Commission Implementing Regulation (EU) No 923/2012 of 26 September 2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing Regulation (EU) No 1035/2011 and Regulations (EC) No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010 Text with EEA relevance

• (a) The logon address associated with an air traffic services unit shall be published in the national aeronautical information publications (AIPs).

• (b) Upon receipt of a valid data link initiation request from an aircraft approaching or within the data link service area, the air traffic services unit shall accept the request and, if able to correlate it with a flight plan, shall establish a connection with the aircraft.

• (c) The air traffic services provider shall establish procedures to resolve, as soon as practicable, data link initiation failures.

- (d) The aircraft operator shall establish procedures to resolve, as soon as practicable, data link initiation failures.

SERA.15005 Establishment of CPDLC

• (a) CPDLC shall be established in sufficient time in advance to ensure that the aircraft communicates with the appropriate air traffic control unit.

• (b) Information concerning when and, if applicable, where the air or ground systems should establish CPDLC shall be published in aeronautical information circulars or publications.

- (c) The pilot shall be able to identify the air traffic control unit that provides the air traffic control service at any time while the service is being provided.

SERA.15010 Transfer of CPDLC

• (a) When CPDLC is transferred, the transfer of voice communication and CPDLC shall commence concurrently.

• (b) When an aircraft is transferred from an air traffic control unit where CPDLC is available to an air traffic control unit where CPDLC is not available, the termination of CPDLC shall commence concurrently with the transfer of voice communication.

- (c) The air traffic controller shall be informed when attempting a transfer of CPDLC resulting in a change in data authority if there are data link messages for which a closure response has not been received. When the air traffic controller decides to transfer the aircraft without receiving pilot responses to the uplink message(s) outstanding, the air traffic controller shall normally revert to voice communication to clarify any ambiguity associated with the uplink message(s) outstanding.

SERA.15015 Construction of CPDLC messages

• (a) The text of CPDLC messages shall be composed in standard message format, in plain language, or in abbreviations and codes. Plain language shall be avoided when the length of the text can be reduced by using appropriate abbreviations and codes. Non-essential words and phrases, such as expressions of politeness, shall not be used.

• (b) The air traffic controller and the pilot shall construct CPDLC messages using standard message elements, free text message elements, or a combination of both. The use of free text message elements by air traffic controllers or pilots shall, be avoided.

• (c) When the implemented CPDLC message set does not provide for specific circumstances, the competent authority may determine, in consultation with operators and other air traffic services providers, that it is acceptable to use free text message elements. In such cases, the competent authority concerned shall define the display format, intended use and attributes for each free text message element.

• (d) The composition of a CPDLC message shall not exceed five message elements, only two of which may contain the route clearance variable.

- (e) Construction of multi-element CPDLC messages:

• (1) When a multi-element CPDLC message requires a response, the response shall apply to all message elements.
• (2) When a single message element clearance or any part of a multi-element clearance message cannot be complied with, the pilot shall send an ‘UNABLE’ response for the whole message.
• (3) The controller shall respond with an ‘UNABLE’ message that applies to all elements of the request when no element(s) of a single or multi-element clearance request can be approved. The current clearance(s) shall not be restated.
• (4) When a multi-element clearance request can only be partially accommodated, the controller shall respond with an ‘UNABLE’ message applying to all the message elements of the request and, if appropriate, include a reason and/or information on when clearance may be expected.
• (5) When all elements of a single or multi-element clearance request can be accommodated, the controller shall respond with clearances corresponding to each element of the request. This response shall be a single uplink message.
• (6) When a CPDLC message contains more than one message element and the response attribute for the message is ‘Y’, when utilised, the single response message shall contain the corresponding number of replies in the same order.

SERA.15020 Responding to CPDLC messages

• (a) Unless otherwise specified by the competent authority, voice read-back of CPDLC messages shall not be required.

- (b) Except when correction of the CPDLC message transmitted is needed, when a controller or a pilot communicates via CPDLC, the response shall normally be via CPDLC. When a controller or a pilot communicates via voice, the response shall normally be via voice.

SERA.15025 Correction of CPDLC messages

• (a) When a correction to a CPDLC message is deemed necessary or when the contents of such a message need to be clarified, the air traffic controller and the pilot shall use the most appropriate means available for issuing the correct details or for providing the necessary clarification.

• (b) When voice communication is used to correct a CPDLC message for which no operational response has yet been received, the controller’s or the pilot’s voice transmission shall be prefaced by the phrase: ‘DISREGARD CPDLC (message type) MESSAGE, BREAK’ – followed by the correct clearance, instruction, information or request.

