Decision 2024/007/R Page 1 of 23

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text: VECTORING TO PILOT-INTERPRETED FINAL APPROACH AID

text: USE OF CERTAIN PHRASES IN A CLEARANCE

text: ADHERENCE TO THE TRUE MACH NUMBER

text: TRANSMISSION OF POSITION REPORTS

text: Annex to ED Decision 2024/007/R Page 6 of 23

text: ALERTING SERVICE — PROMULGATION OF NOTAMs FOR SEARCH AND RESCUE OPERATIONS

text: Annex to ED Decision 2024/007/R Page 7 of 23

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text: Annex to ED Decision 2024/007/R Page 23 of 23

identifier: AMC & GM to the rules of the air — Issue 1, Amendment 7

beslut: ED Decision 2024/007/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

title: AMC & GM to the rules of the air — Issue 1, Amendment 7

serie: amc-gm

text: Acceptable Means of Compliance and Guidance Material to the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: Issue 1, Amendment 7

type: rubrik

text: Annex to ED Decision 2024/007/R ‘Acceptable Means of Compliance and Guidance Material to the rules of the air Issue 1, Amendment 7’

text: This Annex shows deleted, new or amended text as follows:

type: stycke

text: — deleted text is struck through;

text: — new or amended text is highlighted in blue;

text: — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

text: The Annex to ED Decision 2013/013/R of the Executive Director of the Agency of 17 July 2013 is amended as follows:

text: AMC/GM to the Cover Regulation

text: AIR TRAFFIC ADVISORY SERVICE

text: […] (b) Aircraft wishing to conduct IFR flights within advisory airspace, but not electing to use the air traffic advisory service, are nevertheless to submit a flight plan, and notify changes made thereto to the unit providing that service. (cb) ATSAir traffic services units providing air traffic advisory service: […]

text: Article 9

text: Safety requirements

text: SAFETY ASSESSMENT

text: The safety assessment of the implementation plan should be maintained by the Member State after the issue of any amendment to this Regulation to identify any hazard, assess the risks and mitigate them before implementing the changes to the previously applied procedures.

text: AMC/GM to the Annex ‘RULES OF THE AIR’

text: GM3 SERA.3105 Minimum heights

text: TERMS ‘TAKE-OFF’ AND ‘LANDING’

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

text: GM1 SERA.4005(a)(14) Contents of a flight plan

text: BALLISTIC PARACHUTE RECOVERY SYSTEM

text: The information on ballistic parachute recovery systems may be included in the field for remarks under Item 19 of the ICAO model flight plan, as specified in Appendix 6 ‘COMPLETION OF A FLIGHT PLAN’ to the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: GM1 SERA.5010(c) Special VFR in control zones

text: ISSUANCE OF SPECIAL VFR CLEARANCE

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

text: AMC1 SERA.6001(a)(6) Classification of airspaces

text: OPERATIONS IN CLASS F AIRSPACE

text: (a) Aircraft using the air traffic advisory service IFR flights electing to use or required by the competent authority on the basis of regional air navigation agreements to use the air traffic advisory service when operating within Class F airspace should comply with the same procedures as those applying to controlled flights except that: (1) the flight plan and changes thereto are not subjected to a clearance, since the unit furnishing air traffic advisory service will only provide advice on the presence of essential traffic or suggestions a possible course of action; (2) it is for the aircraft to decide whether or not it will comply with the advice or suggestion received and to inform the unit providing air traffic advisory service, without delay, of its decision; (3) air–ground contacts should be made with the air traffic services unit designated to provide air traffic advisory service within the advisory airspace or portion thereof.

text: (b) Aircraft not using the air traffic advisory service (1) Aircraft wishing to conduct IFR flights within advisory airspace, but not electing to use the air traffic advisory service, should nevertheless submit a flight plan, and notify changes made thereto to the unit providing that service. (2) IFR flights intending to cross an advisory route should do so as nearly as possible at an angle of 90 degrees to the direction of the route and at a level, appropriate to its track, selected from the tables of cruising levels prescribed for use by IFR flights operating outside controlled airspace.

text: GM1 SERA.6001(a)(6) Classification of airspaces

text: AIR TRAFFIC ADVISORY SERVICE

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

text: GM2 SERA.6001(a)(6) Classification of airspaces

text: FLIGHT PLAN CHANGES IN CLASS F AIRSPACE

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

text: GM3 SERA.6001(a)(6) Classification of airspaces

text: CLEARANCES TO FLIGHTS THAT OPERATE PARTIALLY IN CLASS F AIRSPACE

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

text: GM1 SERA.6005(d) Requirements for communications, SSR transponder and electronic conspicuity in U-space airspace

text: PUBLICATION OF RADIO MANDATORY ZONES AND TRANSPONDER MANDATORY ZONES

text: For guidance on the publication of radio mandatory zones and transponder mandatory zones, refer to AMC1 and GM1 to point AIS.OR.325 ‘Aeronautical charts’ of Commission Implementing

text: Regulation (EU) 2017/373

text: AMC1 SERA.8012 Application of wake turbulence separation

text: CATEGORISATION OF AIRCRAFT FOR THE PURPOSES OF WAKE TURBULENCE SEPARATION MINIMA APPLICATION

text: Wake turbulence separation minima should be based on a grouping of aircraft types into four categories according to the maximum certificated take-off mass as follows: (a) SUPER (J) — aircraft types listed as such in ICAO Doc 8643 ‘Aircraft Type Designators’, latest edition; (b) HEAVY (H) — all aircraft types of 136 000 kg or more, with the exception of aircraft types covered in point (a); (c) MEDIUM (M) — aircraft types of less than 136 000 kg but more than 7 000 kg; and (d) LIGHT (L) — aircraft types of 7 000 kg or less.

text: AMC1 SERA.8015(b)(1) Air traffic control clearances

text: HORIZONTAL SPEED CONTROL INSTRUCTIONS

text: Speed control instructions should remain in effect unless explicitly cancelled or amended by the air traffic controller.

text: AMC2 SERA.8015(b)(1) Air traffic control clearances

text: STANDARD INSTRUMENT DEPARTURE (SID) AND STANDARD INSTRUMENT ARRIVAL (STAR) SPEED RESTRICTIONS

text: The flight crew should comply with published SID and STAR speed restrictions unless the restrictions are explicitly cancelled or amended by the air traffic controller.

text: GM1 SERA.8015(b)(1) Air traffic control clearances

text: HORIZONTAL SPEED CONTROL INSTRUCTIONS

text: Cancellation of any speed control instruction does not relieve the flight crew of compliance with the speed limitations associated with airspace classifications as specified in Appendix 4 ‘ATS airspace classes — services provided and flight requirements’ to the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: GM2 SERA.8015(b)(1) Air traffic control clearances

text: Some SID and STAR speed restrictions ensure containment within RNAV departure or arrival procedure (e.g. maximum speed associated with a constant radius arc to a fix (RF) leg).

text: GM1 SERA.8015(b)(46) Air traffic control clearances

text: GM1 SERA.8015(b)(8) Air traffic control clearances

text: When clearance for the approach is issued, the aircraft is expected to maintain the last assigned level until intercepting the specified or nominal glide path of the approach procedure. If the air traffic controller requires an aircraft to intercept the glide path at a level other than a level flight segment depicted on the instrument approach chart, the air traffic controller should instruct the pilot to maintain the particular level until established on the glide path.

text: GM1 SERA.8015(d)(3)(ii) Air traffic control clearances

text: The phrase ‘cleared flight planned route’ may be used to describe any route or portion thereof, provided that the route or portion thereof is identical to that filed in the flight plan and sufficient routing details are given to definitely establish the aircraft on its route. The phrases ‘cleared (designation) departure’ or ‘cleared (designation) arrival’ may be used when standard departure or arrival routes have been established and published in AIPs.

