Commission Implementing Regulation (EU) 2016/1185 of 20 July 2016 amending Implementing Regulation (EU) No 923/2012 as regards the update and completion of the common rules of the air and operational provisions regarding services and procedures in air navigation (SERA Part C) and repealing Regulation (EC) No 730/2006 (Text with EEA relevance)

• (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.

• (b) End of conversation.

A radiotelephone conversation shall be terminated by the receiving ATS unit or the aircraft using its own call sign.

• (c) Corrections and repetitions

• (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)”.

• (d) If, in checking the correctness of a read-back, incorrect items are noticed, the words “NEGATIVE I SAY AGAIN” shall be transmitted at the conclusion of the read-back followed by the correct version of the items concerned.

SERA.14080   Communications watch/Hours of service

• (a) During flight, aircraft shall maintain watch as required by the competent authority and shall not cease watch, except for reasons of safety, without informing the ATS unit concerned.

• (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.

• (b) Aeronautical stations shall maintain a continuous listening watch on VHF emergency channel 121,5 MHz during the hours of service of the units at which it is installed. Where two or more such stations are co-located, provision of 121,5 MHz listening watch at one of them shall meet that requirement.

• (c) When it is necessary for an aircraft or ATS unit to suspend operation for any reason, it shall, if possible, so inform other stations concerned, giving the time at which it is expected that operation will be resumed. When operation is resumed, other stations concerned shall be so informed. When it is necessary to suspend operation beyond the time specified in the original notice, a revised time of resumption of operation shall, if possible, be transmitted at or near the time first specified.

SERA.14085   Use of blind transmission

• (a) When an aircraft fails to establish contact on the designated channel, on the previous channel used or on another channel appropriate to the route, and fails to establish communication with the appropriate ATS unit, other ATS unit or other aircraft using all available means, the aircraft shall transmit its message twice on the designated channel(s), preceded by the phrase “TRANSMITTING BLIND” and, if necessary, include the addressee(s) for which the message is intended.

• (b) When an aircraft is unable to establish communication due to receiver failure, it shall transmit reports at the scheduled times, or positions, on the channel in use preceded by the phrase “TRANSMITTING BLIND DUE TO RECEIVER FAILURE”. The aircraft shall:

• (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.

SERA.14087   Use of relay communication technique

• (a) When an ATS unit has been unable to establish contact with an aircraft after calls on the frequencies on which the aircraft is believed to be listening, it shall:

• (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.

• (b) The provisions of point (a) shall also be applied:

• (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.

SERA.14090   Specific communication procedures

• (a) Movement of vehicles

Phraseologies for the movement of vehicles, other than tow-tractors, on the manoeuvring area shall be the same as those used for the movement of aircraft, with the exception of taxi instructions, in which case the word “PROCEED” shall be substituted for the word “TAXI” when communicating with vehicles.

• (b) Air traffic advisory service

Air traffic advisory service does not deliver “clearances” but only “advisory information” and it shall use the word “advise” or “suggest” when a course of action is proposed to an aircraft.

• (c) Indication of heavy wake turbulence category

• (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.

• (d) Procedures related to weather deviation

When the pilot initiates communications with ATC, a rapid response may be obtained by stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response. When necessary, the pilot shall initiate communications using the urgency call “PAN PAN” (preferably spoken three times).

SERA.14095   Distress and urgency radiotelephony communication procedures

• (a) General

• (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.

• (b) Radiotelephony distress communications

• (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:

• (i) be on the air-ground frequency in use at the time;

• (ii) consist of as many as possible of the following elements spoken distinctly and, if possible, in the following order:

• (A) the name of the ATS unit addressed (time and circumstances permitting);

• (B) the identification of the aircraft;

• (C) the nature of the distress condition;

• (D) the intention of the pilot-in-command;

• (E) present position, level and heading.