• (c) When referring to and identifying the CPDLC message to be disregarded, caution shall be exercised in its phrasing so as to avoid any ambiguity with the issue of the correction to the clearance, instruction, information or request.

- (d) If a CPDLC message that requires an operational response is subsequently negotiated via voice, an appropriate CPDLC message closure response shall be sent to ensure proper synchronisation of the CPDLC dialogue. This may be achieved either by explicitly instructing the recipient of the message via voice to close the dialogue or by allowing the system to automatically close the dialogue.

SERA.15030 Controller data link communication procedures for emergencies, hazards, and CPDLC equipment failure

• (a) When an air traffic controller or a pilot is alerted that a single controller–pilot data link communication message has failed, the air traffic controller or the pilot shall take one of the following actions, as appropriate:
• (1) via voice, confirm the actions that will be taken with respect to the related dialogue, prefacing the information with the phrase: ‘CPDLC MESSAGE FAILURE’;
• (2) via controller–pilot data link communication, reissue the controller–pilot data link communication message that failed.

• (b) Air traffic controllers that are required to transmit information concerning a complete controller–pilot data link communication ground system failure to all stations likely to intercept should preface such a transmission by the general call: ‘ALL STATIONS CPDLC FAILURE’ – followed by the identification of the calling station.

• (c) When controller–pilot data link communication fail and the communication reverts to voice, all CPDLC messages outstanding shall be considered not delivered and the entire dialogue involving the messages outstanding shall be recommenced by voice.

- (d) When controller–pilot data link communication fails but is restored prior to a need to revert to voice communication, all messages outstanding shall be considered not delivered and the entire dialogue involving the messages outstanding shall be recommenced via CPDLC.

SERA.15035 Intentional shutdown of CPDLC system

• (a) When a system shutdown of the communications network or the CPDLC ground system is planned, a NOTAM shall be published to inform all affected parties of the shutdown period and, if necessary, the details of the voice communication frequencies to be used.

- (b) Aircraft in communication with the ATC units shall be informed by voice or CPDLC of any imminent loss of the CPDLC service.

SERA.15040 Discontinuation of the use of CPDLC requests

• (a) When a controller requires all stations or a specific flight to avoid sending CPDLC requests for a limited period of time, the following phrase shall be used: ((call sign) or ALL STATIONS) STOP SENDING CPDLC REQUESTS [UNTIL ADVISED] [(reason)].

- (b) The resumption of the normal use of CPDLC shall be advised by using the following phrase: ((call sign) or ALL STATIONS) RESUME NORMAL CPDLC OPERATIONS.

SERA.15045 Use of CPDLC in the event of air–ground voice communication failure

The existence of a CPDLC connection between an air traffic services unit and an aircraft should not prevent the pilot and the air traffic controller concerned from initiating and performing all the required actions in the event of air–ground voice communication failure.

SERA.15050 Testing of CPDLC

Where the testing of CPDLC with an aircraft could affect the air traffic services being provided to the aircraft, coordination shall be effected prior to such testing.

Appendix 1

Signals

1. DISTRESS AND URGENCY SIGNALS

1.1.   General

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

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

1.2.   Distress signals

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

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

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

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

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

• (e) a parachute flare showing a red light;

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

1.3.   Urgency signals

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

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

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

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

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

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

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

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

3. SIGNALS FOR AERODROME TRAFFIC

3.1.   Light and pyrotechnic signals

3.1.1.   Instructions for aircraft

Table AP 1-1

Light	Light	From Aerodrome Control to:	From Aerodrome Control to:
Light	Light	Aircraft in flight	Aircraft on the ground
Directed towards aircraft concerned (see Figure A1-1).	Steady green	Cleared to land	Cleared for take-off
Directed towards aircraft concerned (see Figure A1-1).	Steady red	Give way to other aircraft and continue circling	Stop
Directed towards aircraft concerned (see Figure A1-1).	Series of green flashes	Return for landing [^E0012]	Cleared to taxi
Directed towards aircraft concerned (see Figure A1-1).	Series of red flashes	Aerodrome unsafe, do not land	Taxi clear of landing area in use
Directed towards aircraft concerned (see Figure A1-1).	Series of white flashes	Land at this aerodrome and proceed to apron [^E0012]	Return to starting point on the aerodrome
Red pyrotechnic	Red pyrotechnic	Notwithstanding any previous instructions, do not land for the time being

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

Image omitted; see official source

Figure A1-1

3.1.2.   Acknowledgement by an aircraft

• (a)When in flight:

• (1) during the hours of daylight:
• — by rocking the aircraft’s wings, except for the base and final legs of the approach;

• (2) during the hours of darkness:
• — by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on and off twice its navigation lights.

