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

Acceptable Means of Compliance and Guidance Material to the Annex to Commission Implementing Regulation (EU) No 923/2012 Issue 1, Amendment 7

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

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

— deleted text is struck through;

— new or amended text is highlighted in blue;

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

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

AMC/GM to the Cover Regulation

AIR TRAFFIC ADVISORY SERVICE

[…] (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: […]

GM1 Article 9 Safety requirements

SAFETY ASSESSMENT

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.

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

GM3 SERA.3105 Minimum heights

TERMS ‘TAKE-OFF’ AND ‘LANDING’

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).

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

BALLISTIC PARACHUTE RECOVERY SYSTEM

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

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

ISSUANCE OF SPECIAL VFR CLEARANCE

When the reported ground visibility at the aerodrome is less than 1 500 m, ATC may issue a special VFR clearance for a flight crossing the control zone and not intending to 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.

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

OPERATIONS IN CLASS F AIRSPACE

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

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

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

AIR TRAFFIC ADVISORY SERVICE

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

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

FLIGHT PLAN CHANGES IN CLASS F AIRSPACE

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

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

CLEARANCES TO FLIGHTS THAT OPERATE PARTIALLY IN CLASS F AIRSPACE

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

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

PUBLICATION OF RADIO MANDATORY ZONES AND TRANSPONDER MANDATORY ZONES

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 Regulation (EU) 2017/373.

AMC1 SERA.8012 Application of wake turbulence separation

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

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.

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

HORIZONTAL SPEED CONTROL INSTRUCTIONS

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

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

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

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.

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

HORIZONTAL SPEED CONTROL INSTRUCTIONS

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 Regulation (EU) No 923/2012.

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

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

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).

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

[…]

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

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.

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

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.

GM1 SERA.8015(gec) Air traffic control clearances

[…]

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

(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.

AMC1 SERA.8025(a) Position reports

(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

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

GM1 SERA.10001 Application

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.

GM1 SERA.11001 General

EMERGENCY DESCENT PROCEDURES

(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;

(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).

GM21 SERA.11015 Interception

[…]

AMC1 SERA.13015 On-board aircraft identification setting

AIRCRAFT IDENTIFICATION SETTING

(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.

GM1 SERA.13015 On-board aircraft identification setting

OPERATION OF ADS-B TRANSMITTERS

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.

GM2 SERA.13015 On-board aircraft identification setting

OPERATION OF ADS-B TRANSMITTERS

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.

GM3 SERA.13015 On-board aircraft identification setting

AIRCRAFT IDENTIFICATION SETTING

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.

GM4 SERA.13015 On-board aircraft identification setting

DUPLICATED AIRCRAFT IDENTIFICATION

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.

GM5 SERA.13015 On-board aircraft identification setting

AIRCRAFT IDENTIFICATION SETTING

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.

Appendix 1 to AMC1 SERA.14001 General

1. ATC PHRASEOLOGIES 1.1 General

Section Circumstances Phraseologies Applicable to ATC FIS

[…]

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

  …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 […]

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

[…]

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

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

Regulation (EU) 2017/373.

[…] […]

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

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

Regulation (EU) 2017/373.   …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

then

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

then

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

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

Regulation (EU) 2017/373.   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

then

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

then

REJOIN STAR (STAR designator) AT (waypoint);

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

Editorial Note. – Subsequent bullets to be

renumbered accordingly. […]

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. […]

2.2.2 Vectoring for ILS and other […] approach procedures

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

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

Section Circumstances Phraseologies

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

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

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

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

name of the anti-icing fluid).

e) FINAL STEP STARTED AT (time);

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

g) PERSONNEL AND EQUIPMENT CLEAR OF AIRCRAFT.

5.2.3 Abnormal operations

…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];

…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].

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

CALL SIGN, HEADING, RUNWAY AND WIND

[…]

runway transmitted as

27 runway two seven 30 runway three zero

wind direction and speed transmitted as

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

runway transmitted as

27 runway two seven 30 runway three zero

wind direction and speed transmitted as

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

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

INDICATED AIRSPEED

The following examples illustrate the application.

Indicated airspeed transmitted as

250 knots two five zero knots 300 knots three hundred knots

AMC1 SERA.14050 Radiotelephony call signs for aircraft

AIRCRAFT RADIOTELEPHONY CALL SIGN SETTING

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

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

ATC UNIT ATTEMPT TO ESTABLISH COMMUNICATION WITH AIRCRAFT

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

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

ATC UNIT ATTEMPT TO ESTABLISH COMMUNICATION WITH AIRCRAFT

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

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

BLIND TRANSMISSION OF OTHER MESSAGES

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

GM1 SERA.14083(c) Radio communication failure procedures

RADIO COMMUNICATION FAILURE PROCEDURE — MULTIPLE AIRCRAFT

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

GM2 SERA.14083(c) Radio communication failure procedures

LANDING AT THE NEAREST SUITABLE AERODROME

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

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

AIRCRAFT ADS-B CAPABILITIES

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

AMC1 SERA.14083(d) Radio communication failure procedures

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

(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.

(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.

GM1 SERA.14083(d) Radio communication failure procedures

SEPARATION FOR ATS SURVEILLANCE SERVICES

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.

GM2 SERA.14083(d) Radio communication failure procedures

ALERTING SERVICE

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 Regulation (EU) 2017/373.

GM1 SERA.14085 Use of blind transmission

PROVISION OF ATC SERVICE TO OTHER FLIGHTS

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.

GM1 SERA.14090(a) Specific communication procedures

VEHICLE TRAFFIC ON THE MANOEUVRING AREA

Specific communication procedures and signals are detailed in point 3.1.3 of Appendix 1 ‘Signals’ to the Annex to Commission Implementing Regulation (EU) No 923/2012.

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

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

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.

AMC1 SERA.14090(e) Specific communication procedures

CLEARANCES ON STANDARD INSTRUMENT DEPARTURE (SID)

(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

(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.

AMC2 SERA.14090(e) Specific communication procedures

CLEARANCES ON STANDARD INSTRUMENT ARRIVAL (STAR)

(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

(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.

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

SYMPTOMS OF SUSPECTED COMMUNICABLE DISEASES

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]

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

ACTIONS OF THE PUBLIC HEALTH AUTHORITY

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

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.

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

INFORMATION TO THE DEPARTURE AERODROME

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.

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

MEANS OF TRANSMISSION OF INFORMATION

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