• (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:

• (i) immediately acknowledge the distress message;

• (ii) take control of the communications or specifically and clearly transfer that responsibility, advising the aircraft if a transfer is made; and

• (iii) take immediate action to ensure that all necessary information is made available, as soon as possible, to:

• (A) the ATS unit concerned;

• (B) the aircraft operator concerned, or its representative, in accordance with pre-established arrangements;

• (iv) warn other ATS units, as appropriate, in order to prevent the transfer of traffic to the frequency of the distress communication.

• (3) Imposition of silence

• (i) The aircraft in distress, or the ATS unit in control of distress traffic, shall be permitted to impose silence, either on all stations of the mobile service in the area or on any station which interferes with the distress traffic. It shall address these instructions ‘to all stations’ or to one station only, according to the circumstances. In either case, it shall use:

• (A) “STOP TRANSMITTING”;

• (B) the radiotelephony distress signal “MAYDAY”.

• (ii) The use of the signals specified in point (b)(3)(i) shall be reserved for the aircraft in distress and for the ATS unit controlling the distress traffic.

• (4) Action by all other ATS units/aircraft

• (i) The distress communications have absolute priority over all other communications and ATS units/aircraft aware of them shall not transmit on the frequency concerned unless:

• (A) the distress is cancelled or the distress traffic is terminated;

• (B) all distress traffic has been transferred to other frequencies;

• (C) the ATS unit controlling communications gives permission;

• (D) it has itself to render assistance.

• (ii) Any ATS unit/aircraft which has knowledge of distress traffic, and which cannot itself assist the aircraft in distress, shall nevertheless continue listening to such traffic until it is evident that assistance is being provided.

• (5) Termination of distress communications and of silence

• (i) When an aircraft is no longer in distress, it shall transmit a message cancelling the distress condition.

• (ii) When the ATS unit which has controlled the distress communication traffic becomes aware that the distress condition is ended, it shall take immediate action to ensure that this information is made available, as soon as possible, to:

• (A) the ATS units concerned;

• (B) the aircraft operator concerned, or its representative, in accordance with pre-established arrangements.

• (iii) The distress communication and silence conditions shall be terminated by transmitting a message, including the words “DISTRESS TRAFFIC ENDED”, on the frequency or frequencies being used for the distress traffic. This message shall be originated only by the ATS unit controlling the communications when, after the reception of the message prescribed in point (b)(5)(i), it is authorised to do so by the competent authority.

• (c) Radiotelephony urgency communications

• (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:

• (i) be on the air-ground frequency in use at the time;

• (ii) consist of as many as required of the following elements spoken distinctly and, if possible, in the following order:

• (A) the name of the ATS unit addressed;

• (B) the identification of the aircraft;

• (C) the nature of the urgency condition;

• (D) the intention of the pilot-in-command;

• (E) present position, level and heading;

• (F) any other useful information.

• (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:

• (i) acknowledge the urgency message;

• (ii) take immediate action to ensure that all necessary information is made available, as soon as possible, to:

• (A) the ATS unit concerned;

• (B) the aircraft operator concerned, or its representative, in accordance with pre-established arrangements;

• (iii) if necessary, exercise control of communications.

• (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

• (i) The use of the signal described in point (c)(4)(ii) shall indicate that the message which follows concerns a protected medical transport pursuant to the 1949 Geneva Conventions and Additional Protocols.

• (ii) For the purpose of announcing and identifying aircraft used for medical transports, a transmission of the radiotelephony urgency signal “PAN PAN”, preferably spoken three times, and each word of the group pronounced as the French word “panne”, shall be followed by the radiotelephony signal for medical transports “MAY-DEE-CAL”, pronounced as in the French “medical”. The use of the signals described above indicates that the message which follows concerns a protected medical transport.

The message shall convey the following data:

• (A) the call sign or other recognised means of identification of the medical transports;

• (B) position of the medical transports;

• (C) number and type of the medical transports;

• (D) intended route;

• (E) estimated time en-route and of departure and arrival, as appropriate; and

• (F) any other information such as flight altitude, radio frequencies guarded, languages used and secondary surveillance radar modes and codes.