• (b)When on the ground:

• (1) during the hours of daylight:
• — by moving the aircraft’s ailerons or rudder;

- (2) during the hours of darkness:

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

3.1.3.   Instructions for ground vehicles or pedestrians

• (a) When communications by a system of visual signals is deemed to be adequate, or in the case of radio communication failure, the signals given hereunder shall have the meaning indicated in the table below. Light signal from aerodrome control Meaning Green flashes Permission to cross landing area or to move onto taxiway Steady red Stop Red flashes Move off the landing area or taxiway and watch out for aircraft White flashes Vacate manoeuvring area in accordance with local instructions

- (b) In emergency conditions or if the signals in point (a) are not observed, the signal given hereunder shall be used for runways or taxiways equipped with a lighting system and shall have the meaning indicated in the table below.

Light signal from aerodrome control Meaning Flashing runway or taxiway lights Vacate the runway and observe the tower for light signal

3.2.   Visual ground signals

3.2.1.   Prohibition of landing

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

- Image omitted; see official source Figure A1-2

3.2.2.   Need for special precautions while approaching or landing

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

- Image omitted; see official source Figure A1-3

3.2.3.   Use of runways and taxiways

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

• Image omitted; see official source Figure A1-4

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

- Image omitted; see official source Figure A1-5

3.2.4.   Closed runways or taxiways

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

- Image omitted; see official source Figure A1-6

3.2.5.   Directions for landing or take-off

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

• Image omitted; see official source Figure A1-7

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

- Image omitted; see official source Figure A1-8

3.2.6.   Right-hand traffic

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

- Image omitted; see official source Figure A1-9

3.2.7.   Air traffic services reporting office

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

- Image omitted; see official source Figure A1-10

3.2.8.   Sailplane flights in operation

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

- Image omitted; see official source Figure A1-11

4. MARSHALLING SIGNALS

4.1.   From a signalman/marshaller to an aircraft

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

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

• (b) for helicopters /VTOL-capable aircraft, where the signalman/marshaller can best be seen by the pilot.