text: GM1 SERA.8015(gec) Air traffic control clearances

text: AMC1 SERA.8020(b) Adherence to current flight plan

text: (a) Aircraft subject to the Mach number technique should adhere to the true Mach number approved by ATC and should request ATC approval before making any changes thereto. If it is essential to make an immediate temporary change in the Mach number (e.g. due to turbulence), ATC should be notified as soon as possible that such a change has been made. (b) If it is not feasible, due to aircraft performance, to maintain the last assigned Mach number during en-route climbs and descents, pilots of the aircraft concerned should advise ATC at the time of the climb/descent request.

text: AMC1 SERA.8025(a) Position reports

text: (a) In the absence of designated reporting points, position reports should be made by the aircraft as soon as possible after the first half hour of the flight and at hourly intervals thereafter. (b) Under conditions specified by the competent authority, flights may be exempted from the requirement to make position reports at each designated compulsory reporting point or

text: interval. In applying this, account should be taken of the meteorological requirement for the making and reporting of routine aircraft observations.

text: GM1 SERA.10001 Application

text: It may be advisable, in case of a search and rescue operation of a substantial duration, to promulgate by NOTAM the lateral and vertical limits of the area of a search and rescue action, and to warn aircraft not engaged in actual search and rescue operations and not controlled by air traffic control service to avoid such areas unless otherwise authorised by the appropriate air traffic services unit.

text: GM1 SERA.11001 General

text: EMERGENCY DESCENT PROCEDURES

text: (a) When an aircraft operated as a controlled flight experiences sudden decompression or a malfunction requiring an emergency descent, the aircraft should, if ablepilot should take the following steps as soon as practicable in the order appropriate for the circumstance: (1) initiate a turn away from the assigned route or track before commencing the emergency descentnavigate as deemed appropriate by the pilot; (2) advise the appropriate ATCS unit as soon as possible of the emergency descent and, if able, intentions; (3) set transponder to Code 7700 and, if applicable, select the appropriate emergency mode on the automatic dependent surveillance/controller–pilot data link communications (ADS/CPDLC) system, if applicable – broadcast and/or automatic dependent surveillance – contract (ADS-B/ADS-C); (4) turn on aircraft exterior lights (commensurate with appropriate operating limitations); (5) watch for conflicting traffic both visually and by reference to airborne collision avoidance system (ACAS) (if equipped); and (6) when emergency descent is complete, coordinate its further intentions with the appropriate ATCS unit. (b) The aircraft isshould not to descend below the lowest published minimum altitude that will provide a minimum vertical clearance of 300 m (1 000 ft) or, in designated mountainous terrain, of 600 m (2 000 ft) above all obstacles located in the area specified. (c) Immediately upon recognising that an emergency descent is in progress, ATC units are to acknowledge the emergency on radiotelephony. In particular, when recognising that an emergency descent is in progress, ATC may, as required by the situation: (1) suggest a heading to be flown, if able, by the aircraft carrying out the emergency descent in order to achieve separation from other aircraft concerned;

text: (2) state the minimum altitude for the area of operation, only if the level-off altitude stated by the pilot is below such minimum altitude, together with the applicable QNH altimeter setting; and (3) as soon as possible, provide separation from conflicting traffic, or issue essential traffic information, as appropriate. When deemed necessary, ATC will broadcast an emergency message, or cause such message to be broadcast, to other aircraft concerned to warn them of the emergency descent.Upon recognition that an aircraft is making an emergency descent, all appropriate actions should be taken immediately by the air traffic services unit to safeguard all aircraft concerned. Appropriate actions may include the following, in the order appropriate for the circumstance: (1) broadcasting an emergency message; (2) issuing traffic information and/or instructions to aircraft affected by the descent; (3) advising the minimum flight altitude and altimeter setting for the area of operation; and (4) informing any other air traffic services units that may be affected by the emergency descent. (d) Unless specifically instructed by the air traffic services unit to clear the area or threatened by immediate danger, the pilot of an aircraft receiving emergency descent broadcast should take the following actions: (1) continue according to current clearance and maintain listening watch on the frequency in use for any further instructions from the air traffic services unit; and (2) watch for conflicting traffic both visually and by reference to ACAS (if equipped).

text: GM21 SERA.11015 Interception

text: AMC1 SERA.13015 On-board aircraft identification setting

text: AIRCRAFT IDENTIFICATION SETTING

text: (a) The aircraft identification transmitted should conform to the format specified for Item 7 of the ICAO flight plan form. (b) The competent authority should only authorise aircraft operators to use other than aircraft registration as aircraft identification when operating without a flight plan provided that: (1) the aircraft operator demonstrates that procedures have been implemented to ensure the uniqueness of the aircraft identification for flights that might operate simultaneously; (2) the air traffic services providers have indicated that the air traffic services surveillance systems are capable of managing duplication of Mode S aircraft identification; (3) the need for individual identification for other authorities is addressed accordingly.

text: GM1 SERA.13015 On-board aircraft identification setting

text: OPERATION OF ADS-B TRANSMITTERS

text: To indicate that it is in a state of emergency or to transmit other urgent information, an aircraft equipped with ADS-B may operate either of the emergency and/or urgency mode as follows: (a) emergency, (b) communication failure, (c) unlawful interference, (d) minimum fuel/energy, (e) medical.

text: GM2 SERA.13015 On-board aircraft identification setting

text: OPERATION OF ADS-B TRANSMITTERS

text: Some aircraft equipped with first-generation ADS-B avionics do not have the capability described in GM1 SERA.13015 and only have the capability to transmit a general emergency alert regardless of the code selected by the pilot.

text: GM3 SERA.13015 On-board aircraft identification setting

text: AIRCRAFT IDENTIFICATION SETTING

text: Point (b)(1) of AMC1 SERA.13015 requires aircraft operators to incorporate into an operations manual a mechanism that ensures the uniqueness of aircraft call signs. For example, they may elect to assign each pilot-in-command or each airframe with a unique number, which may also be augmented with the addition of letters. The call sign, consisting of the operator designator issued by ICAO and the unique number together with any augmenting letter, is to be inserted into the Mode S identification feature prior to departure and used in all radio communications unless instructed otherwise by air traffic services.

text: GM4 SERA.13015 On-board aircraft identification setting

text: DUPLICATED AIRCRAFT IDENTIFICATION

text: To demonstrate the resilience of the ATS surveillance system to duplicated aircraft identification, as prescribed in point (b)(2) of AMC1 SERA.13015, it is normally enough to indicate that a duplicated downlinked aircraft identification would not affect, or reduce in any way, the performance of the surveillance tracker for generating and validating system tracks. In the case of a multisensor tracking system, using surveillance information from sensors belonging to neighbouring air traffic services providers, indication that the neighbouring surveillance tracker is not affected by potential duplication of the aircraft identification is needed.

text: GM5 SERA.13015 On-board aircraft identification setting

text: AIRCRAFT IDENTIFICATION SETTING

text: The ATS surveillance information used by an air navigation service provider is in many Member States also used by other authorities (e.g. air defence, search and rescue). The impact, if any, of allowing aircraft operating without a flight plan to transmit aircraft identification other than aircraft registration should be assessed and documented accordingly, as prescribed in point (b)(3) of AMC1 SERA.13015.