• (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.’;

• (26) Appendix 1 is amended as follows:

• (a) point 1.1.2 is replaced by the following:

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

• (b) in point 3.2.4.1, the text is replaced by the following:

• ‘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.’;

• (c) points 4.2.1.1, 4.2.1.2 and 4.2.1.3 are replaced by the following illustration:

‘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.’;

• (27) in Appendix 2, point 5.1.3 is replaced by the following:

• ‘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.’;

• (28) in Appendix 4, the table is amended as follows:

• (a) in column ‘Service provided’, in the cell for airspace class C, VFR type of flight, point (2) is replaced by the following:

• ‘(2) Air traffic control service, VFR/VFR traffic information (and traffic avoidance advice on request)’,

• (b) in column ‘Service provided’, in the cell for airspace class D, the text concerning VFR type of flight is replaced by the following:

‘Air traffic control service, IFR/VFR and VFR/VFR traffic information (and traffic avoidance advice on request)’;

• (29) Appendix 5 is replaced by the following:

‘Appendix 5

Technical specifications related to aircraft observations and reports by voice communications

A. REPORTING INSTRUCTIONS

Image omitted; see official source

Text of image

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)

2

Position

POSITION (latitude and longitude)

OVER (significant point)

ABEAM (significant point)

(significant point) (bearing) (distance)

3

Time

(time)

4

Level

FLIGHT LEVEL (number) or (number) METRES or FEET

CLIMBING TO FLIGHT LEVEL (number) or (number) METRES or FEET

DESCENDING TO FLIGHT LEVEL (number) or (number) METRES or FEET

5

Next position and estimated time over

(position) (time)

6

Ensuing significant point

(position) NEXT

Section 2

7

Estimated time of arrival

(aerodrome) (time)

8

Endurance

ENDURANCE (hours and minutes)

Section 3

9

Phenomenon encountered or observed prompting a special air-report:

— Moderate turbulence

TURBULENCE MODERATE

— Severe turbulence

TURBULENCE SEVERE

— Moderate icing

ICING MODERATE

— Severe icing

ICING SEVERE

— Severe mountain wave

MOUTAINWAVE SEVERE

— Thunderstorms without hail

THUNDERSTORMS

— Thunderstorms with hail

THUNDERSTORMS WITH HAIL

— Heavy dust/sandstorm

DUSTSTORM or SANDSTORM HEAVY

— Volcanic ash cloud

VOLCANIC ASH CLOUD

— Pre-eruption volcanic activity or volcanic eruption

PRE-ERUPTION VOLCANIC ACTIVITY or VOLCANIC ERUPTION

1. CONTENTS OF AIR-REPORTS

1.1.   Position reports and special air-reports

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

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

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

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

1. DETAILED REPORTING INSTRUCTIONS

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

— MESSAGE TYPE DESIGNATOR. Report “SPECIAL” for a special air-report.

Section 1

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

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

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

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

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

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

Section 2

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

Item 8 — ENDURANCE. Report “ENDURANCE” followed by fuel endurance in hours and minutes (4 numerics).

Section 3

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

• — moderate turbulence as “TURBULENCE MODERATE”, and

• — severe turbulence as “TURBULENCE SEVERE”.

The following specifications apply:

—   Moderate— Conditions in which moderate changes in aircraft attitude and/or altitude may occur but the aircraft remains in positive control at all times. Usually, small variations in airspeed. Changes in accelerometer readings of 0,5 g to 1,0 g at the aircraft's centre of gravity. Difficulty in walking. Occupants feel strain against seat belts. Loose objects move about.

—   Severe— Conditions in which abrupt changes in aircraft attitude and/or altitude occur; aircraft may be out of control for short periods. Usually, large variations in airspeed. Changes in accelerometer readings greater than 1,0 g at the aircraft's centre of gravity. Occupants are forced violently against seat belts. Loose objects are tossed about.