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

Image omitted; see official source	1. Wingwalker/guide [^E0013] Raise right hand above head level with wand pointing up; move left-hand wand pointing down toward body.
Image omitted; see official source	2. Identify gate Raise fully extended arms straight above head with wands pointing up.
Image omitted; see official source	3. Proceed to next signalman/marshaller or as directed by tower/ground control Point both arms upward; move and extend arms outward to sides of body and point with wands to direction of next signalman/marshaller or taxi area.
Image omitted; see official source	4. Straight ahead Bend extended arms at elbows and move wands up and down from chest height to head.
Image omitted; see official source	5(a)  Turn left (from pilot’s point of view) With right arm and wand extended at a 90-degree angle to body, make ‘come ahead’ signal with left hand. The rate of signal motion indicates to pilot the rate of aircraft turn.
Image omitted; see official source	5(b)  Turn right (from pilot’s point of view) With left arm and wand extended at a 90-degree angle to body, make ‘come ahead’ signal with right hand. The rate of signal motion indicates to pilot the rate of aircraft turn.
Image omitted; see official source	6(a)  Normal stop Fully extend arms and wands at a 90-degree angle to sides and slowly move to above head until wands cross.
Image omitted; see official source	6(b)  Emergency stop Abruptly extend arms and wands to top of head, crossing wands.
Image omitted; see official source	7(a)  Set brakes Raise hand just above shoulder height with open palm. Ensuring eye contact with flight crew, close hand into a fist. Do not move until receipt of ‘thumbs up’ acknowledgement from flight crew.
Image omitted; see official source	7(b)  Release brakes Raise hand just above shoulder height with hand closed in a fist. Ensuring eye contact with flight crew, open palm. Do not move until receipt of ‘thumbs up’ acknowledgement from flight crew.
Image omitted; see official source	8(a)  Chocks inserted With arms and wands fully extended above head, move wands inward in a ‘jabbing’ motion until wands touch. Ensure acknowledgement is received from flight crew.
Image omitted; see official source	8(b)  Chocks removed With arms and wands fully extended above head, move wands outward in a ‘jabbing’ motion. Do not remove chocks until authorised by flight crew.
Image omitted; see official source	9. Start engine(s) Raise right arm to head level with wand pointing up and start a circular motion with hand; at the same time, with left arm raised above head level, point to engine to be started.
Image omitted; see official source	10. Cut engines Extend arm with wand forward of body at shoulder level; move hand and wand to top of left shoulder and draw wand to top of right shoulder in a slicing motion across throat.
Image omitted; see official source	11. Slow down Move extended arms downwards in a ‘patting’ gesture, moving wands up and down from waist to knees.
Image omitted; see official source	12. Slow down engine(s) on indicated side With arms down and wands toward ground, wave either right or left wand up and down indicating engine(s) on left or right side respectively should be slowed down.
Image omitted; see official source	13. Move back With arms in front of body at waist height, rotate arms in a forward motion. To stop rearward movement, use signal 6(a) or 6(b).
Image omitted; see official source	14(a)  Turns while backing (for tail to starboard) Point left arm with wand down and bring right arm from overhead vertical position to horizontal forward position, repeating right-arm movement.
Image omitted; see official source	14(b)  Turns while backing (for tail to port) Point right arm with wand down and bring left arm from overhead vertical position to horizontal forward position, repeating left-arm movement.
Image omitted; see official source	15. Affirmative/all clear [^E0014] Raise right arm to head level with wand pointing up or display hand with ‘thumbs up’; left arm remains at side by knee.
Image omitted; see official source	16. Hover [^E0015] Fully extend arms and wands at a 90-degree angle to sides.
Image omitted; see official source	17. Move upwards [^E0015] Fully extend arms and wands at a 90-degree angle to sides and, with palms turned up, move hands upwards. Speed of movement indicates rate of ascent.
Image omitted; see official source	18. Move downwards [^E0015] Fully extend arms and wands at a 90-degree angle to sides and, with palms turned down, move hands downwards. Speed of movement indicates rate of descent.
Image omitted; see official source	19(a)  Move horizontally left (from pilot’s point of view) [^E0015] Extend arm horizontally at a 90-degree angle to right side of body. Move other arm in same direction in a sweeping motion.
Image omitted; see official source	19(b)  Move horizontally right (from pilot’s point of view) [^E0015] Extend arm horizontally at a 90-degree angle to left side of body. Move other arm in same direction in a sweeping motion.
Image omitted; see official source	20. Land [^E0015] Cross arms with wands downwards and in front of body.
Image omitted; see official source	21. Hold position/stand by Fully extend arms and wands downwards at a 45-degree angle to sides. Hold position until aircraft is clear for next manoeuvre.
Image omitted; see official source	22. Dispatch aircraft Perform a standard salute with right hand and/or wand to dispatch the aircraft. Maintain eye contact with flight crew until aircraft has begun to taxi.
Image omitted; see official source	23. Do not touch controls (technical/servicing communication signal) Extend right arm fully above head and close fist or hold wand in horizontal position; left arm remains at side by knee.
Image omitted; see official source	24. Connect ground power (technical/servicing communication signal) Hold arms fully extended above head; open left hand horizontally and move finger tips of right hand into and touch open palm of left hand (forming a ‘T’). At night, illuminated wands can also be used to form the ‘T’ above head.
Image omitted; see official source	25. Disconnect power (technical/servicing communication signal) Hold arms fully extended above head with finger tips of right hand touching open horizontal palm of left hand (forming a ‘T’); then move right hand away from the left. Do not disconnect power until authorised by flight crew. At night, illuminated wands can also be used to form the ‘T’ above head.
Image omitted; see official source	26. Negative (technical/servicing communication signal) Hold right arm straight out at 90 degrees from shoulder and point wand down to ground or display hand with ‘thumbs down’; left hand remains at side by knee.
Image omitted; see official source	27. Establish communication via interphone (technical/servicing communication signal) Extend both arms at 90 degrees from body and move hands to cup both ears.
Image omitted; see official source	28. Open/close stairs (technical/servicing communication signal) [^E0016] With right arm at side and left arm raised above head at a 45-degree angle, move right arm in a sweeping motion towards top of left shoulder.

For use to hovering helicopters / VTOL-capable aircraft.

For use to hovering helicopters / VTOL-capable aircraft.

For use to hovering helicopters / VTOL-capable aircraft.

[^E0016]: (^*4)

This signal is intended mainly for aircraft with the set of integral stairs at the front.

