‘(2)

except for balloons, navigation lights intended to indicate the relative path of the aircraft to an observer. Other lights shall not be displayed if they are likely to be mistaken for these lights.’;

(i)

points (3)(ii) and (3)(iii) are replaced by the following:

(ii)

point (3)(iv) is deleted;

(iii)

point (3)(v) is replaced by the following:

(iv)

point (4) is deleted;

‘(d)

VFR flights shall not be operated:

(1)

clear of cloud and with the surface in sight;

(2)

the flight visibility is not less than 1 500 m or, for helicopters, not less than 800 m;

(3)

fly at a speed of 140 kts IAS or less to give adequate opportunity to observe other traffic and any obstacles in time to avoid a collision; and

(1)

the ground visibility is less than 1 500 m or, for helicopters, less than 800 m;

(2)

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

(1)

Class A. IFR flights only are permitted. All flights are provided with air traffic control service and are separated from each other. Continuous air- ground voice communications are required for all flights. All flights shall be subject to ATC clearance.

(2)

Class B. IFR and VFR flights are permitted. All flights are provided with air traffic control service and are separated from each other. Continuous air- ground voice communications are required for all flights. All flights shall be subject to ATC clearance.

(3)

Class C. IFR and VFR flights are permitted. All flights are provided with air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights and traffic avoidance advice on request. Continuous air-ground voice communications are required for all flights. For VFR flights a speed limitation of 250 kts indicated airspeed (IAS) applies below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.

(4)

Class D. IFR and VFR flights are permitted and all flights are provided with air traffic control service. IFR flights are separated from other IFR flights, receive traffic information in respect of VFR flights and traffic avoidance advice on request. VFR flights receive traffic information in respect of all other flights and traffic avoidance advice on request. Continuous air-ground voice communications are required for all flights and a speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.

(5)

Class E. IFR and VFR flights are permitted. IFR flights are provided with air traffic control service and are separated from other IFR flights. All flights receive traffic information, as far as is practical. Continuous air-ground voice communications are required for IFR flights. A speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons cannot maintain this speed. All IFR flights shall be subject to ATC clearance. Class E shall not be used for control zones.

(6)

Class F. IFR and VFR flights are permitted. All participating IFR flights receive an air traffic advisory service and all flights receive flight information service if requested. Continuous air-ground voice communications are required for IFR flights participating in the advisory service and all IFR flights shall be capable of establishing air-ground voice communications. A speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required.

(7)

Class G. IFR and VFR flights are permitted and receive flight information service if requested. All IFR flights shall be capable of establishing air- ground voice communications. A speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required.

(8)

Implementation of Class F shall be considered as a temporary measure until such time as it can be replaced by an alternative classification.

(1)

be informed of the unknown aircraft, and, if the pilot so requests, or if the situation so warrants in the opinion of the controller, avoiding action shall be suggested; and

(2)

be notified when the conflict no longer exists.’;

(1)

an aircraft is operating directly behind another aircraft at the same altitude or less than 300 m (1 000 ft) below it; or

(2)

both aircraft are using the same runway or parallel runways separated by less than 760 m (2 500 ft); or

(3)

an aircraft is crossing behind another aircraft at the same altitude or less than 300 m (1 000 ft) below it.’;

‘(a)

Air traffic control clearances shall be based solely on the following requirements for providing air traffic control service:

‘(3)

route of flight, …

‘(ea)

Changes in clearance regarding route or level

(eb)

Clearance related to altimetry

(ec)

Conditional clearances

Conditional phrases, such as ‘behind landing aircraft’ or ‘after departing aircraft’, shall not be used for movements affecting the active runway(s), except when the aircraft or vehicles concerned are seen by the appropriate controller and pilot. The aircraft or vehicle causing the condition in the clearance issued shall be the first aircraft/vehicle to pass in front of the other aircraft concerned. In all cases, a conditional clearance shall be given in the following order and consist of:

(i)

when so instructed;

(ii)

when advised that the ATS surveillance service has been terminated; or

(iii)

when advised that the ATS surveillance identification is lost.

‘(12)

surface wind direction (in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by aircraft operators, the indication of the runway and the section of the runway to which the information refers;

(13)

visibility and, when applicable, RVR (*) and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

‘(12)

surface wind direction (in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by aircraft operators, the indication of the runway and the section of the runway to which the information refers;

(13)

visibility and, when applicable, RVR (**) and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

‘(11)

surface wind direction (in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by aircraft operators, the indication of the runway and the section of the runway to which the information refers;

(12)

visibility and, when applicable RVR (***) and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

‘(i)

advise the aircraft of its position and the corrective action to be taken. This advice shall be immediately provided when the ATS unit is aware that there is a possibility of interception or other hazard to the safety of the aircraft; and’;

(1)

The pilot shall inform ATC as soon as possible of any circumstances where the vertical navigation performance requirements for RVSM airspace cannot be maintained. In such cases, the pilot shall obtain a revised ATC clearance prior to initiating any deviation from the cleared route and/or flight level, whenever possible. When a revised ATC clearance cannot be obtained prior to such a deviation, the pilot shall obtain a revised clearance as soon as possible thereafter.

(2)

During operations in, or vertical transit through, RVSM airspace with aircraft not approved for RVSM operations, pilots shall report non-approved status as follows:

(3)

Air traffic controllers shall explicitly acknowledge receipt of messages from aircraft reporting RVSM non-approved status.