• — moderate icing as “ICING MODERATE”, severe icing as “ICING SEVERE”;

The following specifications apply:

—   Moderate— Conditions in which change of heading and/or altitude may be considered desirable.

—   Severe— Conditions in which immediate change of heading and/or altitude is considered essential.

• — Severe mountain wave as “MOUNTAIN WAVE SEVERE”;

The following specification applies:

—   Severe— Conditions in which the accompanying downdraft is 3,0 m/s (600 ft/min) or more and/or severe turbulence is encountered.

• — Thunderstorm without hail as “THUNDERSTORM”, thunderstorm with hail as “THUNDERSTORM WITH HAIL”;

The following specification applies:

Only report those thunderstorms which are:

• — obscured in haze, or

• — embedded in cloud, or

• — widespread, or

• — forming a squall line.

• — Heavy duststorm or sandstorm as “DUSTSTORM HEAVY” or “SANDSTORM HEAVY”;

• — Volcanic ash cloud as “VOLCANIC ASH CLOUD”;

• — Pre-eruption volcanic activity or a volcanic eruption as “PRE-ERUPTION VOLCANIC ACTIVITY” or “VOLCANIC ERUPTION”;

The following specification applies:

“Pre-eruption volcanic activity” in this context means unusual and/or increasing volcanic activity which could presage a volcanic eruption.

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

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

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

• — MESSAGE TYPE DESIGNATOR. Record “ARS” for a special air-report.

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

Section 1

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

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

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

Section 2

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

• — moderate turbulence as “TURB MOD”,

• — severe turbulence as “TURB SEV”,

• — moderate icing as “ICE MOD”,

• — severe icing as “ICE SEV”,

• — severe mountain wave as “MTW SEV”,

• — thunderstorm without hail as “TS”,

• — thunderstorm with hail as “TSGR”,

• — heavy duststorm or sandstorm as “HVY SS”,

• — volcanic ash cloud as “VA CLD”,

• — pre-eruption volcanic activity or a volcanic eruption as “VA”,

• — hail as “GR”,

• — cumulonimbus clouds as “CB”.

TIME TRANSMITTED. Record only when Section 3 is transmitted.

4.1.   Reporting of wind shear

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

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

4.2.   Post-flight reporting of volcanic activity

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

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

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

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MODEL VAR: to be used for post- flight reporting

VOLCANIC ACTIVITY REPORT

Air- reports are critically important in assessing the hazards which volcanic ash cloud presents to aircraft operations.

OPERATOR:

A/C IDENTIFICATION: (as indicated on flight plan)

PILOT- IN- COMMAND:

DEP FROM:

DATE:

TIME; UTC:

ARR AT:

DATE:

TIME; UTC:

ADDRESSEE

AIREP SPECIAL

Items 1-8 are to be reported immediately to the ATS unit that you are in contact with.

1) AIRCRAFT IDENTIFICATION

2) POSITION

3) TIME

4) FLIGHT LEVEL OR ALTITUDE

5) VOLCANIC ACTIVITY OBSERVED AT

(position or bearing, estimated level of ash cloud and distance from aircraft)

6) AIR TEMPERATURE

7) SPOT WIND

8) SUPPLEMENTARY INFORMATION

Other

SO2 DETECTED

yes

no

Ash encountered

yes

no

(brief description of activity especially vertical and lateral extent of ash cloud and, where possible, horizontal movement, rate of growth, etc.)

After landing complete items 9-16 then fax form to: (Fax number to be provided by the meteorological authority based on local arrangements between the meteorological authority and the operator concerned.)