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

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

| | |

| --- | --- | | Image omitted; see official source | (a) Brakes engaged: raise arm and hand, with fingers extended, horizontally in front of face, then clench fist. | | Image omitted; see official source | (b) Brakes released: raise arm, with fist clenched, horizontally in front of face, then extend fingers. | | Image omitted; see official source | (c) Insert chocks: arms extended, palms outwards, move hands inwards to cross in front of face. | | Image omitted; see official source | (d) Remove chocks: hands crossed in front of face, palms outwards, move arms outwards. | | Image omitted; see official source | (e) Ready to start engine(s): Raise the appropriate number of fingers on one hand indicating the number of the engine to be started. |

4.3.   Technical/servicing communication signals

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

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

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

| | |

| --- | --- | | Image omitted; see official source | 1. Recommend evacuation Evacuation recommended based on aircraft rescue and fire-fighting and Incident Commander’s assessment of external situation. Arm extended from body, and held horizontal with hand upraised at eye level. Execute beckoning arm motion angled backward. Non-beckoning arm held against body. Night — same with wands. | | Image omitted; see official source | 2. Recommend stop Recommend evacuation in progress be halted. Stop aircraft movement or other activity in progress. Arms in front of head — Crossed at wrists Night — same with wands. | | Image omitted; see official source | 3. Emergency contained No outside evidence of dangerous conditions or ‘all-clear.’ Arms extended outward and down at a 45 degree angle. Arms moved inward below waistline simultaneously until wrists crossed, then extended outward to starting position. Night — same with wands. | | Image omitted; see official source | 4. Fire Move right-hand in a ‘fanning’ motion from shoulder to knee, while at the same time pointing with left hand to area of fire. Night — same with wands. |

Appendix 2

Unmanned free balloons

1. CLASSIFICATION OF UNMANNED FREE BALLOONS

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

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

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

• (c) heavy :

an unmanned free balloon which carries a payload which:

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

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

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

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

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

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

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

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

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

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

Figure AP2-1

Image omitted; see official source

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

5. FLIGHT NOTIFICATION

5.1.   Pre-flight notification

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

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

• (a) balloon flight identification or project code name;

• (b) balloon classification and description;

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

• (d) operator’s name and telephone number;

• (e) launch site;

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

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

• (h) expected direction of ascent;

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

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

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

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

5.2.   Notification of launch

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

• (a) balloon flight identification;

• (b) launch site;

• (c) actual time of launch;

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

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

5.3.   Notification of cancellation

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

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

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

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

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

• (a) the current geographical position;

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

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

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

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

Appendix 3

Table of cruising levels

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

TRACK [^E0017]	TRACK [^E0017]	TRACK [^E0017]	TRACK [^E0017]	TRACK [^E0017]	TRACK [^E0017]	TRACK [^E0017]	TRACK [^E0017]	TRACK [^E0017]	TRACK [^E0017]	TRACK [^E0017]	TRACK [^E0017]
From 000 degrees to 179 degrees	From 000 degrees to 179 degrees	From 000 degrees to 179 degrees	From 000 degrees to 179 degrees	From 000 degrees to 179 degrees	From 000 degrees to 179 degrees	From 180 degrees to 359 degrees	From 180 degrees to 359 degrees	From 180 degrees to 359 degrees	From 180 degrees to 359 degrees	From 180 degrees to 359 degrees	From 180 degrees to 359 degrees
IFR Flights	IFR Flights	IFR Flights	VFR Flights	VFR Flights	VFR Flights	IFR Flights	IFR Flights	IFR Flights	VFR Flights	VFR Flights	VFR Flights
Level	Level	Level	Level	Level	Level	Level	Level	Level	Level	Level	Level
FL	Feet	Metres	FL	Feet	Metres	FL	Feet	Metres	FL	Feet	Metres
010	1 000	300	—	—	—	020	2 000	600	—	—	—
030	3 000	900	035	3 500	1 050	040	4 000	1 200	045	4 500	1 350
050	5 000	1 500	055	5 500	1 700	060	6 000	1 850	065	6 500	2 000
070	7 000	2 150	075	7 500	2 300	080	8 000	2 450	085	8 500	2 600
090	9 000	2 750	095	9 500	2 900	100	10 000	3 050	105	10 500	3 200
110	11 000	3 350	115	11 500	3 500	120	12 000	3 650	125	12 500	3 800
130	13 000	3 950	135	13 500	4 100	140	14 000	4 250	145	14 500	4 400
150	15 000	4 550	155	15 500	4 700	160	16 000	4 900	165	16 500	5 050
170	17 000	5 200	175	17 500	5 350	180	18 000	5 500	185	18 500	5 650
190	19 000	5 800	195	19 500	5 950	200	20 000	6 100	205	20 500	6 250
210	21 000	6 400	215	21 500	6 550	220	22 000	6 700	225	22 500	6 850
230	23 000	7 000	235	23 500	7 150	240	24 000	7 300	245	24 500	7 450
250	25 000	7 600	255	25 500	7 750	260	26 000	7 900	265	26 500	8 100
270	27 000	8 250	275	27 500	8 400	280	28 000	8 550	285	28 500	8 700
290	29 000	8 850				300	30 000	9 150
310	31 000	9 450				320	32 000	9 750
330	33 000	10 050				340	34 000	10 350
350	35 000	10 650				360	36 000	10 950
370	37 000	11 300				380	38 000	11 600
390	39 000	11 900				400	40 000	12 200
410	41 000	12 500				430	43 000	13 100
450	45 000	13 700				470	47 000	14 350
490	49 000	14 950				510	51 000	15 550
etc.	etc.	etc. etc.				etc.	etc.	etc.