text: Appendix 1 to AMC1 SERA.14001 General

text: 1. ATC PHRASEOLOGIES 1.1 General

text: Section Circumstances Phraseologies Applicable to ATC FIS

text: 1.1.2 Level changes, reports and […] rates   …clearance to cancel level z) CLIMB TO (level) [LEVEL RESTRICTION(S) (SID restriction(s) of the vertical designator) CANCELLED (or) LEVEL profile of a SID during climb RESTRICTION(S) (SID designator) AT (point) CANCELLED];   …clearance to cancel level aa) DESCEND TO (level) [LEVEL RESTRICTION(S) restriction(s) of the vertical (STAR designator) CANCELLED (or) LEVEL profile of a STAR during RESTRICTION(S) (STAR designator) AT (point) descent CANCELLED].   …clearance to climb on a SID z) CLIMB VIA SID TO (level) which has published level and/or speed restrictions, where the pilot is to climb to the cleared level and comply with published level restrictions, follow the lateral profile of the SID, and comply with published speed restrictions or ATC-issued speed control instructions as applicable.   …clearance to cancel level aa) [CLIMB VIA SID TO (level)], CANCEL LEVEL restriction(s) of the vertical RESTRICTION(S) profile of a SID during climb

text:   …clearance to cancel specific bb) [CLIMB VIA SID TO (level)], CANCEL LEVEL level restriction(s) of the RESTRICTION(S) AT (point(s)) vertical profile of a SID during climb   …clearance to cancel speed cc) [CLIMB VIA SID TO (level)], CANCEL SPEED restrictions of a SID during RESTRICTION(S) climb   …clearance to cancel specific dd) [CLIMB VIA SID TO (level)], CANCEL SPEED speed restrictions of a SID RESTRICTION(S) AT (point(s)) during climb   …clearance to climb and to ee) CLIMB UNRESTRICTED TO (level) (or) CLIMB cancel level and speed TO (level), CANCEL LEVEL AND SPEED restrictions of a SID RESTRICTIONS   …clearance to descend on a ff) DESCEND VIA STAR TO (level) STAR which has published level and/or speed restrictions, where the pilot is to descend to the cleared level and comply with published level restrictions, follow the lateral profile of the STAR, and comply with published speed restrictions or ATC-issued speed control instructions   …clearance to cancel level gg) [DESCEND VIA STAR TO (level)], CANCEL restrictions of a STAR during LEVEL RESTRICTION(S) descent   …clearance to cancel specific hh) [DESCEND VIA STAR TO (level)], CANCEL level restrictions of a STAR LEVEL RESTRICTION(S) AT (point(s)) during descent   …clearance to cancel speed ii) [DESCEND VIA STAR TO (level)], CANCEL SPEED restrictions of a STAR during RESTRICTION(S) descent   …clearance to cancel specific jj) [DESCEND VIA STAR TO (level)], CANCEL SPEED speed restrictions of a STAR RESTRICTION(S) AT (point(s)) during descent   …clearance to descend and kk) DESCEND UNRESTRICTED TO (level) or to cancel speed and level DESCEND TO (level), CANCEL LEVEL AND SPEED restrictions of a STAR RESTRICTIONS […]

text: 1.1.11 Aerodrome information a) [(location)] RUNWAY (number) SURFACE CONDITION [CODE (three-digit number)]; […]

text: 1.2.2 Indication of route and […] clearance limit b) TO (location), followed as necessary by: […]   Note. – Conditions 3) VIA FLIGHT PLANNED ROUTE;

text: associated with the use of this phrase are in SERA.8015(d)(3) and in ATS.TR.235(b)(3), and in GM1 ATS.TR.235(b)(3)(i), to Commission Implementing

text: Regulation (EU) 2017/373

text: 1.3.1 Departure instructions […]   Note. – Conditions f) CLEARED VIA (designation) DEPARTURE;.

text: associated with the use of this phrase are in SERA.8015(d)(3), and GM1 SERA.8015(d)(3)(ii), and in ATS.TR.235(b)(3), and in GM1 ATS.TR.235(b)(3)(i), to Commission Implementing

text: Regulation (EU) 2017/373

text: .   …clearance to proceed direct g) CLEARED DIRECT (waypoint), CLIMB TO (level), with advance notice of a EXPECT TO REJOIN SID [(SID designator)] [AT future instruction to rejoin (waypoint)], the SID

text: then

text: REJOIN SID [(SID designator)] [AT (waypoint)];   h) CLEARED DIRECT (waypoint), CLIMB TO (level),

text: then

text: REJOIN SID (SID designator) AT (waypoint).   1.3.2 Approach instructions a) CLEARED (or PROCEED) VIA (designation) ARRIVAL;

text: Note. – Conditions associated with the use of this phrase are in SERA.8015(d)(3), and in GM1 SERA.8015(d)(3)(ii), and in ATS.TR.235(b)(3), and in GM1 ATS.TR.235(b)(3)(i), to Commission Implementing

text: Regulation (EU) 2017/373

text: .   b) CLEARED TO (clearance limit) VIA (designation);   c) CLEARED (or PROCEED) VIA (details of the route to be followed);   …clearance to proceed direct d) CLEARED DIRECT (waypoint), DESCEND TO with advance notice of a (level), EXPECT TO REJOIN STAR [(STAR future instruction to rejoin designator)] AT (waypoint), the STAR

text: then

text: REJOIN STAR [(STAR designator)] [AT (waypoint)];   e) CLEARED DIRECT (waypoint), DESCEND TO (level),

text: then

text: REJOIN STAR (STAR designator) AT (waypoint);

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

text: Editorial Note. – Subsequent bullets to be

text: renumbered accordingly. […]

text: 2.1.6 Speed control […]   …instruction to adhere to the k) RESUME PUBLISHED SPEED; speed published on the arrival and departure charts   k)l) NO [ATC] SPEED RESTRICTIONS. […]

text: 2.2.2 Vectoring for ILS and other […] approach procedures

text:   b) YOU WILL INTERCEPT (FINAL APPROACH COURSE) oror radio aid) (distance) FROM (significant point or TOUCHDOWN);   […]

text: […] 5. GROUND CREW/FLIGHT CREW PHRASEOLOGIES […] 5.2 De-icing/anti-icing operations

text: Section Circumstances Phraseologies

text: 5.2.1 Prior to de-icing/anti-icing a) STANDING BY TO DE-ICE. CONFIRM BRAKES (ground crew (iceman) / SET AND TREATMENT REQUIRED; flight crew) *b) [AFFIRM] BRAKES SET, REQUEST (type of de/anti-icing treatment and areas to be treated); …aircraft configuration c) HOLD POSITION AND CONFIRM AIRCRAFT confirmation CONFIGURED; *d) [AFFIRM] AIRCRAFT CONFIGURED, READY FOR DE-ICING; e) DE-ICING STARTS NOW. ‘*’ denotes pilot transmission. 5.2.2 Upon concluding deicing/anti-icing procedure …for de-icing operation a) DE-ICING ON (areas treated) COMPLETE. ADVISE WHEN READY FOR INFORMATION; b) TYPE OF FLUID (Type I or II or III or IV); c) HOLDOVER TIME STARTED AT (time); d) ANTI-ICING CODE (appropriate anti-icing code). …for a two-step de- Note. – Anti-icing code example: icing/anti-icing operation

text: A de-icing/anti-icing procedure whose last step is the use of a mixture of 75 % of a Type II fluid and

text: 25 % of water, commencing at 13:35 local time, is recorded as follows:

text: TYPE II/75 13:35 (followed by the complete

text: name of the anti-icing fluid).

text: e) FINAL STEP STARTED AT (time);

text: …de-icing/anti-icing f) POST DE-ICING CHECK COMPLETED; complete

text: g) PERSONNEL AND EQUIPMENT CLEAR OF AIRCRAFT.

text: 5.2.3 Abnormal operations

text: …for spray nozzle proximity a) BE ADVISED NOZZLE PROXIMITY ACTIVATION sensor activation ON (significant point on aircraft) [NO VISUAL DAMAGE or DAMAGE (description of damage) OBSERVED] [SAY INTENTIONS];

text: …for other aircraft having an b) EMERGENCY IN DE-ICING BAY (de-icing bay emergency in the de-icing number) [SHUT DOWN ENGINES or STANDBY bay FOR FURTHER INSTRUCTIONS].

text: GM1 SERA.14035(a)(1) Transmission of numbers in radiotelephony

text: CALL SIGN, HEADING, RUNWAY AND WIND

text: runway transmitted as

text: 27 runway two seven 30 runway three zero

text: wind direction and speed transmitted as

text: 200 degrees 70 knots wind two zero zero degrees seven zero knots 160 degrees 18 knots gusting 30 knots wind one six zero degrees one eight knots gusting three zero knots

text: runway transmitted as

text: wind direction and speed transmitted as

text: GM5 SERA.14035(a)(2) Transmission of numbers in radiotelephony

text: INDICATED AIRSPEED

text: The following examples illustrate the application.

text: Indicated airspeed transmitted as

text: 250 knots two five zero knots 300 knots three hundred knots

text: AMC1 SERA.14050 Radiotelephony call signs for aircraft

text: AIRCRAFT RADIOTELEPHONY CALL SIGN SETTING

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

text: AMC1 SERA.14083(b)(1) Radio communication failure procedures

text: ATC UNIT ATTEMPT TO ESTABLISH COMMUNICATION WITH AIRCRAFT

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

text: GM1 SERA.14083(b)(1) Radio communication failure procedures

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

text: AMC1 SERA.14083(b)(3) Radio communication failure procedures

text: BLIND TRANSMISSION OF OTHER MESSAGES

text: Appropriate information describing the action taken by the air traffic control unit, or instructions justified by any emergency situation, should be transmitted by blind transmission for the attention of the aircraft concerned, on the frequencies available on which the aircraft is believed to be listening, including, as far as practicable, the voice frequencies of available radio navigation or approach aids. Information should also be given concerning: (a) meteorological conditions favourable to a cloud-breaking procedure in areas where congested traffic may be avoided; and (b) meteorological conditions at suitable aerodromes.

text: GM1 SERA.14083(c) Radio communication failure procedures

text: RADIO COMMUNICATION FAILURE PROCEDURE — MULTIPLE AIRCRAFT

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

text: GM2 SERA.14083(c) Radio communication failure procedures

text: LANDING AT THE NEAREST SUITABLE AERODROME

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

text: GM1 SERA.14083(c)(4)(i)(B) Radio communication failure procedures

text: AIRCRAFT ADS-B CAPABILITIES

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

text: AMC1 SERA.14083(d) Radio communication failure procedures

text: PROVISION OF AIR TRAFFIC CONTROL SERVICE IN CASE OF RADIO COMMUNICATION FAILURE

text: (a) Except when the aircraft flying in accordance with instrument flight rules and experiencing communication failure transmits A7601, the air traffic controller should apply separation between that aircraft and other aircraft, based on the assumption that the aircraft will operate according to point SERA.14083(c)(3) and (4), until: (1) it is determined that the aircraft is following a procedure differing from those in point SERA.14083(c)(3) and (4) (e.g. observing that the aircraft sets the transponder code 7601), and that (b) should be applied; (2) through the use of electronic or other aids, the air traffic controller determines that actions differing from those required by point SERA.14083(c)(3) and (4) may be taken without impairing safety; or (3) positive information is received that the aircraft has landed. (b) The air traffic controller should take all possible actions to safeguard all aircraft concerned based on the assumption that an aircraft operating in accordance with visual flight rules or an aircraft operating in accordance with instrument flight rules transmitting A7601 will continue to fly in visual meteorological conditions, land at the nearest suitable aerodrome and report its arrival to the appropriate air traffic services unit by the most expeditious means. (c) Pertinent information should be given to other aircraft in the vicinity of the position or presumed position of the aircraft experiencing the failure.

text: (d) If circumstances indicate that the controlled flight experiencing a communication failure might proceed to (one of) the alternate aerodrome(s) specified in the filed flight plan, the air traffic control unit(s) serving the alternate aerodrome(s) and any other air traffic control units that might be affected by a possible diversion should be informed of the circumstances of the failure and requested to attempt to establish communication with the aircraft at a time when the aircraft could possibly be within communication range. This should apply particularly when, by agreement with the operator or a designated representative, a clearance has been transmitted blind to the aircraft concerned to proceed to an alternate aerodrome, or when meteorological conditions at the aerodrome of intended landing are such that a diversion to an alternate is considered likely. (e) When an air traffic control unit at the arrival aerodrome has suspended normal operations in anticipation of the arrival of an aircraft experiencing communication failure, and that aircraft has not reported or landed within 30 minutes after: (1) the estimated time of arrival indicated by the pilot; (2) the estimated time of arrival calculated by the area control centre; or (3) the last acknowledged expected approach time, whichever is latest, pertinent information concerning the aircraft should be forwarded by ATC to aircraft operators, or their designated representatives, and pilots-in-command of any aircraft concerned, and normal control should be resumed if they so desire. It is the responsibility of the aircraft operators, or their designated representatives, and pilots-in-command of aircraft to determine whether they will resume normal operations or take other action.

text: GM1 SERA.14083(d) Radio communication failure procedures

text: SEPARATION FOR ATS SURVEILLANCE SERVICES

text: When a controlled aircraft experiencing complete communication failure is operating or expected to operate in an area and at flight levels where an ATS surveillance service is applied, separation specified in AMC1 ATS.TR.210(c)(2) may continue to be used.

text: GM2 SERA.14083(d) Radio communication failure procedures

text: ALERTING SERVICE

text: The pertinent information to be provided as described in point (e) of AMC1 SERA.14083(d) does not preclude compliance with the requirements on alerting service as described in point ATS.TR.405(a)(1) of Commission Implementing

text: Regulation (EU) 2017/373

text: GM1 SERA.14085 Use of blind transmission

text: PROVISION OF ATC SERVICE TO OTHER FLIGHTS

text: The provision of air traffic control service to other flights operating in the airspace concerned will be based on the premise that an aircraft experiencing communication failure will comply with point SERA.14083.

text: GM1 SERA.14090(a) Specific communication procedures

text: VEHICLE TRAFFIC ON THE MANOEUVRING AREA

text: Specific communication procedures and signals are detailed in point 3.1.3 of Appendix 1 ‘Signals’ to the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: GM1 SERA.14090(d)(4) Specific communication procedures

text: ACTONS TO BE TAKEN WHEN AIR TRAFFIC CONTROLLER–PILOT COMMUNICATIONS ARE ESTABLISHED

text: Pilots should contact ATC as soon as possible with requests for clearance in order to provide adequate time for the request to be assessed and acted upon.

text: AMC1 SERA.14090(e) Specific communication procedures

text: CLEARANCES ON STANDARD INSTRUMENT DEPARTURE (SID)

text: (a) Clearances to aircraft on a SID with remaining published level and/or speed restrictions should indicate if such restrictions are to be followed or are cancelled. The following phraseologies should be used with the following meanings: (1) CLIMB VIA SID TO (level): (i) climb to the cleared level and comply with published level restrictions; (ii) follow the lateral profile of the SID; and (iii) comply with published speed restrictions or ATC-issued speed control instructions as applicable. (2) CLIMB VIA SID TO (level), CANCEL LEVEL RESTRICTION(S): (i) climb to the cleared level; published level restrictions are cancelled; (ii) follow the lateral profile of the SID; and (iii) comply with published speed restrictions or ATC-issued speed control instructions as applicable. (3) CLIMB VIA SID TO (level), CANCEL LEVEL RESTRICTION(S) AT (point(s)): (i) climb to the cleared level; published level restriction(s) at the specified point(s) is (are) cancelled; (ii) follow the lateral profile of the SID; and (iii) comply with published speed restrictions or ATC-issued speed control instructions as applicable. (4) CLIMB VIA SID TO (level), CANCEL SPEED RESTRICTION(S): (i) climb to the cleared level and comply with published level restrictions; (ii) follow the lateral profile of the SID; and

text: (iii) published speed restrictions and ATC-issued speed control instructions are cancelled. (5) CLIMB VIA SID TO (level), CANCEL SPEED RESTRICTION(S) AT (point(s)): (i) climb to the cleared level and comply with published level restrictions; (ii) follow the lateral profile of the SID; and (iii) published speed restrictions are cancelled at the specified point(s). (6) CLIMB UNRESTRICTED TO (level) or CLIMB TO (level), CANCEL LEVEL AND SPEED RESTRICTION(S): (i) climb to the cleared level; published level restrictions are cancelled; (ii) follow the lateral profile of the SID; and (iii) published speed restrictions and ATC-issued speed control instructions are cancelled. (b) If there are no remaining published level or speed restrictions on the SID, the phrase CLIMB TO (level) should be used. (c) When subsequent speed restriction instructions are issued, and if the cleared level is unchanged, the phrase CLIMB VIA SID TO (level) should be omitted. (d) When a departing aircraft is cleared to proceed direct to a published waypoint on the SID, the speed and level restrictions associated with the bypassed waypoints are cancelled. All remaining published speed and level restrictions should remain applicable. (e) When a departing aircraft is vectored or cleared to proceed to a point that is not on the SID, all published speed and level restrictions of the SID are cancelled and the air traffic controller should: (1) reiterate the cleared level; (2) provide speed and level restrictions as necessary; and (3) notify the pilot if it is expected that the aircraft will be instructed to subsequently rejoin the SID. (f) ATC instructions to an aircraft to rejoin a SID should include: (1) the designator of the SID to be rejoined, unless advance notification of rejoining has been provided in accordance with point (e); (2) the cleared level in accordance with point (a); and (3) the position at which it is expected to rejoin the SID.