9) DENSITY OF ASH CLOUD

(a) Wispy

(b) Moderate dense

(c) Very dense

10) COLOUR OF ASH CLOUD

(a) White

(b) Light grey

(c) Dark grey

(d) black

(e) other

11) ERUPTION

(a) continuous

(b) intermittent

(c) not visible

12) POSITION OF ACTIVITY

(a) Summit

(b) side

(c) Single

(d) Multiple

(e) Not observed

13) OTHER OBSERVED FEATURES OF ERUPTION

(a) Lightning

(b) Glow

(c) Large rocks

(d) Ash fallout

(e) Mushroom cloud

(f) All

14) EFFECT ON AIRCRAFT

(a) Communication

(b) Navigation systems

(c) Engines

(d) Pitot static

(e) Windscreen

(f) Windows

15) OTHER EFFECTS

(a) Turbulence

(b) St. Elmo's Fire

(c) Other fumes

16) OTHER INFORMATION

(Any information considered useful.)

• (30) the supplement to the Annex is amended as follows:

• (a) the table referring to ICAO Annex 2 is amended as follows:

• (i) the title is replaced by the following:

‘ICAO Annex 2

Differences between this Regulation and the International Standards contained in Annex 2 to the Convention on International Civil Aviation, as amended.’;

• (ii) the cells relating to ‘Difference A2-04’ are replaced by the following:

‘Difference A2-04
ICAO Annex 2 Chapter 3 3.3.1.2.	ICAO Annex 2, 3.3.1.2 is replaced with point SERA.4001(b) of Implementing Regulation (EU) No 923/2012. The differences between that ICAO Standard and that Union regulation are as follows: — With regards to VFR flights planned to operate across international borders, the Union regulation (point SERA.4001(b)(5)) differs from the ICAO Standard in Annex 2, 3.3.1.2(e) with the addition of the underlined text, as follows: ‘any flight across international borders, unless otherwise prescribed by the States concerned.’ — With regard to VFR and IFR flights planned to operate at night, the following requirement is added to point SERA.4001(b)(6) of that Union regulation: “(6) any flight planned to operate at night, if leaving the vicinity of an aerodrome”’

• (b) the cells relating to ‘Difference A2-06’ are deleted,

• (c) the following new tables referring to ICAO Annex 3 and ICAO Annex 10 are inserted below the table referring to ICAO Annex 2:

‘ICAO Annex 3

Differences between this Regulation and the International Standards contained in Annex 3 to the Convention on International Civil Aviation, as amended.

Difference A3-01
ICAO Annex 3 Chapter 5	New provision. Point SERA.12005 of Implementing Regulation (EU) No 923/2012 specifies: (b) Competent authorities shall prescribe as necessary other conditions which shall be reported by all aircraft when encountered or observed.

ICAO Annex 10

Differences between this Regulation and the International Standards contained in Annex 10 to the Convention on International Civil Aviation, as amended.