[^E0017]: (^*1)

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

Appendix 4

ATS airspace classes — services provided and flight requirements

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

Class	Type of flight	Separation provided	Service provided	Speed limitation [^E0018]	Radio communication capability requirement	Continuous two-way air-ground voice communication required	Subject to an ATC clearance
A	IFR only	All aircraft	Air traffic control service	Not applicable	Yes	Yes	Yes
B	IFR	All aircraft	Air traffic control service	Not applicable	Yes	Yes	Yes
B	VFR	All aircraft	Air traffic control service	Not applicable	Yes	Yes	Yes
C	IFR	IFR from IFR IFR from VFR	Air traffic control service	Not applicable	Yes	Yes	Yes
C	VFR	VFR from IFR	(1) Air traffic control service for separation from IFR;   (2)  Air traffic control service, VFR/VFR traffic information (and traffic avoidance advice on request)	250 kts IAS below 3 050 m (10 000 ft) AMSL	Yes	Yes	Yes
D	IFR	IFR from IFR	Air traffic control service, traffic information about VFR flights (and traffic avoidance advice on request)	250 kts IAS below 3 050 m (10 000 ft) AMSL	Yes	Yes	Yes
D	VFR	Nil	Air traffic control service, IFR/VFR and VFR/VFR traffic information (and traffic avoidance advice on request)	250 kts IAS below 3 050 m (10 000 ft) AMSL	Yes	Yes	Yes
E	IFR	IFR from IFR	Air traffic control service and, as far as practical, traffic information about VFR flights	250 kts IAS below 3 050 m (10 000 ft) AMSL	Yes	Yes	Yes
E	VFR	Nil	Traffic information as far as practical	250 kts IAS below 3 050 m (10 000 ft) AMSL	No [^E0019]	No [^E0019]	No
F	IFR	IFR from IFR as far as practical	Air traffic advisory service; flight information service if requested	250 kts IAS below 3 050 m (10 000 ft) AMSL	Yes [^E0020]	No [^E0020]	No
F	VFR	Nil	Flight information service if requested	250 kts IAS below 3 050 m (10 000 ft) AMSL	No [^E0019]	No [^E0019]	No
G	IFR	Nil	Flight information service if requested	250 kts IAS below 3 050 m (10 000 ft) AMSL	Yes [^E0019]	No [^E0019]	No
G	VFR	Nil	Flight information service if requested	250 kts IAS below 3 050 m (10 000 ft) AMSL	No [^E0019]	No [^E0019]	No

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

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

[^E0020]: (^*3)

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

Appendix 5

Technical specifications related to aircraft observations and reports by voice communications

A. REPORTING INSTRUCTIONS

MODEL AIREP SPECIAL

ITEM	PARAMETER	TRANSMIT IN TELEPHONY as appropriate
—	Message-type designator — special air-report	[AIREP] SPECIAL