text: AMC2 SERA.14090(e) Specific communication procedures

text: CLEARANCES ON STANDARD INSTRUMENT ARRIVAL (STAR)

text: (a) Clearances to aircraft on a STAR with remaining published level and/or speed restrictions should indicate if such restrictions are to be followed or are cancelled. The following phraseologies should be used with the following meanings: (1) DESCEND VIA STAR TO (level): (i) descend to the cleared level and comply with published level restrictions; (ii) follow the lateral profile of the STAR; and (iii) comply with published speed restrictions or ATC-issued speed control instructions as applicable. (2) DESCEND VIA STAR TO (level), CANCEL LEVEL RESTRICTION(S): (i) descend to the cleared level; published level restrictions are cancelled; (ii) follow the lateral profile of the STAR; and (iii) comply with published speed restrictions or ATC-issued speed control instructions as applicable. (3) DESCEND VIA STAR TO (level), CANCEL LEVEL RESTRICTION(S) AT (point(s)): (i) descend to the cleared level; published level restriction(s) at the specified point(s) are cancelled; (ii) follow the lateral profile of the STAR; and (iii) comply with published speed restrictions or ATC-issued speed control instructions as applicable. (4) DESCEND VIA STAR TO (level), CANCEL SPEED RESTRICTION(S): (i) descend to the cleared level and comply with published level restrictions; (ii) follow the lateral profile of the STAR; and (iii) published speed restrictions and ATC-issued speed control instructions are cancelled. (5) DESCEND VIA STAR TO (level), CANCEL SPEED RESTRICTION(S) AT (point(s)): (i) descend to the cleared level and comply with published level restrictions; (ii) follow the lateral profile of the STAR; and (iii) published speed restrictions are cancelled at the specified point(s). (6) DESCEND UNRESTRICTED TO (level) or DESCEND TO (level), CANCEL LEVEL AND SPEED RESTRICTION(S): (i) descend to the cleared level; published level restrictions are cancelled; (ii) follow the lateral profile of the STAR; and

text: (iii) published speed restrictions and ATC-issued speed control instructions are cancelled. (b) If there are no remaining published level or speed restrictions on the STAR, the phrase DESCEND TO (level) should be used. (c) When subsequent speed restriction instructions are issued and if the cleared level is unchanged, the phrase DESCEND VIA STAR TO (level) should be omitted. (d) When an arriving aircraft is cleared to proceed direct to a published waypoint on the STAR, the speed and level restrictions associated with the bypassed waypoints are cancelled. All remaining published speed and level restrictions should remain applicable. (e) When an arriving aircraft is vectored or cleared to proceed to a point that is not on the STAR, all the published speed and level restrictions of the STAR are cancelled and the air traffic controller should: (1) reiterate the cleared level; (2) provide speed and level restrictions as necessary; and (3) notify the pilot if it is expected that the aircraft will be instructed to subsequently rejoin the STAR. (f) ATC instructions to an aircraft to rejoin a STAR should include: (1) the designator of the STAR to be rejoined, unless advance notification of rejoining has been provided in accordance with point (e); (2) the cleared level on rejoining the STAR in accordance with point (a); and (3) the position at which it is expected to rejoin the STAR.

text: GM1 SERA.14100 Notification of suspected communicable diseases or other public health risk on board an aircraft

text: SYMPTOMS OF SUSPECTED COMMUNICABLE DISEASES

text: A communicable disease may be suspected and require further evaluation if a person has certain combined signs or symptoms: for example, fever (temperature of 38 °C/100 °F or greater), appearing obviously unwell, persistent coughing, impaired breathing, persistent diarrhoea, persistent vomiting, skin rash, bruising or bleeding without previous injury, or confusion of recent onset. [Reference to Note 1 of point 8.15 of Chapter 8 of ICAO Annex 9 – Facilitation]

text: GM2 SERA.14100 Notification of suspected communicable diseases or other public health risk on board an aircraft

text: ACTIONS OF THE PUBLIC HEALTH AUTHORITY

text: The public health authority (PHA) may contact the representative or operating agency of the aircraft operator as well as the aerodrome operator, if applicable, for subsequent coordination with the aircraft concerning clinical details and aerodrome preparation. Depending on the communication facilities available to the aircraft operator or its designated representative, it may not be possible to

text: communicate with the aircraft until it is closer to its destination. Apart from the initial notification to the air traffic services unit while en route, ATC communication channels should be avoided.

text: GM3 SERA.14100 Notification of suspected communicable diseases or other public health risk on board an aircraft

text: INFORMATION TO THE DEPARTURE AERODROME

text: The purpose of providing information to the departure aerodrome is to prevent the potential spread of a communicable disease, or other public health risk, through other aircraft departing from the that aerodrome.

text: GM4 SERA.14100 Notification of suspected communicable diseases or other public health risk on board an aircraft

text: MEANS OF TRANSMISSION OF INFORMATION

text: The Aeronautical Fixed Telecommunications Network (AFTN) (urgency message), telephone, fax or other means of transmission may be used by the air traffic services unit.


text: AMC & GM to the rules of the air Issue 1, Amendment 8

text: No t e t o t h e r e a d e r

text: In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: Annex to ED Decision 2025/012/R Page 1 of 3

text: Annex to ED Decision 2025/012/R Page 2 of 3

text: Annex to ED Decision 2025/012/R Page 3 of 3

beslut: ED Decision 2025/012/R

text: Acceptable Means of Compliance and Guidance Material to the Annex to

text: Regulation (EU) No 923/2012

text: — Issue 1, Amendment 8

text: Annex to ED Decision 2025/012/R ‘AMC & GM to the rules of the air — Issue 1, Amendment 8’

text: This document shows deleted, new or amended text as follows:

text: — deleted text is struck through;

text: — new or amended text is highlighted in blue;

text: — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

text: GM1 SERA.5001 (***)(b) VMC visibility and distance from cloud minima

text: FLIGHT VISIBILITY — MANNED VCA

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

text: GM1 SERA.11012 Minimum fuel/energy and fuel/energy emergency

text: The declaration by the pilot of MINIMUM FUEL minimum fuel/energy using the phrase ‘MINIMUM FUEL’ informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing, and any change to the existing clearance may result in landing with less than the planned final reserve fuel/energy. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.

text: GM2 SERA.11015 Interception

text: […] 3. Guidance of an intercepted aircraft […] 3.3 In the exceptional case where an intercepted civil aircraft is required to land in the territory overflown, care must also be taken that: (a) the designated aerodrome is suitable for the safe landing of the aircraft type concerned, especially if the aerodrome is not normally used for civil air transport operations; (b) the surrounding terrain is suitable for circling, approach and missed approach manoeuvres; (c) the intercepted aircraft has sufficient fuel/energy remaining to reach the aerodrome; (d) if the intercepted aircraft is a civil transport aircraft, the designated aerodrome has a runway with a length equivalent to at least 2 500 m at MSL and a bearing strength sufficient to support the aircraft; and (e) whenever possible, the designated aerodrome is one that is described in detail in the relevant AIP. […]

text: GM2 SERA.13001(c) Operation of an SSR transponder

text: AIRCRAFT WITHOUT SUFFICIENT ELECTRICAL POWER

text: This exemption addresses aircraft (e.g. sailplanes) that have electrical power supply only for the operation of on-board equipment, supporting notably communication, navigation and surveillance, which is not sufficient for the permanent operation of the SSR transponder. Aircraft whose engines are electrically powered are not subject to this exemption since their certification provides for sufficient electrical power supply to cover both aircraft propulsion and other on-board supporting systems.

text: Appendix 1 to AMC1 SERA.14001 General

text: 1. ATS PHRASEOLOGIES

text: 1.1.3 Minimum fuel/energy *a) MINIMUM FUEL:; * …indication of minimum b) ROGER [NO DELAY EXPECTED or EXPECT ☑ ☐ fuel/energy (delay information)].

text: Note. — A flight information service (FIS) unit will not provide

text: information on delay. ‘*’ denotes pilot transmission. […]

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

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

type: vagledning

utgivare: easa


text: For the date of entry into force please refer to Decision 2013/013/R in the Official Publication of the Agency.

text: This special condition can be found in http://easa.europa.eu/certification/docs/special-condition/SC%20D- 01%2031HB_GB%20External%20and%20Internal%20Lights%20for%20Free%20Balloon%20Night%20Flig ht%20Issue%202.pdf

identifier: AMC & GM to the rules of the air

beslut: ED Decision 2013/013/R

nummer: the-rules-of-the-air

title: AMC & GM to the rules of the air

text: Annex to ED Decision 2013/013/R

text: European Aviation Safety Agency

text: Acceptable Means of Compliance and Guidance Material to the rules of the air

text: Initial Issue 17 July 2013

text: Annex to ED Decision 2013/013/R GM1 to Appendix 2(3.3b)) OPERATING LIMITATIONS AND EQUIPMENT GM1 to Appendix 4 ATS AIRSPACE CLASSES — SERVICES PROVIDED AND FLIGHT

text: Annex to ED Decision 2013/013/R

text: AMC/GM to Cover Regulation

text: The terms of the ADS-C agreement, which establishes the conditions of the ADS-C data reporting, will be exchanged between the ground system and the aircraft by means of a contract, or a series of contracts.

text: The actual height during air-taxiing may vary, and some helicopters may require airtaxiing above 8 m (25 ft) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.

text: (a) For convenience, the term ‘air traffic control clearance’ is frequently abbreviated to ‘clearance’ when used in appropriate contexts. (b) The abbreviated term ‘clearance’ may be prefixed by the words ‘taxi’, ‘take-off’, ‘departure’, ‘en route’, ‘approach’ or ‘landing’ to indicate the particular portion of flight to which the air traffic control clearance relates.

text: An air traffic services reporting office may be established as a separate unit or combined with an existing unit, such as another air traffic services unit, or a unit of the aeronautical information service.

text: The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for that flight.

text: (a) A pressure type altimeter calibrated in accordance with the Standard Atmosphere when set to a QNH altimeter setting will indicate altitude (above the mean sea level). (b) The term ‘altitude’ indicates altimetric rather than geometric altitude.

text: The purpose of the definition is to describe the specific services associated to approach control unit. This does not preclude the possibility for an approach control unit to provide air traffic control services to flights other than those arriving or departing.

text: Area navigation includes performance-based navigation as well as other operations that do not meet the definition of performance-based navigation.

text: (a) The term ‘ATS route’ is used to mean variously airway, advisory route, controlled or uncontrolled route, arrival or departure route, etc. (b) An ATS route is defined by route specifications which include an ATS route designator, the track to or from significant points (waypoints), distance between

text: Annex to ED Decision 2013/013/R

text: significant points, reporting requirements and, as determined by the competent authority, the lowest safe altitude.

text: The abbreviated term ‘ADS-C’ is commonly used to refer to ADS event contract, ADS demand contract, ADS periodic contract, or an emergency mode.

text: Change-over points are established to provide the optimum balance in respect of signal strength and quality between ground facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraft operating along the same portion of a route segment.

text: Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D and E.

text: A pressure type altimeter calibrated in accordance with the Standard Atmosphere, when set to a pressure of 1 013.2 hPa, may be used to indicate flight levels.

text: (a) A pressure type altimeter calibrated in accordance with the Standard Atmosphere, when set to a QFE altimeter setting, will indicate height (above the QFE reference datum). (b) The term ‘height’ indicates altimetric rather than geometric height.

text: Lateral and vertical guidance utilized in an instrument approach procedure refers to the guidance provided either by: (a) a ground-based navigation aid; or (b) computer-generated navigation data.

text: To enable practical application of the definition of night, evening and morning civil twilight may be promulgated pertinent to the date and position.

text: In radiotelephony phraseology, the term ‘holding point’ is used to designate the runwayholding position.

text: Runway-holding positions also exist at aerodromes with no ATC. In such circumstances authorisation from an aerodrome control tower is not possible.

text: There are three categories of significant points: ground-based navigation aid, intersection, and waypoint. In the context of this definition, intersection is a significant point expressed as radials, bearings and/or distances from ground-based navigation aids.

text: Annex to ED Decision 2013/013/R

text: Unmanned free balloons are classified as heavy, medium or light in accordance with the specifications contained in Appendix 2 to this Regulation.

text: (a) The two distances which may be defined by a given visibility have different values in the air of a given extinction coefficient. Visibility based on seeing and recognising an object is represented by the meteorological optical range (MOR) (Article 2(141)(a)). Visibility based on seeing and identifying lights varies with the background illumination (Article 2(141)(b)). (b) The definition of visibility applies to the observations of visibility in local routine and special reports, to the observations of prevailing and minimum visibility reported in METAR and SPECI, and to the observations of ground visibility.

text: GM1 Article 4 Exemptions for special operations

text: GENERAL (a) The exemptions covered by Article 4 are intended for cases where the operation is of sufficient public interest to warrant allowing non-compliance with this Regulation, including the acceptance of the additional safety risks involved in such operations. Possible exemptions for normal operations, which are outside the scope of this Article, are covered by the specific provisions in the Annex (e.g. in provisions containing formulations such as ‘as permitted by the competent authority’, ‘unless otherwise specified by the competent authority’, etc.). (b) Depending on the case, the competent authority may decide to grant the exemption to individual flights, groups of flights, or types of operations performed by specified operators. (c) The exemptions may be granted either permanently, or as a temporary measure. Where the exemption is granted permanently, particular attention should be paid to ensuring that the conditions of the exemptions continue to be complied with over time. (d) As referred to in Article 4(3), and depending on national rules, some of these operations may be performed under the Operational Air Traffic (OAT) rules in certain Member States and, thus, are entirely outside the scope of this Regulation.

text: Annex to ED Decision 2013/013/R

text: AMC/GM to ANNEX — Rules of the air

text: SECTION 2

text: Applicability and compliance

text: GM1 SERA.2005(b) Compliance with the rules of the air

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

text: SECTION 3

text: General rules and collision avoidance

text: CHAPTER 1

text: Protection of persons and property

text: GM1 SERA.3105 Minimum heights

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

text: GM2 SERA.3105 Minimum heights

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

text: Annex to ED Decision 2013/013/R

text: CHAPTER 2

text: Avoidance of collisions

text: GM1 SERA.3201 General

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

text: GM1 SERA.3210(d)(4)(ii)(B) Right-of-way

text: CONTROL OF PERSONS AND VEHICLES AT AERODROMES In prescribing the minimum separation between vehicles and taxiing aircraft, the availability of lighting, markings, signals and signage should normally be taken into account.

text: GM1 SERA.3215(a);(b) Lights to be displayed by aircraft

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

text: AMC1 SERA.3215(a)(1);(3) Lights to be displayed by aircraft

text: BALLOONS LIGHTS The anti-collision light required for free manned balloons which are certified for VFR at night in accordance with CS 31HB/GB.65 Night lighting should be considered as acceptable means to comply with SERA.3215(a)(1) and SERA.3215(a)(3).

text: GM1 SERA.3215(a)(1);(3) Lights to be displayed by aircraft

text: BALLOONS LIGHTS The technical specifications that such anti-collision lights specified in AMC1 SERA 3215(a)(1);(3) need to meet can be found in the special conditions ‘SC D-01 31HB_GB External and Internal Lights for Free Balloon Night Flight Issue 2’ .

text: GM1 SERA.3220(b) Simulated instrument flights

text: SAFETY PILOT (a) For the purposes of this rule a safety pilot is a pilot who holds a licence which entitles him/her to act as pilot-in-command of the aircraft and is able and prepared to take control of the aircraft at any time during the flight. The safety pilot will maintain lookout, or a competent observer in case the safety pilot does not have full vision of each side of the aircraft, and avoid collisions on behalf of the person flying under simulated instrument conditions. (b) A control seat is a seat which affords the person sitting in it sufficient access to the flying controls so as to enable him/her to fly the aircraft unimpeded.

text: Annex to ED Decision 2013/013/R

text: GM1 SERA.3230 Water operations

text: INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA In addition to the provisions of SERA.3230, rules set forth in the International Regulations for Preventing Collisions at Sea, developed by the International Conference on Revision of the International Regulations for Preventing Collisions at Sea (London, 1972), may be applicable in certain cases.

text: GM1 SERA.3230(b) Water operations

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

text: Annex to ED Decision 2013/013/R

text: CHAPTER 4

text: Time

text: GM1 SERA.3401(d) General

text: TIME IN AIR TRAFFIC SERVICES In most cases the correct time is obtained through alternative arrangements. The existence of such arrangements should be indicated in the State Aeronautical Information Publication (AIP).

text: SECTION 4

text: Flight plans

text: GM1 SERA.4001 Submission of a flight plan

text: GENERAL (a) A flight plan may cover only part of a flight, as necessary, to describe that portion of the flight or those manoeuvres which are subject to air traffic control. (b) The term ‘submit a flight plan’ refers to the action by the pilot or the operator to provide ATS with flight plan information. The term ‘filed flight plan’ refers to the flight plan as received and accepted by ATS whereas ‘transmit a flight plan’ refers to the action by a pilot to submit the flight plan, or submit abbreviated flight plan by radiotelephony to the ATS unit concerned.

text: GM1 SERA.4005(a) Contents of a flight plan

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

text: GM1 SERA.4020 Closing a flight plan

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

text: Annex to ED Decision 2013/013/R

text: SECTION 5

text: Visual meteorological conditions, visual flight rules, special VFR and instrument flight rules

text: AMC1 SERA.5005(f) Visual flight rules

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

text: GM1 SERA.5005(f) Visual flight rules

text: VFR MINIMUM HEIGHTS — PERMISSION FROM THE COMPETENT AUTHORITY Subject to an appropriate safety assessment, permission from the competent authority may also be granted for cases like: (a) aircraft operating in accordance with the procedure promulgated for the notified route being flown; (b) helicopters operating at a height that will permit, in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface; (c) aircraft picking up or dropping tow ropes, banners or similar articles at an aerodrome; (d) any other flights not specified above, where specific exemption is required to accomplish a specific task.

text: AMC1 SERA.5010(a)(3) Special VFR in control zones

text: SPEED LIMIT TO BE APPLIED BY HELICOPTER PILOTS The 140 kt speed should not be used by helicopters operating at a visibility below 1 500 m. In such case, a lower speed appropriate to the actual conditions should be applied by the pilot.

text: GM1 SERA.5010(a)(3) Special VFR in control zones

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

text: Visibility Advisory (m) speed (kt)

text: 800 50 1 500 100 2 000 120

text: Annex to ED Decision 2013/013/R

text: GM1 SERA.5015(b) Instrument flight rules (IFR) — Rules applicable to all IFR flights

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

text: GM1 SERA.5025(a) IFR — Rules applicable to IFR flights outside controlled airspace

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

text: GM1 SERA.5025(c) IFR — Rules applicable to IFR flights outside controlled airspace

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

text: SECTION 6

text: Airspace classification

text: AMC1 SERA.6001 Classification of airspaces

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

text: GM1 SERA.6001 Classification of airspaces

text: GENERAL (a) Class B airspace is considered less restrictive than Class A airspace; Class C airspace less restrictive than Class B airspace, etc. (b) The speed limitation of 250 kt for VFR flights in airspace Classes C, D, E, F, G and for IFR flights in airspace Classes D, E, F, G is intended to facilitate visual acquisition of flights which are not separated. (c) Wherever there is a need to accommodate within a given airspace class operations compatible with a less restrictive class, the following may be used: (1) reclassification of the airspace concerned; (2) redesigning the volume of airspace concerned by defining airspace restrictions or reservations, or subvolumes of less restrictive classes of airspace (e.g. corridors).

text: Annex to ED Decision 2013/013/R

text: AMC1 SERA.6001(d);(e);(f);(g) Classification of airspaces

text: SPEED LIMITATION — SAFETY ASSESSMENT AND APPROVAL BY THE COMPETENT AUTHORITY Approval by the competent authority of an alleviation of the 250 kt speed limitation below 3 050 m (10 000 ft) should be based on a safety assessment. The conditions for granting such alleviation should be specified in the Member State Aeronautical Information Publication (AIP).

text: GM1 SERA.6001(d);(e);(f);(g) Classification of airspaces

text: SPEED LIMITATION — SAFETY ASSESSMENT AND APPROVAL BY THE COMPETENT AUTHORITY

text: (a) The following should, as a minimum, be considered when developing the safety assessment: (1) air traffic, airspace classes requirements, and airspace design, the procedures designed for the airspace, and the potential use of clearances to maintain own separation as described in GM1 to SERA.8005(b); (2) the minimum safe speed stated in the approved Aircraft Flight Manual (AFM) of the relevant aircraft types. (b) The safety assessment should be developed in coordination with the relevant airspace users. (c) Coordination should be ensured with the affected airspace users who should provide the data necessary for the development of the safety assessment. (d) The competent authority should ensure that the aircraft types eligible for such alleviation are specified in the Member State Aeronautical Information Publication.

text: GM2 SERA.6001(d);(e);(f);(g) Classification of airspaces

text: SPEED LIMITATION — SAFETY ASSESSMENT AND APPROVAL BY THE COMPETENT AUTHORITY (a) For localised alleviations from the speed limitation, the safety assessment is normally conducted by the ATS provider and is subject to approval by the competent authority. (b) Where alleviation is applied universally across the airspace of the Member State, the competent authority should ensure that appropriate safety assessment has been conducted.

text: AMC1 SERA.6001(h) Classification of airspaces

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

text: Annex to ED Decision 2013/013/R

text: GM1 SERA.6001(h) Classification of airspaces

text: DURATION OF TEMPORARY MEASURE (a) When establishing Class F airspace, its intended temporary duration after which it should be replaced by an alternative classification should be specified in the AIP of the Member State. (b) The intended temporary duration of Class F airspace should not be longer than 3 years. EXAMPLE (c) Certain CTR airspace may change its classification on a daily basis (e.g. from 06:00 to 20:00 the airspace is classified as Class A, and from 20:00 until 23:59 and from 00:00 until 05:59 is classified as Class F). In this case, the duration of these arrangements should not exceed 3 years.

text: SECTION 7

text: Air traffic services

text: GM1 SERA.7001 General — Objectives of the air traffic services

text: GENERAL These provisions are general statements which represent high-level safety objectives to be met when providing ATS and which are the basis of all the provisions of this Part.

text: GM1 SERA.7005(a) Coordination between the aircraft operator and air traffic services

text: GENERAL The expression ‘due regard’ is meant to indicate that the air traffic services units, in their coordination with the aircraft operators, should take into account the obligations of the operators in accordance with the European Union rules on air operations, and provide them with the information they require to operate in accordance with those rules.

text: SECTION 8

text: Air traffic control service

text: GM1 SERA.8005(b) Operation of air traffic control service

text: CLEARANCES TO MAINTAIN OWN SEPARATION Clearances for a pilot to maintain own separation in respect of a specific portion of the flight in airspace Classes D and E below 3 050 m (10 000 ft) during climb or descent, during day in visual meteorological conditions are based on the fact that in those airspace classes a speed restriction of 250 kt is applied to all flights, allowing pilots of both aircraft to observe other flights in time to avoid collision.

text: Annex to ED Decision 2013/013/R

text: GM1 SERA.8010(b) Separation minima

text: GENERAL The purpose of this provision is to ensure, in the first case, compatibility on both sides of the line of transfer of traffic and, in the other case, adequate separation between aircraft operating on both sides of the common boundary.

text: GM1 SERA.8015(b)(4) Air traffic control clearances

text: OPERATION SUBJECT TO CLEARANCE — POTENTIAL RECLEARANCE IN FLIGHT The intent of the provision relating to potential reclearance is to facilitate reclearance to a revised destination, normally beyond the filed destination aerodrome.

text: GM1 SERA.8015(d)(5) Air traffic control clearances

text: CONTENT OF THE CLEARANCES — TIME OF EXPIRY The time of expiry of the clearance indicates the time after which the clearance will be automatically cancelled if the flight has not been commenced.

text: GM1 SERA.8015(e)(4) Air traffic control clearances

text: READ-BACK OF CPDLC MESSAGES When so indicated by local safety assessments, ANSP may require that the receipt of some of the CPDLC message types (in particular those addressing trajectory changes) be acknowledged by voice.

text: GM1 SERA.8015(f)(4) Air traffic control clearances

text: COORDINATION OF CLEARANCES — DOWNSTREAM CLEARANCE (a) In such cases it is assumed that contact of a downstream ATC unit is initiated by the pilot. Therefore, the rules require that the aircraft maintain the necessary twoway communication with the current ATC unit. (b) In cases where an aircraft cannot maintain two-way communication whilst obtaining a downstream clearance, the pilot needs to seek the acceptance to leave momentarily the communication channel of the current ATC unit prior to contacting a downstream ATC unit.

text: GM1 SERA.8035(a) Communications

text: GENERAL (a) In a HF environment, SELCAL or similar automatic signalling devices satisfy the requirement to maintain an air-ground voice communication watch. (b) An aircraft may be permitted to communicate temporarily with a control unit other than the unit controlling the aircraft.

text: SECTION 9

text: Flight information service

text: GM1 SERA.9005(b)(1) Scope of flight information service

text: INFORMATION RELATED TO WEATHER CONDITIONS AT DEPARTURE, DESTINATION, AND ALTERNATE AERODROMES

text: Annex to ED Decision 2013/013/R

text: Pilots normally obtain information on the weather conditions from the appropriate office before the flight. Outstanding or safety-relevant information is normally provided by radio communication when available.

text: GM1 SERA.9005(b)(2) Scope of flight information service

text: INFORMATION RELATED TO COLLISION HAZARDS Information relating to collision hazards includes only known activities that constitute risks to the aircraft concerned. The availability of such information to air traffic services may sometimes be incomplete (e.g. limitations in radar or radio coverage, optional radio contact by pilots, limitations in the accuracy of reported information by pilots, or unconfirmed level of information) and, therefore, air traffic services cannot assume responsibility for its issuance at all times or for its accuracy.

text: SECTION 11

text: Interference, emergency contingencies and interception

text: GM1 SERA.11010 In-flight contingencies

text: STRAYED OR UNIDENTIFIED AIRCRAFT — GENERAL (a) An aircraft may be considered, at the same time, as a ‘strayed aircraft’ by one unit and as an ‘unidentified aircraft’ by another unit. This possibility should be taken into account when complying with the provisions of SERA.11010(a)(1)(iii) and SERA.11010(b)(2) and (b)(3). (b) Navigational assistance by an air traffic services unit is particularly important if the unit becomes aware of an aircraft straying, or about to stray, into an area where there is a risk of interception or other hazard to its safety.

text: AMC1 SERA.11015(a) Interception

text: REGULATIONS AND ADMINISTRATIVE DIRECTIVES ISSUED BY MEMBER STATES GOVERNING INTERCEPTION OF CIVIL AIRCRAFT (a) In accordance with the provisions on interception of civil aircraft in Annex 2 to the Convention on the International Civil Aviation, the national provisions put in place under SERA.11015(a) should ensure that: (1) interception of civil aircraft is undertaken only as a last resort; (2) an interception is limited to determining the identity of the aircraft, unless it is necessary to return the aircraft to its planned track, direct it beyond the boundaries of national airspace, guide it away from a prohibited, restricted or danger area or congested areas, or instruct it to effect a landing at a designated aerodrome; (3) practice interception of civil aircraft is not undertaken, unless it has been previously agreed with the pilot-in-command of the aircraft to be intercepted and ATC has been informed accordingly that the interception is to take place; (4) navigational guidance and related information is given to an intercepted aircraft by radiotelephony, whenever radio contact can be established; and (5) in the case where an intercepted civil aircraft is required to land in the territory overflown, the aerodrome designated for the landing is suitable for the safe landing of the aircraft type concerned.

text: Annex to ED Decision 2013/013/R

text: (b) Member States should publish a standard method that has been established for the manoeuvring of aircraft intercepting a civil aircraft. Such method should be designed to avoid any hazard for the intercepted aircraft. (c) Member States should ensure that provision is made for the use of secondary surveillance radar or ADS-B, where available, to identify civil aircraft in areas where they may be subject to interception.

text: GM1 SERA.11015(a) Interception

text: REGULATIONS AND ADMINISTRATIVE DIRECTIVES ISSUED BY MEMBER STATES GOVERNING INTERCEPTION OF CIVIL AIRCRAFT Member States that comply with an alternative means of compliance different from AMC1 SERA.11015(a) Interception over the territory and territorial waters of the State are required to notify ICAO of a difference to ICAO Annex 2. Over the high seas ICAO Annex 2 is to be applied without exception in accordance with the Chicago Convention and SERA.1001(a).

text: SECTION 12

text: Services related to meteorology — Aircraft observations and reports by voice communications

text: GM1 SERA.12020(a)(3) Exchange of air-reports

text: OTHER ATS UNITS CONCERNED Other ATS units concerned are those that have flights under their jurisdiction which are expected to enter the airspace concerned at a later stage of flight. Those flights could, for instance, require rerouting before entering the airspace concerned. As an example, a special air-report concerning volcanic ash or volcanic eruption could be necessary to transmit to aircraft by ATS units in the FIR adjacent to that affected by the air-report.

text: Annex to ED Decision 2013/013/R

text: AMC/GM to appendices

text: GM1 to Appendix 1(4.1) MARSHALLING SIGNALS

text: 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.

text: GM1 to Appendix 1(4.2.1.1.) MARSHALLING SIGNALS

text: 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.

text: GM1 to Appendix 1(5.1) STANDARD EMERGENCY HAND SIGNALS

text: 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.

text: GM1 to Appendix 2(3.3b)) OPERATING LIMITATIONS AND EQUIPMENT REQUIREMENTS

text: 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 nonextensible 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.

text: GM1 to Appendix 4 ATS AIRSPACE CLASSES — SERVICES PROVIDED AND FLIGHT REQUIREMENTS

text: 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.


text: Annex to ED Decision 2015/002/R

text: Decision 2012/015/R of the Executive Director of the Agency of 24 October 2012 on Acceptable Means of Compliance and Guidance Material to

text: Commission Regulation (EU) No 965/2012 of 5 October 2012

text: laying down technical requirements and administrative procedures related to air operations pursuant to

text: Regulation (EC) No 216/2008

text: of the European Parliament and of the Council.

beslut: ED Decision 2015/002/R

serie: gm

text: Annex to Decision 2015/002/R

text: ‘GM to Annex I (Definitions) — Amendment 2’

text: The Annex to Decision 2012/015/R is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below:

text: 1. deleted text is marked with strike through;

text: 2. new or amended text is highlighted in grey; and

text: 3. an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment. A new GM11 Annex I Definitions is inserted as follows: GM11 Annex I Definitions TASK SPECIALISTS For the purpose of this Regulation, persons that are carried in a specialised operation, e.g. on a parachute flight, sensational flight or scientific research flight, are considered to be task specialists.