Difference A10-01
ICAO Annex 10 Volume II Chapter 5 5.2.1.4.1	ICAO Annex 10, Volume II, Chapter 5.2.1.4.1 is transposed in point SERA.14035 of Implementing Regulation (EU) No 923/2012 with some differences. The differences between that ICAO Standard and that Union Regulation are as follows: SERA.14035   Transmission of numbers in radiotelephony (a) Transmission of numbers (1) All numbers used in the transmission of aircraft call sign, headings, runway, wind direction and speed shall be transmitted by pronouncing each digit separately. (i) Flight levels shall be transmitted by pronouncing each digit separately except for the case of flight levels in whole hundreds. (ii) The altimeter setting shall be transmitted by pronouncing each digit separately except for the case of a setting of 1 000 hPa which shall be transmitted as “ONE THOUSAND”. (iii) All numbers used in the transmission of transponder codes shall be transmitted by pronouncing each digit separately except that, when the transponder codes contain whole thousands only, the information shall be transmitted by pronouncing the digit in the number of thousands followed by the word “THOUSAND”. (2) All numbers used in transmission of other information than those described in point (a)(1) shall be transmitted by pronouncing each digit separately, except that all numbers containing whole hundreds and whole thousands shall be transmitted by pronouncing each digit in the number of hundreds or thousands followed by the word “HUNDRED” or “THOUSAND”, as appropriate. Combinations of thousands and whole hundreds shall be transmitted by pronouncing each digit in the number of thousands followed by the word “THOUSAND”, followed by the number of hundreds, followed by the word “HUNDRED”. (3) In cases where there is a need to clarify the number transmitted as whole thousands and/or whole hundreds, the number shall be transmitted by pronouncing each digit separately. (4) When providing information regarding relative bearing to an object or to conflicting traffic in terms of the 12-hour clock, the information shall be given pronouncing the digits together such as “TEN O'CLOCK” or “ELEVEN O'CLOCK”. (5) Numbers containing a decimal point shall be transmitted as prescribed in point (a)(1) with the decimal point in appropriate sequence indicated by the word “DECIMAL”. (6) All six digits of the numerical designator shall be used to identify the transmitting channel in Very High Frequency (VHF) radiotelephony communications except in the case of both the fifth and sixth digits being zeros, in which case only the first four digits shall be used.
Difference A10-02
ICAO Annex 10 Volume II Chapter 5 5.2.1.7.3.2.3	ICAO Annex 10, Volume II, Chapter 5.2.1.7.3.2.3 is transposed in point SERA.14055 of Implementing Regulation (EU) No 923/2012 with a difference. The difference between that ICAO Standard and that EU Regulation is as follows: SERA.14055   Radiotelephony procedures (b) (2) The reply to the above calls shall use the call sign of the station calling, followed by the call sign of the station answering, which shall be considered an invitation to proceed with transmission by the station calling. For transfers of communication within one ATS unit, the call sign of the ATS unit may be omitted, when so authorised by the competent authority.’

• (d) the table referring to ICAO Annex 11 is amended as follows:

• (i) the title is replaced by the following:

‘ICAO Annex 11

Differences between this Regulation and the International Standards contained in Annex 11 to the Convention on International Civil Aviation, as amended.’;

• (ii) the cells relating to Difference A11-06 are replaced by the following:

‘Difference A11-06
ICAO Annex 11 Chapter 3	New provision. Point SERA.5010 of Implementing Regulation (EU) No 923/2012 specifies: SERA.5010   Special VFR in control zones Special VFR flights may be authorised to operate within a control zone, subject to an ATC clearance. Except when permitted by the competent authority for helicopters in special cases such as, but not limited to, medical flights, search and rescue operations and fire-fighting, the following additional conditions shall be applied: (a) such flights may be conducted during day only, unless otherwise permitted by the competent authority; (a) (b) by the pilot: (1) clear of cloud and with the surface in sight; (2) the flight visibility is not less than 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 (c) an air traffic control unit shall not issue a Special VFR clearance to aircraft to take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit when the reported meteorological conditions at that aerodrome are below the following minima: (b) by ATC: (1) during day only, unless otherwise permitted by the competent authority; (2) (1) the ground visibility is not less than 1 500 m or, for helicopters, not less than 800 m; (2) the ceiling is less than 180 m (600 ft).’

[^ntc*1-L_2016196EN.01000801-E0001]  These elements are replaced by the term ‘CAVOK’ when the following conditions occur simultaneously at the time of observation: (a) visibility: 10 km or more, and the lowest visibility not reported; (b) no cloud of operational significance; and (c) no weather of significance to aviation.’;

[^ntc*2-L_2016196EN.01000801-E0002]  These elements are replaced by the term ‘CAVOK’ when the following conditions occur simultaneously at the time of observation: (a) visibility: 10 km or more, and the lowest visibility not reported; (b) no cloud of operational significance; and (c) no weather of significance to aviation.’;

[^ntc*3-L_2016196EN.01000801-E0003]  These elements are replaced by the term ‘CAVOK’ when the following conditions occur simultaneously at the time of observation: (a) visibility: 10 km or more, and the lowest visibility not reported; (b) no cloud of operational significance; and (c) no weather of significance to aviation.’;

[^ntc*4-L_2016196EN.01000801-E0004]  Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 296, 25.10.2012, p. 1).’;’