(4)

Degradation of aircraft equipment — pilot-reported:

(5)

Severe turbulence — not forecast:

(6)

Severe turbulence — forecast:

(1)

respond immediately by following the RA, as indicated, unless doing so would jeopardise the safety of the aircraft;

(2)

follow the RA even if there is a conflict between the RA and an ATC instruction to manoeuvre;

(3)

not manoeuvre in the opposite sense to an RA;

(4)

as soon as possible, as permitted by flight crew workload, notify the appropriate ATC unit of any RA which requires a deviation from the current ATC instruction or clearance;

(5)

promptly comply with any modified RAs;

(6)

limit the alterations of the flight path to the minimum extent necessary to comply with the RAs;

(7)

promptly return to the terms of the ATC instruction or clearance when the conflict is resolved; and

(8)

notify ATC when returning to the current clearance.

(1)

the controller acknowledges a report from the flight crew that the aircraft has resumed the current clearance; or

(2)

the controller acknowledges a report from the flight crew that the aircraft is resuming the current clearance and issues an alternative clearance which is acknowledged by the flight crew.

(1)

The detailed instructions, including the formats of messages and the phraseologies provided in Appendix 5, shall be used by flight crews when transmitting air-reports and by ATS units when retransmitting such reports.

(2)

Special air-reports containing observations of volcanic activity shall be recorded on the special air-report of volcanic activity form. Forms based on the model form for special air-reports of volcanic activity set out in point B of Appendix 5 shall be provided for flight crews operating on routes which could be affected by volcanic ash clouds.’;

(1)

select Code 7700 to indicate a state of emergency unless ATC has previously directed the pilot to operate the transponder on a specified code. In the latter case, a pilot may nevertheless select Code 7700 whenever there is a specific reason to believe that this would be the best course of action;

(2)

select Code 7600 to indicate a state of radio-communication failure;

(3)

attempt to select Code 7500 to indicate a state of unlawful interference. If circumstances so warrant, Code 7700 should be used instead.

(1)

select codes as instructed by the ATS unit; or

(2)

in the absence of ATS instructions related to code setting, select code 2000 or another code as prescribed by the competent authority; or

(3)

when not receiving air traffic services, select code 7000 in order to improve the detection of suitably equipped aircraft unless otherwise prescribed by the competent authority.

(1)

the pilot shall be requested to confirm the code selected and, if the situation warrants, to reselect the correct code; and

(2)

if the discrepancy between assigned and displayed codes still persists, the pilot may be requested to stop the operation of the aircraft's transponder. The next control position and any other affected unit using SSR and/or multilateration (MLAT) in the provision of ATS shall be informed accordingly.

(1)

inform the pilot of the persistent discrepancy;

(2)

where possible, correct the label showing the aircraft identification on the situation display; and

(3)

notify the next control position and any other unit concerned using Mode S for identification purposes that the aircraft identification transmitted by the aircraft is erroneous.

(1)

inform ATS as soon as possible, preferably before submission of a flight plan;

(2)

insert in Item 10 of the ICAO flight plan form under SSR the character ‘N’ for complete unserviceability of the transponder or, in case of partial transponder failure, insert the character corresponding to the remaining transponder capability; and

(3)

comply with any published procedures for requesting an exemption from the requirements to carry a functioning SSR transponder.

(1)

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

(2)

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

(1)

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

(2)

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

(3)

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

(4)

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

(5)

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

(6)

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

(1)

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

(2)

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

(3)

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

(1)

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

(2)

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

(1)

the designation of the ATS unit being called;

(2)

call sign and, for aircraft in the heavy wake turbulence category, the word “Heavy” or “Super” if that aircraft has been so identified by the competent authority;

(3)

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

(4)

speed, if assigned by ATC; and

(5)

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

(1)

the designation of the ATS unit being called;

(2)

call sign and, for aircraft in the heavy wake turbulence category, the word “Heavy” or “Super” if that aircraft has been so identified by the competent authority;

(3)

position; and

(4)

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

(1)

the identification of the station being called;

(2)

the identification of the station calling;

(3)

the words “RADIO CHECK”;

(4)

the frequency being used.

(1)

the identification of the station requesting the test;

(2)

the identification of the station replying;

(3)

information regarding the readability of the station requesting the test transmission.

(1)

1

Unreadable

(2)

2

Readable now and then

(3)

3

Readable but with difficulty

(4)

4

Readable

(5)

5

Perfectly readable

(1)

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

(2)

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

(1)

When an error has been made in transmission, the word “CORRECTION” shall be spoken, the last correct group or phrase repeated, and then the correct version transmitted.

(2)

If a correction can best be made by repeating the entire message, the phrase “CORRECTION, I SAY AGAIN” shall be used before the message is transmitted a second time.

(3)

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

(4)

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

(1)

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

(2)

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

(1)

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

(2)

advise the time of its next intended transmission;

(3)

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

(1)

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

(2)

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

(1)

at request of the ATS unit concerned;

(2)

when an expected communication from an aircraft has not been received within a time period such that the occurrence of a communication failure is suspected.

(1)

For aircraft in the heavy wake turbulence category, the word “Heavy” shall be included immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units.

(2)

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

(1)

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

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

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

(2)

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

(3)

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

(4)

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

(5)

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

(6)

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

(1)

Action by the aircraft in distress

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

(2)

Action by the ATS unit addressed or by the first ATS unit acknowledging the distress message

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

(3)

Imposition of silence

(4)

Action by all other ATS units/aircraft

(5)

Termination of distress communications and of silence

(1)

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

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

(2)

Action by the ATS unit addressed or first ATS unit acknowledging the urgency message

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

(3)

Action by all other ATS units/aircraft

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

(4)

Action by an aircraft used for medical transports

(5)

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

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

‘1.1.2.

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

‘3.2.4.1.

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