| | | | |

| --- | --- | --- | --- | | Section 1 | 1 | Aircraft identification | (aircraft identification) | | Section 1 | 2 | Position | POSITION (latitude and longitude) OVER (significant point) ABEAM (significant point) (significant point) (bearing) (distance) | | Section 1 | 3 | Time | (time) | | Section 1 | 4 | Level | FLIGHT LEVEL (number) or (number) METRES or FEET CLIMBING TO FLIGHT LEVEL (number) or (number) METRES or FEET DESCENDING TO FLIGHT LEVEL (number) or (number) METRES or FEET | | Section 1 | 5 | Next position and estimated time over | (position) (time) | | Section 1 | 6 | Ensuing significant point | (position) NEXT | | Section 2 | 7 | Estimated time of arrival | (aerodrome) (time) | | Section 2 | 8 | Endurance | ENDURANCE (hours and minutes) | | Section 3 | 9 | Phenomenon encountered or observed prompting a special air-report: | | | Section 3 | 9 | — Moderate turbulence | TURBULENCE MODERATE | | Section 3 | 9 | — Severe turbulence | TURBULENCE SEVERE | | Section 3 | 9 | — Moderate icing | ICING MODERATE | | Section 3 | 9 | — Severe icing | ICING SEVERE | | Section 3 | 9 | — Severe mountain wave | MOUNTAIN WAVE SEVERE | | Section 3 | 9 | — Thunderstorms without hail | THUNDERSTORMS | | Section 3 | 9 | — Thunderstorms with hail | THUNDERSTORMS WITH HAIL | | Section 3 | 9 | — Heavy dust/sandstorm | DUSTSTORM or SANDSTORM HEAVY | | Section 3 | 9 | — Volcanic ash cloud | VOLCANIC ASH CLOUD | | Section 3 | 9 | — Pre-eruption volcanic activity or volcanic eruption | PRE-ERUPTION VOLCANIC ACTIVITY or VOLCANIC ERUPTION | | Section 3 | 9 | Runway braking action | | | Section 3 | 9 | — Good | GOOD | | Section 3 | 9 | — Good to medium | GOOD TO MEDIUM | | Section 3 | 9 | — Medium | MEDIUM | | Section 3 | 9 | — Medium to poor | MEDIUM TO POOR | | Section 3 | 9 | — Poor | POOR | | Section 3 | 9 | — Less than poor | LESS THAN POOR |

• 1.1.Position reports and special air-reports

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

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

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

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

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

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

Section 1

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

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

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

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

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

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

Section 2

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

- Item 8 –ENDURANCE. Report ‘ENDURANCE’ followed by fuel/energy endurance in hours and minutes (4 numerics).

Section 3

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

• — Moderate turbulence as ‘TURBULENCE MODERATE’ Severe turbulence as ‘TURBULENCE SEVERE’ The following specifications apply: — Moderate – Conditions in which moderate changes in aircraft attitude and/or altitude may occur but the aircraft remains in positive control at all times. Usually, small variations in airspeed. Changes in accelerometer readings of 0,5 g to 1,0 g at the aircraft’s centre of gravity. Difficulty in walking. Occupants feel strain against seat belts. Loose objects move about. — Severe – Conditions in which abrupt changes in aircraft attitude and/or altitude occur; aircraft may be out of control for short periods. Usually, large variations in airspeed. Changes in accelerometer readings greater than 1,0 g at the aircraft’s centre of gravity. Occupants are forced violently against seat belts. Loose objects are tossed about.

• — Moderate icing as ‘ICING MODERATE’ Severe icing as ‘ICING SEVERE’ The following specifications apply: — Moderate – Conditions in which change of heading and/or altitude may be considered desirable. — Severe – Conditions in which immediate change of heading and/or altitude is considered essential.

• — Severe mountain wave as ‘MOUNTAIN WAVE SEVERE’ The following specification applies: — Severe – Conditions in which the accompanying downdraft is 3,0 m/s (600 ft/min) or more and/or severe turbulence is encountered.

• — Thunderstorm without hail as ‘THUNDERSTORM’ Thunderstorm with hail as ‘THUNDERSTORM WITH HAIL’ The following specification applies: Only report those thunderstorms which are: — obscured in haze, or — embedded in cloud, or — widespread, or — forming a squall line.

• — Heavy duststorm or sandstorm as ‘DUSTSTORM HEAVY’ or ‘SANDSTORM HEAVY’

• — Volcanic ash cloud as ‘VOLCANIC ASH CLOUD’

• — Pre-eruption volcanic activity or a volcanic eruption as ‘PREERUPTION VOLCANIC ACTIVITY’ or ‘VOLCANIC ERUPTION’ The following specification applies: ‘Pre-eruption volcanic activity’ in this context means unusual and/or increasing volcanic activity which could presage a volcanic eruption.

• — Good braking action as ‘BRAKING ACTION GOOD’

• — Good to medium braking action as ‘BRAKING ACTION GOOD TO MEDIUM’

• — Medium braking action as ‘BRAKING ACTION MEDIUM’

• — Medium to poor braking action as ‘BRAKING ACTION MEDIUM TO POOR’

• — Poor braking action as ‘BRAKING ACTION POOR’

• — Less than poor braking action as ‘BRAKING ACTION LESS THAN POOR’ The following specifications apply: Good – Braking deceleration is normal for the wheel braking effort applied, and directional control is normal. Good to medium – Braking deceleration or directional control is between good and medium. Medium – Braking deceleration is noticeably reduced for the wheel braking effort applied, or directional control is noticeably reduced. Medium to poor – Braking deceleration or directional control is between medium and poor. Poor – Braking deceleration is significantly reduced for the wheel braking effort applied, or directional control is significantly reduced. Less than poor – Braking deceleration is minimal to non-existent for the wheel braking effort applied, or directional control is uncertain.

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

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

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

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

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

Section 1

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

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

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

Section 3

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

• — moderate turbulence as ‘TURB MOD’,

• — severe turbulence as ‘TURB SEV’,

• — moderate icing as ‘ICE MOD’,

• — severe icing as ‘ICE SEV’,

• — severe mountain wave as ‘MTW SEV’,

• — thunderstorm without hail as ‘TS’,

• — thunderstorm with hail as ‘TSGR’,

• — heavy sandstorm as ‘HVY SS’,

• — heavy duststorm as ‘HVY DS’,

• — volcanic ash cloud as ‘VA CLD’,

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

• — hail as ‘GR’,

• — cumulonimbus clouds as ‘CB’.

- TIME TRANSMITTED. Record only when Section 3 is transmitted.

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

4.1.   Reporting of wind shear

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

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

4.2.   Post-flight reporting of volcanic activity

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

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

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

Image omitted; see official source

Appendix 6

COMPLETION OF A FLIGHT PLAN

Image omitted; see official source

2. Instructions for the completion of the flight plan form

2.1.   General

Adhere closely to the prescribed formats and manner of specifying data.

Commence inserting data in the first space provided. Where excess space is available, leave unused spaces blank.

Insert all clock times in 4 figures UTC.

Insert all estimated elapsed times in 4 figures (hours and minutes).

The shaded area preceding item 3 – shall be completed by ATS and COM services, unless the responsibility for originating flight plan messages has been delegated.

2.2.   Instructions for insertion of ATS data

Complete items 7 to 18 and, when so required by the competent authority or otherwise deemed necessary, item 19 as indicated hereunder.

Item 7: AIRCRAFT IDENTIFICATION (MAXIMUM 7 CHARACTERS)

INSERT one of the following aircraft identifications, not exceeding 7 alphanumeric characters and without hyphens or symbols:

• (a) the ICAO designator for the aircraft operator followed by the flight identification (e.g. KLM511, NGA213, JTR25) when in radiotelephony the call sign to be used by the aircraft consists of the ICAO telephony designator for the operator followed by the flight identification (e.g. KLM511, NIGERIA 213, JESTER 25); or

• (b) the nationality or common mark and registration mark of the aircraft (e.g. EIAKO, 4XBCD, N2567GA), when:
• (1) in radiotelephony the call sign to be used by the aircraft consists of this identification alone (e.g. CGAJS), or preceded by the ICAO telephony designator for the aircraft operator (e.g. BLIZZARD CGAJS);
• (2) the aircraft is not equipped with radio. Item 8: FLIGHT RULES AND TYPE OF FLIGHT (ONE OR TWO CHARACTERS) Flight rules

INSERT one of the following letters to denote the category of flight rules with which the pilot intends to comply:

I	–	if it is intended that the entire flight is operated under IFR; or
---	---	---
V	–	if it is intended that the entire flight is operated under VFR; or
---	---	---
Y	–	if the flight is initially operated under IFR, followed by one or more subsequent changes of flight rules; or
---	---	---
Z	–	if the flight is initially operated under VFR, followed by one or more subsequent changes of flight rules.

Specify in Item 15 the point or points at which a change of flight rules is planned.

Type of flight

INSERT one of the following letters to denote the type of flight when so required by the competent authority:

S	–	if scheduled air service;
---	---	---
N	–	if non-scheduled air transport operation;
---	---	---
G	–	if general aviation;
---	---	---
M	–	if military;
---	---	---
X	–	if other than any of the defined categories above.

Specify status of a flight following the indicator STS in Item 18, or when necessary to denote other reasons for specific handling by ATS, indicate the reason following the indicator RMK in Item 18.

Item 9: NUMBER AND TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY

Number of aircraft (1 or 2 characters)

INSERT the number of aircraft, if more than one.

Type of aircraft (2 to 4 characters)

• INSERT the appropriate designator as specified in Doc 8643, Aircraft Type Designators,

• OR, if no such designator has been assigned, or in case of formation flights comprising more than one type, INSERT ZZZZ, and SPECIFY in item 18 the (numbers and) type(s) of aircraft preceded by TYP/.

Wake turbulence category (1 character)

INSERT an oblique stroke followed by one of the following letters to indicate the wake turbulence category of the aircraft: