Key Benefits:
Minister of Defence,
Given the Civil Aviation Code, including articles D. 131-1 to D. 131-10 ;
In view of the Convention on International Civil Aviation of 7 December 1944 published by Decree No. 49-974 of 31 May 1947, together with the Protocols that amended it, including the Protocol of 30 September 1977 concerning the authentic quadrilingual text of the said Convention published by the Decree No. 2007-1026 of 15 June 2007 ;
In view of the March 3, 2006 Air Rules and Air Traffic Services Order;
In view of the agreement of the air space policy dated 23 April 2008,
Stop it!
Are fixed:
- in Annex 1 to this Order, the rules of military air traffic;
- Annex 2 to this Order, military air traffic services;
- in Annex 3 to this Order, procedures for organizations making military air traffic services.
This Order shall enter into force on the first day of the fourth month following that of its publication in the Official Journal of the French Republic.
The Director of Military Air Traffic is responsible for the execution of this Order, which will be published in the Official Journal of the French Republic.
Preamble
The purpose of this regulation is to establish the basic rules of military air traffic (CAM). These rules are required in peacetime to the armed forces, to the General Delegation for Arming, to the General Directorate of the National Gendarmerie and to the French and foreign users of the CAM.
Schedules 1 and 2 and 3 to the CAM Regulatory Order are as follows:
"CAM Rules";
"CAM services";
"Procedures for Organizations Making CAM Services."
This regulation is applicable throughout the metropolitan territory, overseas departments and territorial authorities, French Polynesia, New Caledonia, Wallis and Futuna Islands and Mayotte, as well as above seas and oceans, as specified in Appendix 3.
It is the responsibility of each staff or management, the flight test centre and each major command to stop and disseminate, as appropriate, instructions, decisions, directives and/or instructions specific to their units and agencies in accordance with these Regulations.
Note. ― Annexes 1 and 2 comply whenever possible with Schedules 1 and 2 of the March 3, 2006 Air Rules and Air Traffic Services Order, which they endeavour to follow the plan.
RCAM: ICRCULATION RULES
MILITARY
1.1. Definition of air traffic types
Air traffic includes (Article D. 131-2 of the Civil Aviation Code) :
(a) General air traffic, which falls within the competence of the Minister for Civil Aviation;
(b) Military air traffic, which falls within the competence of the Minister of Defence.
General air traffic (Article D. 131-3 of the Civil Aviation Code) is constituted by all movements of aircraft subject to the regulations specific to this type of traffic.
Military air traffic (Article D. 131-4, paragraph 1, of the Civil Aviation Code) is constituted by all movements of aircraft which, for technical or military reasons, fall under the regulations specific to this type of traffic.
Within it, the circulation of tests and receipts (Article D. 131-4, paragraph 2, of the Civil Aviation Code) is made up of all aircraft movements in testing, in reception or in technical flight which, for technical reasons and with the approval of the Director of the Flight Test Centre, are subject to specific procedures established by the Director.
1.2. Definitions
This section includes definitions of terms used in this document.
Acrobatia (or Voltige) aerial: Unintentionally performed maneuvers by an aircraft, involving a sudden change of attitude, abnormal position or abnormal variation of speed.
Aerodrome: Land or water-defined surface area (including, possibly, buildings, installations and equipment), intended to be used, in whole or in part, for the arrival, departure and evolution of aircraft on the surface.
Controlled airfield: Aerodrome where air traffic control services are provided for the benefit of airfield traffic.
Note. ― The term "controlled aerodrome" indicates that the air traffic control service is insured for the benefit of aerodrome traffic, but does not necessarily involve the existence of a control area.
Clearance airfield: Aerodrome specified in the flight plan to which the flight can be continued when it becomes impossible or inappropriate to land at the intended landing aerodrome.
Note. ― The flight departure aerodrome may also be its aerodrome.
Aerodyne: Any aircraft with aerodynamic airborne sustentation.
Aircraft: Any device capable of rising or circulating in the air.
Aerostat: Any aircraft whose sustentation is mainly due to its air buoyancy.
Signal area: Aerodrome area on which ground signals are placed.
Landing area: Part of a movement area for aircraft landing and take-off.
Manoeuvre area: Part of an aerodrome to be used for take-offs, landings and air traffic on the surface, excluding traffic areas.
Movement area: Part of an aerodrome to be used for take-offs, landings and the movement of aircraft on the surface, including manoeuvring area and traffic areas.
Traffic area: Defined area, on a terrestrial aerodrome, intended for aircraft during the boarding or disembarking of passengers, loading or unloading of the position or cargo, fuelling or refuelling, parking or maintenance.
Altitude: Vertical distance between a level, point or object assimilated to a point and the average sea level (MSL).
Altitude: Altitude such that a height of 3,000 feet is always available between the aircraft and the highest obstacle within a radius of 25 nautical miles around its position.
Transition Altitude: Altitude to which or below which the vertical position of an aircraft is given by its altitude.
Minimum security clearance: Altitude ensuring an obstacle clearance specified in a specified space portion.
Altitude Pressure: Atmospheric pressure expressed in the form of the corresponding altitude in the type atmosphere (according to the definition in Annex 8 of ICAO for aircraft airworthiness).
Approach: Flight phase during which the aircraft is moving to approach the surface according to defined procedures, with a view to either actual or simulated landing manoeuvres or other manoeuvres.
Assistance: Operation undertaken for an emergency aircraft to assist the aircraft in conducting certain manoeuvres for the continuation or interruption of the flight.
Air Traffic Control (or Clearance): Authorization for an aircraft to operate under conditions specified by an air traffic control body.
Note 1. ― For convenience, the abbreviated form "authorization" or "clearance" is often used when the context specifies the nature of this authorization.
Note 2. ― The abbreviated form "clearance or clearance" may be followed by the words "ground traffic", "take-off", "beginning", "on-road", "approach" or "landing" to indicate the flight phase to which the air traffic control authorization applies.
Competent authority: A generic term used to designate the authority of the State responsible for the establishment of specific rules or provisions in matters within its jurisdiction.
Aviation Defence Authority: Military proceeding that has received the Minister of Defence power to make decisions on air defence.
Aeroplane: Aerodyne driven by an engine organ and whose flight sustentation is obtained mainly by aerodynamic reactions on surfaces that remain fixed under flight conditions.
Unmanned free balloon: Aerostat not driven by an unmanned engine organ in free flight.
Air Traffic Services Track Office: An organization responsible for receiving reports on air traffic services and flight plans filed prior to departure.
Note. ― An air traffic track office may be a separate organization or may be combined with an existing organization, for example with another air traffic service organization, or an aeronautical information service organization.
Cap: Orientation of the longitudinal axis of the aircraft, generally expressed in degrees from the north (true, magnetic, compass or grid).
Rescue Coordination Centre (RCC): Organization responsible for organizing the search and rescue service and coordinating operations within a search and rescue area.
Aerodrome Circuit: A trajectory of principle associated with an aerodrome indicating the successive manoeuvres to be carried out in all or part of the aircraft using the aerodrome.
Air traffic: All aircraft in flight and aircraft operating at an aerodrome manoeuvring area.
General Air Circulation (CAG): Aircraft movements subject to regulations specific to this type of traffic.
Military air traffic (CAM): A set of aircraft movements that, for technical or military reasons, fall under the regulations specific to this type of traffic. Within it, the flow of tests and reception is comprised of all movements of aircraft in testing, reception or technical flight that, for technical reasons and with the approval of the Director of the Flight Test Centre, are subject to specific procedures established by the latter.
CAM I: Abbreviation used to designate CAM flight rules to Instruments.
CAM T: Abbreviation used to designate the Tactical CAM flight rules.
CAM V: Abbreviation used to designate CAM to Vue flight rules.
Special CAM V: Abbreviation used to designate the CAM V flight rules authorized by air traffic control within a control area under weather conditions below VMC.
Surface circulation: Displacement of an aircraft by its own means on the surface of an aerodrome, excluding takeoffs and landings.
Aerodrome Circulation: Aircraft and vehicle traffic on an aerodrome manoeuvring area and aircraft operating on the aerodrome.
Note. an aircraft is on the edge of an aerodrome when it is on an aerodrome circuit, when it enters or exits.
Clairance: cf. Authorization of air traffic control.
Collision: Heurt between aircraft or aircraft and fixed or mobile ground barriers or between aircraft and ground.
Flight captain/training officer: Crew member responsible for the preparation and execution of the mission that commands the aircraft throughout the mission and determines the manoeuvres to be performed during the flight.
Air-to-ground communications: Bilateral communications between aircraft and stations or points on the ground.
Data Controller-pilot communications (CPDLC): Data link communication medium for ATC communications between the controller and the pilot.
Data Link Communications: Communication mode in which the exchange of messages is done by data link.
Instrument meteorological conditions (IMC): Weather conditions, expressed in terms of visibility, distance from clouds and ceilings, below the minimums specified for visual meteorological conditions.
Note. - The minimums specified for visual meteorological conditions are set out in paragraph 3.9.
Weather Forecast (VMC): Weather conditions, expressed based on visibility, distance from clouds and ceilings, equal to or greater than the specified minimums.
Note. ― The minimums specified in paragraph 3.9.
Conduct of the aircraft: A set of actions on the aircraft's controls to ensure that the aircraft is tracked. It's the pilot's responsibility.
Conduct of the mission: Set of instructions to be given by the control and/or actions to be carried out by the pilot for the execution of the mandated mission. It is the responsibility of the pilot and/or the controller in the form of the service provided.
CAM Control: CAM Control:
(a) Know at each moment the position of the aircraft in flight as well as the degree of occupancy of the spaces and routes;
(b) To intervene according to the needs and means available either from the aircraft or on the operation of the control device, with the aim of contributing to the security of the air movements at each moment;
(c) Facilitating and sometimes driving the course of the mission or the flight.
Aerodrome Control: Air Traffic Control Service for Aerodrome Traffic.
Approach Control: Air Traffic Control Service for Flight Control on arrival or departure.
Territorial waters: Area adjacent to the riparian territory and extending to the maximum limit of 12 nautical miles from the base line.
Reserved air space: Range of defined size air space that has been subject to a temporary booking with the agencies concerned.
Manager: Organization responsible for at least one of the following functions:
(a) Programme or organize the activity taking place in an air space or at an aerodrome;
(b) To provide information to air traffic services organizations and users on the activity of an aerodrome or airspace through aeronautical information;
(c) Real-time activation, deactivation and permeability of an air space;
(d) Real-time aerodrome activity.
The designated manager is published in the aeronautical documentation.
High seas: Marine spaces extending beyond the territorial waters of a state.
Height: Vertical distance between a level, point or object assimilated to a point, and a specified reference level.
Helicopter: Aerodyne, whose airborne sustentation is obtained mainly by air reaction on one or more rotors that rotate, driven by an engine organ, around markedly vertical axes.
Helisting: Aerodrome equipped to receive exclusively helicopters.
Helisurface: An area outside an aerodrome, used occasionally or temporarily for helicopter landing and take-off.
Planned Approach Time: Time at which TCC services provide that an aircraft, as a result of a delay, will leave the waiting mark to carry out its approach for landing.
Note. – The actual time at which the aircraft leaves the waiting point depends on the approach authorization.
IFR: Abbreviation used to designate instrument flight rules in general air traffic.
IMC: Abbreviation used to designate instrument meteorological conditions
Incident: Event related to the use of an aircraft that compromises or may compromise the safety of individuals.
Aeronautical Information: A set of temporary or permanent aeronautical information essential to air navigation.
Traffic information ( Traffic Information): Information provided to a pilot by an air traffic services organization to warn that other aircraft, known or observed, may be located close to their intended position or route, in order to help them avoid a collision.
Interception: Operation by which the pilot of an aircraft establishes visual or electronic contact with another aircraft allowing him to intervene directly on the conduct of the flight of that aircraft (identification, assistance, boarding...).
Authorization limit: Point to which is valid an air traffic control authorization granted to an aircraft.
Surface navigation (RNAV): A navigation method that allows the flight to any desired path within the limits of the coverage of the ground reference navigation aids or within the limits of the possibilities of self-help, or through a combination of these two means.
Level: Generic term used to indicate the vertical position of an aircraft in flight and to indicate, as appropriate, a height, altitude or flight level.
Note 1. ― A barometric altimeter calibrated from the type atmosphere:
(a) Calé on the QNH, indicates altitude;
(b) Leg on the QFE, indicates the height from the QFE reference level;
(c) Based on a pressure of 1 013,2 hPa, can be used to indicate flight levels.
Note 2. ― The terms "height" and "altitude", used in footnote 1 above, mean altimeter and non-geometric heights and altitudes.
Cruise level: Level at which an aircraft maintains during a significant part of a flight.
Transition level: First level of flight, multiple of 10, equal to or greater than the transition altitude to which and above which the vertical position of an aircraft is given by its flight level.
Flight level (FL): Isobare surface, linked to a specified reference pressure, i.e., 013,2 hectopascals (hPa) and separated from other similar surfaces by specified pressure intervals.
NOTAM: Notice issued by telecommunications and providing, on the establishment, condition or modification of a facility, service, aeronautical procedure, or a danger to air navigation, information that is essential to provide timely information to air operations personnel.
Night: Period during which the center of the solar disk is more than 6 degrees below the horizon. It is admitted that:
(a) For latitudes between 30° and 60°, the night begins 30 minutes after sunset and ends 30 minutes before sunrise;
(b) For latitudes less than or equal to 30°, the night begins 15 minutes after sunset and ends 15 minutes before sunrise.
Flight order: Written directive given by the competent authority to a pilot for the execution of a flight.
Accepting body: The next air traffic control body to support an aircraft.
AFIS Organization: An organization that makes the flight information service and alert service for aircraft operating in the aerodrome traffic of certain uncontrolled aerodromes.
Approach Control Organization (PAA): An organization responsible for the provision of air traffic control services to controlled aircraft arriving at or from one or more aerodromes.
It can also provide air traffic services in particular training and exercises.
Air Traffic Control Organization: A generic term, as the case may be, for an on-road control centre, an approach control body, an aerodrome control tower or an AFIS organization.
Air Traffic Services Organization: A generic term, as the case may be, for an air traffic control body, a flight information centre or a air traffic track office.
Transferral Organization: Air Traffic Control Organization is transferring to the following body along the road, the responsibility to provide an aircraft with the air traffic control service.
Security Critical Personnel: People who could jeopardize aviation safety by failing to perform their duties and functions. This definition includes, but is not limited to, crew members, aircraft maintenance personnel and air traffic controllers and security-related technical personnel.
Emergency phase: Generic term, which, as the case may be, refers to the uncertainty phase, the alert phase or the distress phase.
Warning phase (ALERFA): The situation in which there is concern for the safety of an aircraft and its occupants.
Distress phase (DETRESFA): The situation in which there is a place to think that an aircraft and its occupants are threatened with a grave and imminent danger and that they need immediate relief.
Uncertainty Phase (INCERFA): The situation in which there is a doubt about the safety of an aircraft and its occupants.
Track: Defined rectangular area, on a ground aerodrome, designed to serve aircraft take-off and landing.
Depth: Height, above ground or water, of the lowest layer of clouds which, below 6,000 m (20 000 ft) covers more than half of the sky.
Flight Plan (PLN): A set of information specified on a planned flight or part of a flight, transmitted to air traffic services organizations.
Deposited flight plan (FPL): The flight plan as filed with an ATS body by the pilot or his designated representative, which does not include any subsequent amendments.
Current flight plan: Flight plan including any changes resulting from subsequent authorizations to the original flight plan
Repetitive flight plan (RPL): A flight plan for a series of flights that have identical basic characteristics and that are carried out on a regular and frequent basis, that an operator delivers to ATS organizations to keep and use it on a repetitive basis.
Control Planner: Altitude defined as the most binding of the following two data:
(a) Minimum detection altitude increased by 2,000 feet;
(b) Safety altitude such that a height of 3,000 feet is always available between the aircraft and the highest obstacle located within a radius of 25 NM around its position.
Ranger: Aerodyne not driven by an engine organ, and whose flight sustentation is obtained mainly by aerodynamic reactions on surfaces that remain fixed under specific flight conditions.
Runway stop point: Point designated to protect a runway, obstacle limitation surface or a critical/sensitive area of ILS/MLS, to which aircraft and vehicles on the surface will stop and wait, unless otherwise authorized by the aerodrome control tower.
Reporting point: Determined geographic location, relative to which the position of an aircraft may be reported.
Control Point: Defined point on the flight path of an aircraft where the responsibility to provide air traffic control services to that aircraft is transferred from a control body or control position to the body or to the following position.
Significant point: Specified geographic location used to define an ATS route or aircraft trajectory, as well as for navigation and air traffic services.
Track visual range (RVR): Distance to which the pilot of an aircraft placed on the runway axis can see marks or lights that delineate the runway or mark its axis.
Accuracy (of a value): Degree of conformity between a measured or estimated value and the actual value.
Note. ― In the case of measured position data, the accuracy is normally expressed as a distance from a designated position, within which there is a defined probability that the actual position is located.
Forecast: Meteorological conditions forecast for a specified time or time and for a specified area or part of airspace.
Instrument Approach Procedure: Predetermined manoeuvring series made using only the instrumentation, with a protective margin specified above the obstacles, from the initial approach mark, or, if applicable, from the beginning of a defined arrival road, to a point from which the landing may be carried out, and then, if the landing is not carried out, to a point where the criteria are entered.
Publication of aeronautical information (AIP and MILAIP): Publication of a State, or edited by a decision of a State, containing aeronautical information of a sustainable character and essential to air navigation.
Data quality: Degree or level of confidence that the data provided meets the accuracy, resolution and integrity requirements of their users.
Radiotelephone: Radiocommunication mode primarily intended for the exchange of voice information.
Geodetic Reference: Minimum set of parameters necessary to define the situation and orientation of the local reference system relative to the global reference system or framework.
Control Region: Controlled airspace above a specified limit relative to the surface.
Terminal Control Region (TMA): Control Region established, in principle, at the crossroads of ATS roads near one or more major aerodromes.
Flight Information Region (IRF): Defined size airspace within which the flight information service and alert service are provided.
Higher Flight Information Area (IRU): Defined Air Area within which the flight information service and alert service are provided above a specified limit (the upper limit of the IIR if it exists).
AIRMET information: Information prepared and communicated by a meteorological monitoring centre on the actual or expected occurrence of specified en route weather events that may affect the safety of flights carried out at low altitudes and that are not already included in the forecasts for such flights in the relevant flight information region or one of its subregions.
Note. ― In France, this information is provided in the form of significant time forecast maps TEMSI. The TEMSI France map is a schematic map of the significant time expected at a fixed time, where only important phenomena and cloud masses are carried. It is developed for low-altitude flights.
Information SIGMET: Information prepared and communicated by a meteorological monitoring centre regarding the actual or expected occurrence of specified en route weather events that may affect the safety of air operations.
Route: Projection on the earth surface of the aircraft's trajectory, whose orientation, at any point, is generally expressed in degrees from the north (true, magnetic or grid).
Surface Navigation Route: ATS Road established for use of aircraft that may use surface navigation.
Route ATS: Determined road to channel traffic to provide air traffic services
Note 1. ― The term "ATS Road" is used to designate, as the case may be, airways, advisory service roads, controlled roads or uncontrolled roads, arrival roads or departure routes, etc.
Note 2. ― ATS road is defined by characteristics that include an ATS road code, the route to be followed and the distance between significant points (pathing points), reporting requirements and the lowest safety altitude determined by the competent ATS authority.
RTBA: The very low-altitude defence network consists of a set of areas connected to each other within which specific routes are defined, for training flights at very low altitude and very high speed using autonomous navigation systems and where the pilot does not provide anti-collision to other aircraft.
Automatic Terminal Area Information Service (ATIS): Service provided to automatically and regularly provide up-to-date information to aircraft on arrival and departure throughout the day or a specified part of the day:
Terminal area information service by data link (D-ATIS): ATIS service provided through a data link;
Automatic Voice Link Terminal Information Service (ATIS-voix): ATIS service provided through continuous and repeated voice broadcasts.
Alert and Assistance Service: Service insured for the purpose of:
(a) To alert appropriate agencies when aircraft require the assistance of search and rescue organizations and to provide the necessary assistance to these organizations;
(b) To assist in the conduct of an aircraft in difficulty.
Traffic area management service: Service provided to ensure the regulation of the activities and movements of aircraft and other vehicles on a traffic area.
Air Traffic Service (ATS): A generic term, as the case may be, for the flight information service, alert and assistance service, and for the air traffic control service (on-road control, approach control or aerodrome control).
Flight Information Service: Service provided to provide advice and information relevant to the safe and effective execution of flights.
Air Traffic Control Service (ATC Service): Service provided for:
(a) To prevent:
1. collisions between aircraft;
2. collisions on the manoeuvring area, between aircraft and obstacles;
(b) Order air traffic.
Psychoactive substances: Alcohol, opioids, cannabinoids, sedatives and hypnotic, cocaine, other psychostimulants, hallucinogenic and volatile solvents. Coffee and tobacco are excluded.
Avoidance manoeuvring: Suggestion of an air traffic agency to the pilot of an aircraft to help prevent a collision by indicating the manoeuvres to be performed.
Air safety: Mission intended to enforce national sovereignty in the French airspace and to defend the territory by opposing the use of national airspace by a possible aggressor.
On-board anticollision system (ACAS): On-board system that, by means of the signals of the secondary surveillance radar transponder (SSR) and independently of the ground systems, informs the pilot on aircraft with a SSR transponder that may conflict with his aircraft.
Aerodrome Control Tower (TWR): An organization responsible for providing air traffic control services for airfield traffic.
Type of RNP: Containment value expressed as a distance in nautical miles from the desired position, within which aircraft are expected to be located for at least 95% of the total flight time.
Example. ― RNP 4 represents a navigation accuracy of more or less 7.4 km (4 NM), based on a 95% containment.
Use of psychoactive substances that pose problems: Use by aviation personnel of one or more psychoactive substances that is such:
(a) That it constitutes a direct risk to those who consume or compromise the life, health or well-being of others; and/or
(b) Whether it causes or aggravates a social, mental or physical problem or professional disorder.
VFR: Abbreviation used to designate general air traffic visual flight rules.
Visibility: Visibility for aeronautical operation is the largest of the following two values:
(a) The greatest distance to which one can see and recognize a suitable black object located near the ground when it is observed on a luminous background;
(b) The greatest distance to which one can see and identify lights of a similar intensity of 1,000 candelas when observed on an unlit background.
Note 1. ― The two distances are different for a given mitigation coefficient of the atmosphere, and the distance b varies depending on the luminance of the background. The distance is represented by the meteorological optical range (POM).
Note 2. ― This definition applies to observations of visibility in local regular and special observations, observations of dominant visibility and minimum visibility in METAR and SPECI and observations of ground visibility.
Ground visibility: Visibility on an aerodrome, communicated by an accredited observer or automatic systems.
Flight Visibility: Front Visibility, from a flight pilot station.
VMC: Abbreviation used to describe visual flight weather conditions.
Airway (AWY): Control Region or control area portion with the shape of a corridor.
Traffic path: Defined track, on a ground aerodrome, designed for the ground traffic of aircraft and intended to connect two parts of the aerodrome.
Known flight: Flight was advertised with sufficient notice or contacted sufficiently in time with the air traffic control body.
Controlled Flight: Any flight carried out in accordance with an air traffic control authorization.
Test, reception and technical flight: For the purposes of this annex, pursuant to the second paragraph of Article D. 131-4 of the Civil Aviation Code, the flights of tests, reception and technical nature are defined as follows:
• Test flights: Test flights are as follows:
- development flights: any tests carried out in flight under the direction or control of the industrial or state officials, which are aimed at the search for technical characteristics for the development of aircraft or their constituent elements;
– Certification flights: any flight tests carried out under the direction or control of industry or state officials, which have exclusive purpose the establishment of conformity of aircraft or their constituent elements either to specifications or to technical airworthiness conditions. They are carried out in the process of obtaining, renewing or maintaining the Certificate of Airworthiness;
- any tests carried out on aircraft that have a new element that may have an effect on the mass, centre, structural resistance, reliability, operational characteristics or airworthiness;
- the flight of instruction for the acquisition of a test title;
– Receipt flights: any flight tests to control the individual conformity of an aircraft to the type definition certified in the case of a civilian aircraft, or to its technical specifications in the case of a military or state-owned aircraft;
- technical flights: all flights, other than test or reception flights as defined above, during which the general aircraft performance checks are conducted in the flight manual or the verification of certain aircraft systems functions, after a technical inspection, intervention, repair, change or relocation of engines. They may also relate to the flight of aircraft requiring specific manoeuvres (e.g. validation of performance or operation of ground installations: calibration of radio aids, radar, radio beacons...).
Flight observed: Flights whose radar plot is visible in time on a radar information display to allow the air traffic control body to take into account its presence in the provision of air traffic services.
Control Zone (CTR): Controlled airspace extending vertically from the surface to a specified upper limit.
Hazardous Area (D) or Temporary Hazardous Area (TZ): Air space, of defined dimensions, within which hazardous activities for the flight of aircraft may take place for specified periods.
Prohibited area (ZIT) or temporary prohibited area (ZIT): Air space, of defined dimensions, above the territory or territorial waters of a State, within which the flight of aircraft is prohibited.
Regulated Area (R) or Temporary Regulated Area (TZ): Air space, of defined dimensions, above the territory or territorial waters of a State, within which the flight of aircraft is subject to certain specified conditions.
Temporary reserved area (TRA): Air space reserved for the use of specific users for a specified period of time, and through which other aircraft may be allowed to transit with ATC clearance.
Temporary segregation zone (TSA): Air space reserved for the exclusive use of specific users for a specified period of time.
Cross-border temporary segregation zone (CBA): Air space above international borders reserved for the exclusive use of specific users for a specified period of time.
2. Application of CAM rules
2. 1. Beneficiaries
The CAM rules apply to:
2. 1. French aircraft mentioned below under the following conditions:
(a) Military aircraft belonging to the State and used by the agencies under the authority of the Minister of Defence, when it is decided to change them according to these rules (authorization costs);
(b) To aircraft that, pursuant to 3° ofArticle 1 of the Decree of 7 December 2006 (1), were qualified on a joint decision by the Minister of Defence and the Minister for Civil Aviation, Military Aircraft. These military aircraft, which do not belong to the State but are used to carry out missions for the benefit of the State and are piloted by a crew under the authority of the Minister of Defence, are subject to the rules of the CAM when it is decided to make them evolve according to these rules (authorization costs);
(c) To state-owned aircraft and piloted by a crew under the authority of a minister other than the Minister of Defence. An application for authorization to evolve under the CAM rules must be submitted to the Air Defence Commander under the conditions set out in Appendix A. This request must be motivated by technical or military reasons;
(d) Aircraft that are not mentioned in (b) above and are leased by the State. An application for authorization to evolve under the CAM rules must be submitted to the Air Defence Commander under the conditions set out in Appendix A. This request must be motivated by technical or military reasons;
(e) To aircraft chartered by the state. An application for authorization to evolve under the CAM rules must be submitted to the Air Defence Commander under the conditions set out in Appendix A. This request must be motivated by technical or military reasons.
2.1.1.2. State aircraft operating in foreign states under the following conditions:
An application for authorization to evolve under the CAM rules must be submitted to the Air Defence Commander under the conditions set out in Appendix A. This request must be motivated by technical or military reasons.
2.1.1.3. Test, reception or technical flight aircraft under the following conditions:
An application for permission to evolve under the CAM/CER rules must be submitted to the Director of the Flight Test Centre under the conditions set out in Appendix B. This request must be motivated by technical reasons.
2.1.2. Territorial application
The CAM rules may apply:
(a) In the national airspace and in the airspace under French jurisdiction (2) to the aircraft referred to above;
(b) Outside the national airspace and the airspace of France, only aircraft under the Ministry of Defence, as these rules do not contravene the rules enacted by the State under the authority of which the territory overflows.
2.2. Rules to be applied
In CAM, an aircraft is used in accordance with the general rules (chapter 3) and, as applicable, in accordance with the visual flight rules (chapter 4), instrument flight rules (chapter 5) or tactical flight rules (chapter 6).
In addition, the procedures for the application of the CAM rules above the high seas and for the testing, reception or technical flights are defined respectively in Chapters 2 and 3 of Appendix 3 on "Procedures for Organizations Making the Services of the CAM".
2.3. Liability for application
CAM rules
2.3.1. Commander ' s responsibility
and pilot
2.3.1.1. The captain/training officer:
The pilot-in-command of an aircraft or the training leader, whether or not holding the controls, is responsible for the application of the CAM rules; it can only derogate from it if it considers it absolutely necessary for security reasons.
2.3.1.2. The pilot:
The pilot is responsible for:
(a) The conduct of the aircraft in accordance with flight orders and operating instructions;
(b) From the application of the CAM rules to the conduct of its aircraft; it can only derogate from it if it considers it absolutely necessary for security reasons;
(c) Execution of clearings and instructions received from a CAM control body; However, they cannot be invoked by the pilot to break any established regulations.
2.3.2. Preliminary flight action
Prior to a flight, the pilot of an aircraft is aware of all available information relevant to the scheduled flight. For all flights, preliminary flight action also includes a study of palliative solutions in case the flight could not take place as planned.
2.3.3. Unmanned aircraft
For unmanned aircraft, the liability for the application of the CAM rules is exercised by the person implementing the aircraft or assuming command or direction of operations in accordance with the instructions issued by the General Staff and Directorates.
Specific rules concerning unmanned aircraft are subject to instruction 2250/DIRCAM.
2.4. Authority of the captain/leader
training of an aircraft
The pilot-in-command/training officer of an aircraft shall decide as a last resort the operation of that aircraft as long as the aircraft is in command.
2.5. Use of psychoactive substances
This is the use by aviation personnel of one or more psychoactive substances that is such:
(a) That it constitutes a direct risk to those who consume or compromise the life, health or well-being of others; and/or,
(b) Whether it causes or aggravates a social, mental or physical problem or professional disorder.
People who directly or indirectly participate in the safety of flights do not exercise these functions if they are under the influence of any psychoactive substance that affects human performance. These people do not engage in any form of use of substances that pose problems.
3.1. Protection of persons and property
3.1.1. Neglect or impudence
in the conduct of aircraft
3.1.1.1. Risk for the life or property of third parties:
An aircraft is not knowingly driven in a negligent or imprudent manner that may lead to a risk to the life or property of third parties.
The conduct of an aircraft is carried out according to the flight orders established pursuant to the CAM rules and specific texts specific to each army and direction. In addition, the derogatory flight phases to the general flight rules can only be carried out on order, in the space and time slots provided for this purpose.
3.1.1.2. Fatigue of crews:
Any member of the crew shall refrain from performing his or her duties as soon as he or she feels any impairment of any kind to suggest that he or she does not fulfil the conditions of fitness required to perform his or her duties.
3.1.2. Minimum level
Except for take-off and landing requirements, aircraft do not fly below the minimum level specified in paragraph 4.4. (view CAM flights), paragraph 5.1.2. (instrument CAM flights), paragraph 6.5. (Tactical CAM flights) and Appendix C.
3.1.3. Cruise levels
Cruise levels to which a flight or part of a flight is carried out are expressed:
(a) In flight levels, for flights at a level equal to or above the lowest usable level of flight or, where applicable, at a level above the transition altitude;
(b) In altitudes, for flights at altitudes below the lowest level of flight usable or, where applicable, at altitudes equal to or below the transition altitude.
3.1.4. Jet of objects, spraying or spraying
Nothing is thrown, dumped or sprayed from an aircraft in flight except as prescribed by the General Staff and Directorates.
3.1.5. Removal, transport of external loads
An aircraft shall not tow another aircraft or object or carry an external load in accordance with the provisions prescribed by the competent authority and in the manner specified by the General Staff and Directorates.
3.1.6. Parachute descent and parachuting operations
Parachute descents, except in the event of force majeure, and parachuting operations are performed only under the conditions prescribed by the staff and branches.
3.1.7. Air travel
No air voltige shall be carried out over urban or other high-density agglomerations or crowds.
Air voltige is only carried out:
(a) For the training of military pilots in cockpit techniques;
(b) For some demonstration flights,
in the context of missions defined by the competent authority and in accordance with the instructions issued by the staff and branches.
3.1.8. Training flights
Aircraft only fly in training in accordance with the conditions prescribed by the staff and branches and in accordance with the following principles:
(a) Training is conducted as a single aircraft for navigation and position reporting;
(b) Security in training is provided by the training leader;
(c) A maximum distance is maintained by each element of the training. The position of each element is defined by the competent authority and in accordance with the instructions issued by the staff and branches.
Note. – In CAG, a distance of up to 0.5 NM laterally and longitudinally and 100 feet vertically is maintained by each element of the training relative to the training leader.
3.1.9. Reserved
3.1.10. Prohibited, regulated and dangerous areas
3.1.10.1. Prohibited areas (P):
No aircraft enters, unless authorized by the competent authority, in a prohibited area, identified as a prohibited area (area P) or a temporary prohibited area (TZ) whose existence has been brought to the attention of users through aeronautical information.
3.1.10.2. Regulated areas (R):
An aircraft does not fly within a regulated area (R zone) or temporary regulated area (RTZ) unless it complies with the specified conditions known to users through aeronautical information.
3.1.10.3. Dangerous areas (D):
An aircraft does not fly within a hazardous area (zone D) or temporary hazardous area (ZDT) only with the authorization of the manager organization whose existence is brought to the attention of users through aeronautical information.
These dangerous areas do not guarantee impermeability, especially for uncontrolled flights. As a result, the protection of CAM flights in these areas will not be ensured by the agency responsible for the provision of air traffic services, in relation to other flights only to the extent that they are known or observed.
3.1.10.4. Areas prohibited to military aircraft (M):
No military aircraft enters a permanently prohibited area of military aircraft (zone M) whose existence has been brought to the attention of military users through aeronautical information.
3.1.11. Supersonic flights
A CAM aircraft is flying at a supersonic speed only in specific missions and in accordance with the following rules:
3.1.11.1. Operation of supersonic flights:
Supersonic speed flights are prohibited above French territory and less than 37 km (20 NM) from coastline:
(a) In all altitudes;
(b) Up or down below the altitude of 10,000 m (flight level 330);
(c) In areas defined in MILAIP France;
(d) Between 20 and 8 local hours.
Supersonic work axes are defined for crew training to this type of flight and are published in the MILAIP France. They do not have a special status but must be used for any scheduled mission with a supersonic flight phase.
The organization in charge of programming (3) distributes the missions on all axes so as to disperse geographically the nuisances.
The overflight of the supersonic beaches must be avoided between June 15 and September 15.
Above the sea, missions are carried out at all altitudes under conditions such as the supersonic "bang" does not reach the earth.
3.1.11.2. Conducts supersonic flights:
Accelerations are carried out in straight-line flight only.
When the mission provides for changes, these are carried out if possible over regions with low population density or above the sea.
Bends that generate focalization phenomena are not executed near agglomerations of more than 100,000 inhabitants.
3.1.11.3. Derogations:
Derogations from these rules, provided that these flights are carried out under conditions to ensure an acceptable level of security as defined in Supplement E of Schedule 11 of the ICAO for other air users, as well as for people and goods on the surface, are subject to special arrangements made at the initiative of the General Delegate for Arming and Chiefs of the Navy and Air Force Staff. They relate to test, reception and technical flights and aviation safety missions.
3.2. Prevention of collisions
Nothing in these rules shall exempt the pilot of an aircraft from the requirement to make the most appropriate provisions to avoid a collision, including anticollision manoeuvres based on notices of resolution issued by ACAS (4).
It is important that the vigilance to detect the risks of collision is not released on board aircraft during the evolutions on the movement area of an aerodrome and in flight.
However, it is recognized that for some CAM T flights, for operational reasons, this vigilance may not be optimal. These flights then take place in specially reserved airspaces that are brought to the attention of users through aeronautical information.
3.2.1. Proximity
An aircraft does not evolve at a distance from another aircraft as it may result in a collision risk.
3.2.2. Passing priority
The aircraft with a passenger priority retains its course and speed
3.2.2.1. Principles:
An aircraft that, pursuant to the following rules, is required to transfer the passage to another aircraft, avoids passing above or below the aircraft, or in front of the aircraft, unless the aircraft does so at a good distance and takes into account the wake turbulence.
3.2.2.2. Aircraft approaching:
When two aircraft are approaching face or near face and there is a risk of collision, each aircraft is oblique to its right.
3.2.2.3. Converging roads:
When two aircraft located approximately at the same level follow convergent roads, the one who sees the other on his right departs.
However:
(a) Powered aerodynes give way to the airships, gliders and balloons;
(b) The airships give way to gliders and balloons;
(c) The gliders give way to the balloons;
(d) Powered aircraft transfer the passage to aircraft that are seen towing other aircraft or objects.
3.2.2.4. Overrun:
When an aircraft exceeds another aircraft, the aircraft has the passenger priority and the aircraft exceeds, whether climbing, descenting or landing, from the other aircraft's trajectory to the right. No subsequent modification of the relative positions of both aircraft shall exempt the aircraft from this obligation until it has completely exceeded and distracted the other aircraft.
3.2.2.5. Landing:
3.2.2.5.1. An aircraft flying or manoeuvring on the ground or on the water gives way to aircraft landing or performing the final phases of an approach.
3.2.2.5.2. When two or more aerodynes approach an aerodrome in order to land there, the aerodyne at the highest level gives the passage to the one at the lower level, but the latter does not take precedence of this rule to place themselves in front of another aerodyne running the final phases of an approach, or to overcome it. However, the propelled aerodynes give way to the gliders.
3.2.2.5.3. Emergency landing.
A pilot, knowing that another aircraft is forced to land, cedes the passage to the aircraft.
3.2.2.6. Take off:
An aircraft circulating on the movement area of an aerodrome cedes the passage to aircraft that take off or are about to take off.
3.2.2.7. Surface-circulating aircraft:
3.2.2.7.1. In the event of a collision risk between two aircraft circulating on the movement area of an aerodrome, the following rules apply:
(a) When two aircraft are approaching each other from the front, or close to the front, each aircraft stops or, to the extent possible, obliques to its right in such a way as to move far from the other;
(b) When two aircraft follow convergent roads, the one who sees the other on his right gives way;
(c) An aircraft that is overwhelmed by another aircraft has priority, and the aircraft that is overwhelmed is within a good distance from the aircraft.
3.2.2.7.2. An aircraft circulating on the moving area stops and waits at all front-track stop points unless otherwise authorized by the aerodrome control tower.
3.2.2.7.3. An aircraft circulating on the moving area stops and waits for all stop bars whose lights are lit, and can continue when the lights are switched off.
3.2.3. Aircraft regulatory requirements (5)
3.2.3.1. At night, during the flight (or other period defined by the competent authority).
The pilot lights up:
(a) The anticollision lights:
In order to make the aircraft more visible, in addition to the anticollision lights, fires are equipped for other purposes, such as landing lights and headlamps. intended to draw attention to the aircraft;
(b) Position lights and no other lights that may be confused with these lights.
Note. ― An aircraft is considered to be in operation when travelling on the ground or being towed or when temporarily immobilized during ground traffic or towing.
(5) Cf. Appendix D.
3.2.3.2. At night, on the movement area of an aerodrome (or other period defined by the competent authority):
The pilot lights up:
(a) Position lights when moving the aircraft and no other lights that may be confused with these lights;
(b) Lights intended to indicate the ends of the aircraft structure, unless it is in a stationary position and otherwise illuminated sufficiently;
(c) Lights intended to draw attention to the aircraft when operating;
(d) Lights indicating that the engines are in motion.
3.2.3.3. Daylight, during the flight:
The pilot lights the anticollision lights intended to draw attention to the aircraft.
3.2.3.4. Today, on the movement area of an aerodrome:
The pilot lights up:
(a) Lights intended to draw attention to the aircraft when operating;
(b) Lights indicating that the engines are in motion.
3.2.3.5. Special cases:
The pilot is authorized to turn off the burst lights with the aircraft to meet the specifications of 3.2.3.1, 3.2.3.2, 3.2.3.3 and 3.2.3.4 or to reduce the intensity of these lights if:
(a) Obstruct or may interfere with him in the performance of his duties;
(b) Cause or may cause a painful glare for an outside observer.
3.2.4. Instrument flight
in fictitious conditions
An aircraft will not fly under instrument fictitious conditions unless:
(a) Whether the aircraft is equipped with double controls in perfect operating condition; and
(b) That a qualified pilot shall not hold a seat in command to allow him to intervene as an alternate safety pilot the person who is piloting in the instrument fictitious conditions. The safety pilot shall have a satisfactory field of vision forward and on either side of the aircraft, otherwise a competent observer, in communication with the safety pilot, shall occupy a site where his field of vision satisfactorily completes that of the safety pilot.
3.2.5. Manoeuvres on an aerodrome
or near an aerodrome
An aircraft flying at an aerodrome or near an aerodrome:
(a) Monitor airfield traffic to avoid collisions;
(b) integrates in the traffic circuits of other aircraft in the course of evolution or stands aside;
(c) Perform all left turns when making an approach, and after takeoff, unless otherwise instructed;
(d) Land and take off against the wind, unless the safety, runway configuration or air traffic requirements impose another direction;
(e) Consistent with the specific texts, procedures and instructions, defined for an aerodrome considered and brought to the attention of users through aeronautical information;
(f) Unless otherwise specified, it shall be included in the aerodrome traffic for landing according to the itinerary passing through the deferral points brought to the knowledge of the users by way of aeronautical information.
3.2.5.1. Penetration in aerodrome circulation:
Unless otherwise clear, an aircraft that does not use an aerodrome shall be kept away from the aerodrome traffic in the aerodrome.
In addition, in the case of a field attack exercise or in particular exercises, planned or unscheduled, providing for the vertical passage of an aerodrome's facilities, penetration into the airfield traffic shall be carried out under conditions not to jeopardize the safety of aircraft likely to evolve.
3.2.5.2. Landing:
An aircraft operating under the CAM rules conforms, for landing, to the clearings of the air traffic control body and to the aerodrome operating instructions.
Arms aeroplanes will be able, after landing and when conditions permit, to remain on the part of the runway for the complete deceleration, known as the slow strip, in order to allow the continuation of other landings.
3.2.5.3. Take off:
3.2.5.3.1. Unless otherwise cleared or prior agreement of flight commanders in the case of an uncontrolled aerodrome, an aircraft at departure does not commence take-off until the aircraft preceding it crossed the runway end or started a turn or as long as the aircraft at the forward arrival did not clear the runway.
3.2.5.3.2. When a clearing for immediate take-off was accepted by an aircraft pilot before entering the runway, the aircraft enters and takes off without delay.
3.2.5.3.3. Aircraft of the same training can be aligned on the runway simultaneously and take off in training or at a certain pace. The chosen procedure is then announced on the frequency of the air traffic organism by the head of training prior to alignment.
3.2.6. Flood maneuvers
3.2.6.1. Reconciliation:
When two aircraft or aircraft and one vessel approach each other and there is a risk of collision, the pilot of the aircraft will evolve with caution in light of the circumstances, including the possibilities of the aircraft or vessel.
Note. ― In addition to the provisions of 3.2.6.1, some parts of the International Regulations to Prevent Collision at Sea, prepared by the International Conference on the Revision of International Rules to Prevent Collision at Sea (London, 1972), may apply in certain cases.
3.2.6.1.1. Converging roads:
An aircraft having another aircraft or a vessel on its right hand cedes the passage to the right and stands at a distance.
3.2.6.1.2. Face approach:
An aircraft approaching face, or almost face, another aircraft or a vessel alters its heading to the right and stands remotely.
3.2.6.1.3. Overrun:
The aircraft or vessel exceeds the crossing priority. The exceeding aircraft alters its course and stands remotely.
3.2.6.1.4. Amerging and takeoff:
An amerging or departing aircraft on the surface of the water shall, to the extent possible, be held at a distance from all vessels and shall not interfere with their navigation.
3.2.6.2. Airplane regulations:
At night, any floating aircraft lights prescribed by the International Regulations to prevent collisions at sea (revised in 1972) unless this is practically impossible, in which case it lights as similar as possible, with respect to their characteristics and position, to those specified in the International Regulations.
Note 1. ― The specifications of the lamps to be lit by the floating hydravions are included in the Appendices to Part 1 and Part 2 of Schedule 6 of the ICAO.
Note 2. - The International Regulations to Prevent Collision at Sea states that the rules relating to regulatory lights must be applied between sunset and sunrise. Any other period of a lesser duration may therefore not be prescribed in accordance with 3.2.6.2 between sunset and sunrise in areas where the International Regulation to Prevent Collision applies, for example in the high seas.
3.3. Flight plans
3.3.1. Flight Plan Deposit
3.3.1.1. Definitions:
Information on a scheduled flight or flight part, for an aircraft or aircraft operating in training, shall be communicated to the agencies of the military air traffic services in the form of a flight plan in the majority of cases or in another form for specific missions.
3.3.1.2. Conditions:
Any CAM flight is subject to a flight plan and additional messages. However, this rule does not apply:
(a) Flights that are required for air traffic organizations in other forms (some flights in temporarily reserved areas, local flights, air safety missions, approach-to-size, SAR flights, test/reception/technical flights);
(b) For visual flights for which it is not possible to deposit or close a flight plan (e.g. helicopter movements from and/or to helipads or on-board platforms).
In the case of a mixed flight, including flight phases in CAM and CAG, a mixed flight plan is established.
3.3.1.3. Depositaries:
A flight plan is submitted to an air traffic track office or to the air-to-ground radio station.
3.3.1.4. Time limits:
When the air traffic control service is insured for a flight, the flight plan shall be deposited no later than sixty minutes before the departure time, unless otherwise instructed by the competent authority.
3.3.2. Flight plan content
A flight plan includes the following information:
(a) Aircraft identification.
(b) Flight rules and flight type.
(c) Number and type(s) of aircraft and category of wake turbulence.
(d) Equipment.
(e) Departure airfield.
(f) Estimated time of departure of the parking space.
(g) Cruise speed(s)?
(h) Level(s).
(i) Route to follow and/or training area.
(j) Destination aerodrome and estimated total duration.
(k) Clearance aerodrome(s).
(l) Autonomy.
(m) Number of persons on board.
(n) Emergency and survival equipment.
(o) Miscellaneous information.
3.3.3. Establishment of the flight plan
The procedures for drafting and reporting CAMs flight plans are defined in MILAIP FRANCE.
3.3.4. Changes to the flight plan
A CAM-evolving aircraft may request or be required by air traffic organizations of the modifications to the flight plan filed. They are the subject of a radiotelephone exchange between the pilot and the air traffic organization concerned.
An aircraft operating in a CAM must communicate, as soon as possible, any changes to the flight plan to the closest organization capable of rendering the CAM services.
3.3.5. Closure of the flight plan
Any CAM flight plan is closed on arrival and is subject to an arrival report. In the case of a visual CAM flight, the pilot is responsible for closing the flight plan.
3.3.5.1. Principle:
An arrival report is provided directly by radiotelephone or data link as soon as possible after landing the air traffic services of the arrival aerodrome to the interested body for any flight that resulted in the filing of a flight plan covering the entire flight or the portion of the remaining flight to the destination aerodrome.
3.3.5.2. For part of the flight:
When a flight plan has been submitted only for part of a flight, other than the portion of the flight remaining to be completed to the destination, it is closed by an appropriate report to the relevant military air traffic services organization.
3.3.5.3. In case of absence of CAM organism upon arrival:
If there is no agency for military air traffic services at the arrival aerodrome, the arrival report is prepared, as soon as possible after the landing and communicated by the fastest means to the nearest military air traffic agency.
3.3.5.4. In the event of insufficient communications on arrival:
When the pilot knows that the means of communication at the arrival aerodrome are insufficient and that he or she does not have any other means of transport to the ground of the arrival report, he or she shall make the following provisions. Just prior to landing, it sends a message to the interested air traffic services organization in place of arrival reporting.
3.3.5.5. Arrival records:
Transmitted by pilots, they include the following information:
(a) Identification of the aircraft;
(b) Departure airfield;
(c) Destination aerodrome (if derouted only);
(d) Arrival aerodrome;
e) Time of arrival.
3.3.6. Cancellation of the flight plan
(a) A CAM flight plan may be cancelled before the relevant flight is undertaken;
(b) A CAM flight plan cannot be cancelled in flight.
3.3.7. Conversion of the flight plan
A CAM flight plan can be transformed:
(a) From CAM to instruments in CAM to view;
(b) From CAM to CAM to instruments;
(c) Tactical CAM in visual CAM or instruments;
(d) CAM in CAG IFR or VFR.
In addition, if the aircraft enters the categories of beneficiaries described in paragraph 2.1.1., a CAG IFR or VFR flight plan may be converted to an instrument or visual CAM flight plan.
The transformation is effective after acknowledgment of receipt of the relevant air traffic services and, if necessary, after a clearing.
3.4. Signs
3.4.1. Actions to be taken
When the pilot sees or receives any of the signals described in Appendix E, the pilot shall make all necessary arrangements to comply with the instructions for that signal, which are indicated in this appendix.
3.4.2. Sense of panels
When using the signals described in Appendix E, they have the meaning indicated in this appendix. They are used only for the purposes indicated and no other signal that may be confused with these signals is used.
3.4.3. Reporting responsibility
The signaler is responsible for making clear and accurate standardized guidance signals to aircraft using the signals described in Appendix E.
3.4.4. Training of signallers
No one guides an aircraft without being trained and qualified to perform the signal function and without having received the necessary approval from the competent authority.
3.4.5. Signaling equipment
The signaler carries a distinctive fluorescent vest allowing the flight crew to identify it as the person responsible for the guidance operation.
3.4.6. Technical equipment of the signaller
During the hours of the day, all ground personnel involved in the guidance operation use fluorescent sticks, rackets or gloves. From night to low visibility, it uses light sticks.
3.5. Time
3.5.1. Time used
The time used is the coordinated universal time (UTC), expressed in hours, minutes and, if applicable, seconds, the day being 24 hours starting at midnight.
3.5.2. Time check
The time is checked before the start of a flight and whenever necessary during the flight.
3.5.3. The accuracy of time
The time used in data link communication applications is accurate to one second compared to UTC time.
3.6. Oversight Service
Military Air Traffic
3.6.1. Traffic control authorities
Military Air Force (or Clearance)
3.6.1.1. Subject:
Clearances are issued for the sole purpose of ensuring the service of the military air traffic control according to:
(a) Known or observed traffic;
(b) Operational conditions;
(c) Traffic control measures in place to take into account the control capacity and defence requirements,
These insights do not in any way give the pilot's responsibility to:
(a) Performing constant vigilance to avoid collisions with other aircraft and obstacles or soil, except where applicable in the cases provided for in paragraph 3.2;
(b) Follow-up to the fixed road;
(c) Compliance with existing regulations and procedures.
In addition, if a pilot is not or is no longer in a position to respect a clearing that has been issued to him, he shall inform the control body as soon as possible.
3.6.1.2. Reserved.
3.6.1.3. Reserved.
3.6.1.4. Circulation on the manoeuvring area of a controlled aerodrome.
On a controlled aerodrome, an aircraft may not travel to the manoeuvring area without authorization from the aerodrome control tower and conforms to any indication given by that body.
3.6.1.5. Obtaining clarity:
In CAM, all controlled phases of a flight occur after clearing.
3.6.1.6. Disruption of the control department:
In the event of an interruption to the control service, the pilot:
(a) Continues its flight according to the last clearance received by complying with the CAM rules adapted to the situation;
(b) Applies the procedures provided for in a particular flight phase.
3.6.2. Compliance with the current flight plan
An aircraft operating under the CAM rules adheres to the flight plan filed and the clearings issued by the air traffic control body concerned.
When this aircraft is controlled without radar use in a Class A to D airspace or in a reserved airspace, the aircraft shall, in the absence of any particular clarity of the air traffic control body, comply with the flight plan and the published arrival or departure procedures.
3.6.3. Position minutes
3.6.3.1. General:
Unless a controlled flight aircraft is exempted, it shall report to the concerned body on military air traffic services, its position at the time of the passage of each designated mandatory reporting point, and any other necessary information.
3.6.3.1.1. Flights controlled by data link:
Controlled flights that transmit position information to the relevant air traffic services by data link only on request.
3.6.3.2. Employment rules:
3.6.3.2.1. Instrument flight:
Except for the particular exercise or manoeuvre that would require a specific radio procedure, the pilot of an aircraft flying in CAM to the instruments shall transmit to the request of the air traffic organization that it is in charge of a position record:
(a) At the point specified by the air traffic control body;
(b) At the passage of a specified geographical or radio point;
(c) Crossing a specified height, altitude or flight level;
(d) At the beginning or end of a particular maneuver (e.g. combat or supply training, in reserved spaces);
(e) At the conclusion of a self-transfer between air traffic organizations.
3.6.3.2.2. Flight:
Aircraft flying in the CAM with a view transmit to the air lacirculation bodies involved in the crossings, position reports under the defined conditions.
3.6.3.2.3. Tactical CAM flight:
Aircraft operating in tactical CAM within reserved airspaces transmit to the air traffic organizations concerned position reports under the conditions defined by the specific procedures related to the execution of these flights.
Aircraft operating in tactical CAM outside of reserved airspace transmit to the air traffic organizations involved in the crossing areas, position reports under the specified conditions.
3.6.3.2.4. Content of position records:
The statement of position transmitted contains all or part of the following:
(a) Type and indication of the aircraft(s);
(b) Number of aircraft;
(c) Geographical position, crossing point, heading;
(d) Time;
(e) Level of flight, altitude or height;
(f) Next point of passage;
(g) Nature of the mission (especially with regard to self-information: assault, low-altitude navigation).
3.6.4. Reserved
3.6.5. Communications
3.6.5.1. Permanent listen to the communications:
Unless technically impossible, a CAM flight aircraft shall establish appropriate bilateral communications with the air traffic organization concerned and shall maintain a permanent hearing of communications.
3.6.5.2. Interruption of communications:
If radio communications are interrupted, an aircraft operating in CAM must attempt to re-establish contact with the appropriate air traffic organization on the frequencies of that organization and then call on the distress frequency (121.5 MHz or 243 MHz). In the absence of contact, it shall then apply the normal procedure defined in paragraph 4.9.2. (view CAM), paragraph 5.1.1.2. (instrument CAM) or paragraph 6.3.2. (Tactical CAM).
3.7. Illicit intervention
A pilot whose aircraft is the subject of an unlawful operation shall endeavour to notify the interested body of any significant circumstances associated with the intervention and any deviation from the current flight plan that would be required by the circumstances in order to allow the aircraft to give priority to the aircraft and to minimize any incompatibility with the movement of other aircraft.
It also endeavours to display the specified code indicating the unlawful intervention, unless the circumstances warrant the use of the specified code indicating the emergency in flight.
3.8. Interception
3.8.1. General
Interception missions are:
(a) Air safety missions;
(b) Emergency assistance missions.
The interception of an aircraft for air safety requirements can only be carried out by order of the competent air defence authority.
If the assistance service is implemented, interception may be decided by the appropriate air traffic organization.
Air safety missions and, where appropriate, flight assistance missions have priority over all CAG and CAM movements. This priority is reflected in the ability to request the control agency that has the intercepted aircraft in mind to modify the aircraft's route or the surrounding aircraft route to facilitate interception.
3.8.2. CAM aircraft intercepted
The pilot of an intercepted CAM aircraft complies with the instructions issued by the relevant staff and directions. The signals to be used in the event of interception (interceptor and intercept) are described in Appendix E.
3.9. VMC minimums of visibility
and distance from clouds
The VMC minimums for visibility and distance from clouds are shown in the table below:
3.10. Emergency in flight
In the event that an emergency occurs in flight, the pilot shall take any action that the pilot considers necessary in such circumstances to avoid any immediate danger. The nature of the emergency is notified to the air traffic organization as soon as possible.
The crews shall apply the rules defined by the relevant staff and supervisors, in particular with respect to flight abandonment procedures.
3.11. Transponder
The pilot connects and displays modes and codes from take-off, including mode C, according to the requirements of air traffic organizations.
Codes, specific to defence missions, are used according to the requirements of the regulations in force. It displays the appropriate code in case:
(a) Distress (3/A7700);
(b) Radiocommunication failure (3/A7600);
(c) Illegal intervention (3/A7500);
(d) Special manoeuvres such as actual air safety missions (3/A7400), flight refuelling.
In the event of a transponder's failure, the pilot shall comply with the procedures and instructions communicated to users through aeronautical information. In addition, if the failure occurs:
(a) Before takeoff, the mission is postponed;
(b) During the course of the flight, the mission is continued on special procedures.
Aircraft of the same training apply the following provisions:
(a) The head of the branch training and displays on-going modes and codes, including mode C, according to the requirements of air traffic organizations.
(b) Pilots of other aircraft position their transponders on "stand-by". They only display modes and codes, including mode C, on the orders of air traffic organizations or when training is separated.
3.12. Incident report
Air traffic
Procedures for reporting an ATM offence or event are the subject of instructions 1450/DIRCAM and 2350/DIRCAM respectively.
3.13. Self-information record
A self-information record is a position report issued by an aircraft on the designated frequency with a view to informing the aircraft's position, sharing its intentions and specifying the nature and location of the aircraft's mission.
The use of these self-information frequencies is carried out under the conditions specified in MILAIP.
This information is taken into account, whenever possible, by the multi-service cabins of detection and control centres.
4.1. Minimum weather conditions
Except for flights made under the specific conditions defined in 4.2, the CAM flights shall be carried out in minimum weather conditions specified in the table in paragraph 3.9.
4.2. Special flight conditions in CAM V
4.2.1. Special CAM V flight
Specific conditions equivalent to the special VFR may be prescribed in the control areas.
Except as authorized by an air traffic control body, known as "special CAM V clearance", a visual CAM aircraft shall not take off from an aerodrome located in a control area or land on that aerodrome or enter the air traffic of that aerodrome:
(a) When the ceiling is less than 450 m (1,500 ft); or
(b) When visibility to the ground is less than 5 km.
A special CAM V clearance is necessary to penetrate or evolve into a control area, when the pilot considers that the visual meteorological conditions are not met or will not be met.
4.2.2. Special conditions of arrival
and departures for combat aircraft
Arrivals and departures are possible in the weather conditions established by the field colour code.
4.3. Night CAM V flights
With the exception of flights made under the specific conditions defined in 4.2, night CAM V flights are carried out in minimum weather conditions specified in the table in paragraph 3.9.
4.4. Minimum levels, maximum levels
and cruising levels
4.4.1. Levels to be met for flights in CAM V
Except for take-off and landing manoeuvres, the minimum, maximum and cruise levels are defined in the following table:
4.4.2. Complementary rules
The minimum flight heights defined above are increased to:
(a) Overview of certain facilities and agglomerations (in accordance with Appendix C);
(b) Overview of national parks and natural reserves (MILAIP France).
4.5. Flight CAM V above FL 195 (7)
These flights are not allowed.
4.6. Reserved
4.7. Reserved
4.8. CAM V flight in controlled airspace
An aircraft in CAM V flight benefits from the CAM control service to the extent that it has been cleared and:
(a) Flight to a Class A airspace (8), B, C or D; or
(b) Part of the aerodrome circulation of a controlled aerodrome; or
(c) Conduct a special CAM V flight.
Special cases:
CAM V flights without clarity in a space where clarity is mandatory.
When, for operational or technical reasons, a CAM V flight is required to enter, without a clearing, in a space where clearing is normally required for general air traffic, the CAM flight must, with the possible assistance of a CAM organization, manoeuvre to maintain its route sufficiently distant from other aircraft, in order to compensate for the lack of provision of separation or traffic information. The flight to CAM V, which has to penetrate unclearly, will be kept away from the aerodrome circuits and IFR flight arrival and departure axes.
As a last resort, collision prevention is based on the application of air rules by all aircraft in each traffic.
4.9. Radiocommunications
4.9.1. Obligation
Any aircraft operating in CAM V shall be equipped with radiocommunication equipment for a permanent bilateral link with the designated ground organisms and shall be continuously listening to a defined radio frequency:
(a) When flying in a Class A, B, C or D airspace;
(b) When it evolves in portions of aerial space or on routes brought to the attention of users through aeronautical information;
(c) When using certain aerodromes brought to the attention of users through aeronautical information;
(d) When it leaves the view of the ground or water.
In addition, it adheres to the rules for flight self-information prescribed in subsection 3.13.
4.9.2. Interruption of communications
Aircraft flying in CAM V continue their flight by maintaining VMC conditions for landing on the appropriate aerodrome (from destination or clearance) and display, where possible, code 3/A7600 to 10 NM of this aerodrome.
4.10. Flight from CAM V to instrument flight
A pilot carrying out a flight in accordance with the CAM V rules and wishes to move to the application of the instrument flight rules, both in CAM and in CAG, shall:
(a) If a flight plan has been filed, forward the amendments to the existing flight plan; or
(b) If the flight meets the conditions prescribed in 3.3.1.2, submit a flight plan to the air traffic services organization and obtain an authorization before flying to the aircraft in the controlled airspace.
4.11. Radionavigation
Aircraft operating in CAM V shall be equipped with radio-navigation equipment suitable for the following route:
(a) When they leave the view of the ground or water;
(b) In other cases where such equipment is useful.
5.1. Rules applicable to all CAM I flights
5.1.1. Aircraft equipment
An aircraft carrying out a CAM I flight shall be equipped with the instruments necessary to carry out the mission.
5.1.1.1. Radiocommunication:
Aircraft operating in CAM I shall be equipped with radiocommunication equipment for bilateral liaison with designated ground bodies.
5.1.1.2. Interruption of communications:
When radio communications are interrupted, the CAM I flight pilot tries to restore the radio link to the distress frequency.
In case of insuccess, it applies one of the following procedures:
(a) If it is able to ensure its flight to the destination aerodrome through autonomous navigation and approach, it:
1. Displays the transponder code 3/A7600;
2. Continues the flight to the limits of the clearances received, then in accordance with the current flight plan;
3. Performs the arrival, approach and landing procedures that allow the means available to it;
(b) If he considers that he is unable to ensure his flight to the destination aerodrome, he:
1. Displays the transponder code 3/A7700 (emergency);
2. Takes a CAM level, under visual flight conditions if possible, and displays the maximum endurance regime;
3. Head towards the nearest aerodrome, all navigation lights and illuminated anticollision;
4. Performs two distress triangles on the left, the sides and the caps conform to the diagram below, then the left-handed hippodromes with five-minute straight lines to facilitate interception by an escort aircraft; avoids, to the extent possible, vertical aerodromes and air roads;
5. Performs at the end of self-sustainment (fuel safety) the arrival, approach and landing procedures that allow the means available to it.
(c) If during the performance of one of these procedures, the pilot finds the conditions of flight with ground view and considers himself in a position to ensure navigation and collision prevention, he or she may decide to go to CAM in sight; in this case, he or she:
1. Rapidly frees the upper airspace if it is there;
2. Displays the intended transponder code for the CAM passage in view or for the class of the airspace in which it evolves;
3. Maintains the ground view to land on the destination aerodrome or on a more appropriate aerodrome;
4. Displays the transponder code 3/A7600 to 10 NM of the selected aerodrome.
The air traffic control body, from the detection of code 3/A7600 or 3/A7700 (emergency), checks with appropriate instructions, transmitted on the appropriate frequency (common or particular) and in case of insuccess, on the distress frequency, if the pilot still has the radio reception.
If so, flight guidance is provided to the destination aerodrome or to a more appropriate aerodrome.
5.1.2. Flight levels
5.1.2.1. Minimum levels:
Except for take-off and landing requirements, instrument CAM aircraft do not fly below the following minimum level:
(a) Minimum security clearance (9);
(b) Control board (10);
(c) Specified distance from the lower limit of the reserved airspace, set by instructions of the relevant staff and directions or in the flight orders.
5.1.2.2. Flight levels:
Levels of semi-circular CAM flights are planned for the operation of military air traffic flights (lay 1 013,2 hPa). These levels called CAM flight levels are interspersed between CAG-IFR flight levels.
An instrument CAM aircraft in the cruising phase uses a level in the CAM flight level charts at the F1 and F2 appendixes selected on its magnetic route, unless otherwise authorized by the air traffic control body.
5.1.3. Flight type change
5.1.3.1. Continued CAM I flight to CAM V or CAG/VFR:
Apart from a Class A airspace, an instrument CAM flight may be continued on-reserve flight on the one hand, the respect for the weather conditions and normal conditions of execution of such flight and, on the other, the express communication to the air traffic services agency of the modifications to the flight plan to transform it into a CAM V or CAG/VFR PLN.
5.1.3.2. Continued CAG/IFR flight to Instrument CAM:
A pilot who decides to continue the CAG/IFR flight to the CAM instrument must notify the interested air traffic services organization that the IFR flight is cancelled and disclose the changes to the existing flight plan to the CAM organization.
5.1.4. Compatibility of CAM I and CAG flights
CAM's control organizations ensure collision prevention for CAM I flights, for all known or observed aircraft.
5.1.4.1. In lower airspace:
The diversity of activities taking place in lower airspace implies that certain flights are carried out within suitable, permanent or temporary spaces, permeable or not.
In the lower airspace, the penetration of CAM I flights into Class A-D controlled airspace, with the exception of AWY and Class D MAL, is conditional on obtaining, by the control agency of the CAM, an agreement of the general air traffic control body.
5.1.4.2. In higher airspace:
In principle, there are not, as in the lower airspace, permanent spaces assigned to either air traffic. The cohabitation rule must be based primarily on coordination between the air traffic control bodies concerned. However, certain portions of air space may be temporarily reserved for CAM I flights.
In addition, some activities can be carried out in R and D areas published through aeronautical information.
5.2. Reserved
5.3. Reserved
6.1. Preamble
The training of forces, the conduct of special operations of sovereignty or public service, and theft of tests, reception or technical nature, must sometimes be carried out according to specific modalities that require the use of appropriate rules.
Taking these specificities into account has led to the identification of specific flight rules, known as the "CAM Tactique flight rules" (CAM T), intended to allow the execution of these flights, provided that they guarantee an acceptable level of safety as defined in Supplement E of ICAO Annex 11 for other air users as well as for people and goods on the surface.
The Chief of Staff of the Army of Land, the Chief of Staff of the Navy, the Chief of Staff of the Air Force, the Chief Military Officer and the Director General of the National Gendarmerie are responsible for:
(a) The development of specific texts (instructions, instructions, instructions...) for the execution of these flights;
(b) Implementation of flights carried out according to the CAM T rules within its forces.
In addition, the General Commanding the Light Air Force of the Earth Army, the Admiral Commanding the Naval Aeronautics Force, the General Commanding the Space Control Brigade and the Director of the Flight Test Centre establish and enforce the special procedures related to the execution of these flights.
6.2. Field of employment
CAM T applies to all flights that, for training purposes or for technical or operational reasons, cannot be carried out either in CAM V or CAM I and are carried out either:
(a) Within spaces reserved under conditions specified in 6.7.1;
(b) Outside spaces reserved under conditions specified in 6.7.2.
CAM T does not apply to connecting flights.
6.3. Aircraft equipment
An aircraft carrying out a CAM T flight shall be equipped with the instruments necessary to carry out the flight.
6.3.1. Radiocommunications
Aircraft operating in CAM T shall be equipped with radiocommunication equipment for bilateral liaison with other aircraft in flight and designated airborne or on-board organizations.
6.3.2. Interruption of communications
The General Staff and Directorates establish special procedures for radiocommunication failures.
6.3.3. Use of transponder
Unless specifically defined by the specific texts referred to in paragraph 6.1., the use of the transponder is in accordance with the provisions of paragraph 3.11.
6.3.4. Use of aircraft lamps
Aircraft operating in CAM T shall use the lights in accordance with the provisions of paragraph 3.2.3.
6.4. Minimum weather conditions
CAM T flights can be either VMC or IMC.
The General Staff and Directorates define, in specific texts, the minimum weather conditions in which crews under their authority may operate CAM T flights.
For flights operated outside a reserved airspace, the minimum values retained cannot be less than the following values:
(a) Flight visibility: 500 metres or distance travelled in 30 seconds of flight (the highest of both values);
(b) Flight outside the clouds.
6.5. Minimum levels usable
The General Staff and Directorates define, in specific texts, the minimum levels in which the crews under their authority may carry out CAM T flights based on the mission to be carried out, the airspaces concerned and the means used.
Similarly, authorities responsible for the development of exercises or ordering flights carried out according to the CAM T rules define the minimum levels suitable for each exercise or mission ordered.
Aircraft in CAM T do not fly below the following minimum level:
(a) For training flights, minimum height/height of safety (11) fixed by the staff and directions, in specific texts; or
(b) For specific exercises and missions, altitude/security height defined in the flight directions and orders of the authority in charge of the exercise or ordering of the mission; or
(c) Monitoring of the body of the CAM concerned; or
(d) Specified distance from the lower limit of the reserved airspace, as set out in the instructions of the relevant staff and branches or in the exercise or flight orders.
In addition, CAM T flights shall not affect private property. Authorities responsible for the development of exercises or ordering flights requiring the use of private land or belonging to another administration (e.g. landfill areas, parachuting sites), must obtain prior written authorization from the owners of the said land or competent administrations.
Except as an exception granted to military aircraft by the relevant General Staffs and Directorates, the provisions of the October 10, 1957 Order relating to overflight of agglomerations and gatherings of persons or animals must be respected.
CAM T flights shall also comply with the provisions concerning natural parks and reserves, visonnières and other specified sites issued by the competent authorities and/or published in the aeronautical documentation.
Appendix B
RCAM: VOL REQUEST FOR CAM/CER
" Special conditions for issuance of flight authorizations in CAM/CER "
For aircraft under the Ministry of Defence and for state aircraft under other ministries or other states authorized to evolve according to the CAM rules:
No request for approval to be made with the Director of the Flight Test Centre, but need to plan their test, reception or technical flight within the REC device.
For other aircraft:
The application for approval has two successive steps:
- provide, at least one month before the first flight, the letter and application form presented below to the Air Traffic Division flight test reception centre (VCE);
― the CEV then communicates to the applicant the "general conditions of use of the REB". Acceptance of the terms of this document is a confirmation of the application and is a prerequisite for the issuance of the above-mentioned approval.
You can consult the forms templates, not reproduced below, in
Appendix C
RCAM: VOL MINIMUM HIGH
(Orders of 20 January 1948, 10 October 1957 and 17 November 1958)
| MONOMOTEURS pistons, helicopters | MULTIMOTERS mono and multi-reactors or turboprop | |
| Insulated plants. Industrial installations. Hospitals, rest centres or any other establishments with a distinctive mark (v). Flights following a direction parallel to or near a highway. | 300 m (1 000 feet) | 1,000 m (3,300 feet) |
| Agglomerations with an average width not exceeding 1,200 m. Gatherings of people or animals, public meetings, racecourses, bestial parks, ski resorts of winter sports, beaches... | 500 m (1 650 feet) | 1,000 m (3,300 feet) |
| Cities with an average width of 1,200 m and 3,600 m. Gatherings of more than 10,000 people. | 1,000 m (3,300 feet) | 1,000 m (3,300 feet) |
| Cities with an average width of more than 3,600, except Paris. Gatherings of more than 100,000 people. | 1 500 m (5,000 feet) | 1 500 m (5,000 feet) |
| Paris: limits of the old fortifications of the city. | Off-flight except: - military aircraft on a transport mission over 2,000 metres (6,500 feet); - special authorization. | |
| (v) Judgment of 15 June 960 concerning the distinguishing marks to be affixed to hospitals, rest centres or any other establishment or operation to ban the overflight at low altitudes modified by decree of 4 February 1960 applying in the overseas territories of the Order of 15 June 1960. | ||
Appendix D
RCAM: REGULATIONS OF AERONEFS
Position lenses
All aircraft except balloons and captive aircraft
The position lamps are as follows:
(a) Uninterrupted red lamp emitting above and below the horizontal plane of the aircraft in an angle of 110° measured to the left (floor) from the front;
(b) Uninterrupted green lamp emitting above and below the horizontal plane of the aircraft in an angle of 110° measured to the right (tribord) from the front;
(c) Uninterrupted white lamp emitting towards the rear above and below the horizontal plane of the aircraft in an angle of 140° also distributed to the right (tribord) and to the left (floor).
(d) The left and right lamps shall be placed as far as possible from each other; the white light shall be placed as far as possible in the rear of the aircraft.
Additional lights may be required for on-board aircraft to comply with the regulations applicable to ships.
Balloons
A red light placed at least 5 metres and at least 10 metres below the nacelle and visible in all directions.
Captive aircraft (balloons, flying deer, etc.)
The captivity aircraft and their restraint cable shall carry lamps corresponding to the marking of an artificial obstacle of the same height.
Feux anticollision
The signal emitted by the anticollision lamps shall be made of red or white brilliance.
Anticollision lamps shall radiate as much as possible in all azimuts up to 30° above and below the horizontal plane of the aircraft.
Appendix E
RCAM: SIGNAL
1. Emergency and distress signs
Note 1. ― None of the provisions of this section prohibits an aircraft in distress from using all available means to attract attention, publicize its position and request assistance.
Note 2. ― Details of procedures for the transmission of distress signals and emergency signals are included in the radiotelephone procedures defined by the Minister for Civil Aviation (1).
Note 3. ― For details on search and rescue visual signals, refer to ICAO Appendix 12.
1.1. Distress signs
The following signals, used together or separately, indicate that there is a serious and imminent threat of danger and that immediate relief is required:
(a) Sign issued by radiotelegraphy or by any other means of signalling, formed by the SOS group (... ― ― ― ...) of the Morse code;
(b) Radiotelephone distress signal, consisting of the word MAYDAY;
(c) Message of distress sent by data link that expresses the same idea as the word MAYDAY;
(d) Fusées or bombs emitting red lights, fired one after another at short intervals;
(e) Red lightning flare to parachute.
Note. ― Section 41 of the International Telecommunication Union Radio Regulations provides information on alarm signals that trigger radiotelegraphic and radiotelephone systems.
1.2. Emergency signs
1.2.1. Report difficulties
The following signals, used together or separately, indicate that an aircraft wishes to report difficulties that compel it to land, without immediate relief:
(a) Repeated lighting and extinction of landing lights;
(b) Repeated lighting and extinction of the position lamps carried out so that the signal is different from that of the flash position lamps.
1.2.2. Urgent message
The following signals, used together or separately, indicate that an aircraft has a very urgent message to be forwarded regarding the safety of an aircraft, vessel or other vehicle, or the safety of any person on board or for the purpose of:
(a) Signal transmitted in radiotelegraphy or any other method and constituted by group XXX;
(b) Emergency radiotelephone signal, consisting of the words PANNE, PANNE;
(c) Emergency message sent by data link that expresses the same idea as the words PANNE, PANNE.
2. Signs to be used in case of interception
2.1. Signs of the interceptor aircraft and responses of the intercepted aircraft
| SERIES | SIGNAUX DE L'INTERCEPTEUR | SIGNIFICATION | RESPONSE TO INTERCEPT | SIGNIFICATION |
| 1 | DAY and NIGHT. ― Balance the aircraft and flash at irregular intervals the position lights (and the landing lights in the case of a helicopter) after placing slightly above and forward, and normally on the left, of the intercepted aircraft (or on its right, if the intercepted aircraft is a helicopter) then, after response, make a slow landing turn, normally to the left (or to the right) Note 1. ― Meteorological conditions or terrain may require the interceptor to reverse the positions and direction of the bend indicated above in series 1. Note 2. – If the intercepted aircraft cannot evolve as quickly as the interceptor, the interceptor should run a series of hippodrome circuits and swing the aircraft whenever it exceeds the intercepted aircraft. | You were intercepted. Follow me. | DAY and NIGHT. ― Balance the device, flash the position lights at irregular intervals and follow. | Understood. I obey. |
| 2 | DAY and NIGHT. ― Run a sudden clearance manoeuvre consisting of a 90° or more climbing turn, without cutting the intercepted aircraft flight line. | You can continue. | DAY and NIGHT. - Balance the device. | Understood. I obey. |
| 3 | DAY and NIGHT. - Lower the landing gear (if the aircraft is equipped), turn on the fixed landing lights and fly over the runway in service or, if the aircraft intercepted is a helicopter, fly over the helicopter landing area. If it is helicopters, the interceptor helicopter is carrying out an approach and is flying near the landing area. | Land on this airfield. | DAY and NIGHT. ― Lowering the landing gear (if the aircraft is equipped with it), light the fixed landing lights, follow the interceptor aircraft and, if after the overflight of the runway in service or the helicopter landing area, it is considered possible to land safely, proceed to the landing. | Understood. I obey. |
2.2. Signs of intercepted aircraft and interceptor aircraft responses
| SERIES | SIGNAUX DE L'INTERCEPTÉ | SIGNIFICATION | RESPONSE OF THE INTERCEPT | SIGNIFICATION |
| 4 | DAY and NIGHT. ― Enter the landing gear (if the aircraft is equipped with it) and flash the landing lights over the landing runway in service or the landing area for helicopters to a height greater than 300 m (1 000 ft), but less than 600 m (2 000 ft) (in the case of a helicopter, to a height greater than 50 m (170 ft) but If it is impossible to flash the landing lights, flash all other usable lights. | I can't land on this aerodrome. | DAY and NIGHT. ― If the aircraft wishes to intercept the follow-up to another aerodrome, the interceptor shall return the landing gear (if the aircraft is equipped) and make the signals of the series 1 prescribed for the interceptor. If the interceptor decides to let the intercepted aircraft leave, the interceptor shall make the signals of series 2 prescribed for the interceptor. | Understood. Follow me. Understood, you can continue. |
| 5 | DAY and NIGHT. ― Switch and turn off all available lights regularly, but in a way that allows to distinguish them from flashing lights. | I can't obey. | DAY and NIGHT. ― Use the signals in series 2 prescribed for the interceptor aircraft. | Got it. |
| 6 | DAY and NIGHT. ― Make all available lights flash irregularly. | In distress. | DAY and NIGHT. ― Use the signals in series 2 prescribed for the interceptor aircraft. | Got it. |
3. Visual signs used to warn an aircraft that it flies, without authorization, in a regulated area,
prohibited or dangerous, or is about to enter such a zone
Day or night, a series of projectiles drawn from the ground at ten-second intervals, resulting in the bursting of stars or red and green lights, tells an aircraft that it flies without authorization in a regulated, prohibited or dangerous area or that it is about to enter such a zone and that it must take the necessary steps.
4. Signs for aerodrome circulation
4.1. Light and pyrotechnic signs
4.1.1. Instructions
You can consult the table and sketches, not reproduced below, in
4.1.2. Aircraft acknowledgement signs
(a) In flight:
1. Daytime: sweeping the wings.
Note. ― This signal is not used on the basic course and on the final course of the approach.
2. At night: by turning and lighting the landing spotlights twice or, if not equipped, its position lights.
(b) On the ground:
1. Daytime: stirring wings or steering.
2. At night: by turning and lighting the landing spotlights twice or, if not equipped, its position lights.
4.2. Visual signs on the ground
Note. ― See the August 28, 2003 decision on the conditions of registration and procedures for the operation of aerodromes (CHEA) for the detailed specifications for ground visual aids.
4.2.1. No landing
A horizontal red square sign with yellow diagonals (Figure 1.2) indicates, when placed on the signal area, that landings are prohibited and that the prohibition can extend.
You can consult the sketch, not reproduced below, in
4.2.2. Special preparations
during the approach or landing
A horizontal red square panel with a single yellow diagonal (Figure 1.3) indicates, when placed on the signal area, that due to the poor state of the manoeuvring area or for any other reason, special precautions must be taken during the approach or during the landing.
You can consult the sketch, not reproduced below, in
4.2.3. Use of roads and roads
4.2.3.1. A white horizontal panel in the form of a heath (Figure 1.4) indicates, when it is located on the signal area, that aircraft are required to land, take off and circulate exclusively on runways and traffic lanes.
You can consult the sketch, not reproduced below, in
4.2.3.2. A white horizontal panel, in the form of a heath, similar to that indicated in 4.2.3.1, but having a black strip perpendicular to the transverse bar in each of the circular ends of the heath (Figure 1.5) indicates, when it is placed on the signal area, that aircraft are required to land and take off on the runways only, but that other lanes may be performed elsewhere than on the runways.
You can consult the sketch, not reproduced below, in
4.2.4. Closed track or track
Crosses of a uniform contrasting, yellow or white colour (Figure 1.6), arranged horizontally on runways or traffic lanes or on track or lanes, indicate areas that are unfit for aircraft manoeuvres.
You can consult the sketch, not reproduced below, in
4.2.5. Landing and take-off directions
4.2.5.1. A white or orange horizontal landing T (Figure 1.7) indicates to aircraft the direction to be used for landing and take-off, which operates in a direction parallel to the T vertical bar to the T crossbar.
You can consult the sketch, not reproduced below, in
Note. ― When used at night, the Landing T is either illuminated or delimited by white lights.
4.2.5.2. A group of two digits (Figure 1.8), vertically placed on the aerodrome control tower or near it, indicates to the aircraft on the manoeuvring area the take-off direction, expressed in tens of degrees of the magnetic compass, rounded to the nearest ten.
You can consult the sketch, not reproduced below, in
4.2.6. Circulation on the right
A light-coloured arrow, directed to the right, placed on the signal area or arranged horizontally at the end of the runway or band in service (Figure 1.9), indicates that the turns must be executed to the right before landing and after take-off.
You can consult the sketch, not reproduced below, in
4.2.7. Air Traffic Track Office
The letter C, black on yellow background, vertically placed (Figure 1.10), indicates the location of the air traffic track office.
You can consult the sketch, not reproduced below, in
4.2.8. Flights from current gliders
A double white cross, arranged horizontally in the signal area (Figure 1.11), indicates that the aerodrome is used by gliders and that flights are underway.
You can consult the sketch, not reproduced below, in
5. Ground traffic signs
5.1. Signs sent by the signaler to an aircraft
Note 1. ― These signals are designed to be used by a signaller (whose hands will be illuminated, if necessary, to be better seen by the pilot) facing the aircraft and:
(a) In the case of fixed-wing aircraft on the left side of the aircraft at the most suitable location for the pilot;
(b) In the case of helicopters, at the most location for the pilot.
Note 2. ― Each signal has always the same meaning, whether it is made using pallets, light bars or electric torches.
Note 3. ― Engines are numbered from the right to the left of the signaler facing the aircraft (i.e. engine No. 1 is the left outside engine).
Note 4. ― Signals marked with an asterisk are designed to be addressed to helicopters in stationary flight.
Note 5. ― In the text, the word: stick can also designate gloves or fluorescent snowshoes (used day only).
Note 6. ― The word: signaler may also designate the plaice function.
5.1.1. Precautions
Before using the following signals, the signaler will ensure that the area within which an aircraft is to be guided is clear of obstacles that this aircraft, by applying the provisions of paragraph 3.4.1 of the CMA, would otherwise be likely to collide.
Note. ― The design of many aircraft is such that the trajectory followed by the wing ends, the engines and other ends can always be visually monitored from the cockpit, while the aircraft is being operated on the ground.
You can consult the sketches, not reproduced below, in
5.2. Signs addressed by the pilot
from an aircraft to a signaler
Note 1. ― These signals are designed to be used by a pilot in his cockpit, his hands well for the signaler and, if necessary, illuminated.
Note 2. ― Engines are numbered from the right to the left of the signaler facing the aircraft (i.e. engine No. 1 is the left outside engine).
5.2.1. Freins
Note. ― The moment the pilot closes the fist or extends the fingers of the hand, respectively, indicates when he tightens or loosens the brakes.
(a) Tight brakes: lift the arm, fingers elongated, horizontally in front of the face, then close the hand;
(b) Frozen brakes: lift the arm, the hand closed, horizontally, in front of the face, then lengthen the fingers.
5.2.2. Cales
(a) Put the holds: the extended arms, the palms forward, move the hands inside so that they cross in front of the face;
(b) Remove the holds: the hands crossed in front of the face, the palms forward, move the arms outwards.
5.2.3. Ready to start the engine(s)
Remove the number of fingers from one hand that corresponds to the engine number to start.
Technical/service signs.
Use of technical/service manual signals.
Technical/service manual signals will only be used when voice communications are not possible.
Accused of receipt of technical/service signals.
The signalers will ensure that they receive an acknowledgement of receipt of the flight crew when making technical/service signals.
Note. ― The technical/service signals were placed in Appendix E to standardize the use of the signals for communications with the flight crew during the aircraft manoeuvres conducted in the context of service operations or ground assistance.
Appendix F
RCAM: CAM VOL LEVEL
Appendix F 1
TABLE OF VOL Cam AND ALTITUDES IN SPACE
Note 1. ― The vertical separation between two controlled CAM flights is:
1,000 feet from and below FL 285;
2,000 feet above FL 285.
(*) The separation between FL 405 and 420 being 1,500 feet, these 2 FLs will not be used simultaneously during the crossing.
Note 2. ― The vertical separation between two CAM flights or between one CAM flight and one CAG flight in RVSM space can be reduced to 1,000 feet between two RVSM-approved flights.
Note 3. – Any other level of flight is usable subject to coordination between the air traffic organizations concerned and must be cleared.
Appendix F 2
TABLE OF LEVELS OF VOL CAM AND ALTITUDES IN SPACE DITS " NON RVSM"
| FL | Alt | FL | Alt |
| etc. | etc. | etc. | etc. |
| 440 | 44 000 | 460 | 46 000 |
| 400 | 40 000 | 420 | 42 000 |
| 360 | 36 000 | 380 | 38,000 |
| 320 | 32 000 | 340 | 34 000 |
| 285 | 28 500 | 295 | 29 500 |
| 265 | 26 500 | 275 | 27 500 |
| 245 | 24 500 | 255 | 25 500 |
| 225 | 22 500 | 235 | 23 500 |
| 205 | 20 500 | 215 | 21 500 |
| 185 | 18 500 | 195 | 19 500 |
| 165 | 16 500 | 175 | 17 500 |
| 145 | 14 500 | 155 | 15 500 |
| 125 | 12 500 | 135 | 13 500 |
| 105 | 10 500 | 115 | 11 500 |
| 85 | 8 500 | 95 | 9 500 |
| 65 | 6 500 | 75 | 7 500 |
| 45 | 4 500 | 55 | 5 500 |
| 25 | 2,500 | 35 | 3 500 |
SCAM : SERVICES OF THE MILITARY AIRAN CIRCULATION
The terms defined in Chapter 1 of Schedule 1 "Military Air Traffic Rules" are used with the same meaning in this Appendix 2 "Military Air Traffic Services".
2. CAM Services Recipients
Military air traffic services are provided for the benefit of CAM aircraft, in accordance with the CMA, Chapter 2, paragraph 2. 1.
2. 2. Object of services
Military Air Traffic
The purpose of the military air traffic is to:
(a) prevent collisions between aircraft in flight;
(b) To prevent collisions between aircraft on the manoeuvring area and the obstacles on that area;
(c) Ordering military air traffic;
(d) Provide advice and information relevant to the safe and effective execution of flights;
(e) To alert appropriate agencies when aircraft require the assistance of search and rescue agencies, and to provide the necessary assistance to these organizations,
(f) To provide assistance to any aircraft in flight upon request.
2. 3. Subdivision of services
Military Air Traffic
There are three military air traffic services:
(a) The control service described in Chapter 3, corresponding to the functions defined in paragraph 2. 2, subparagraphs (a), (b) and (c);
(b) The flight information service described in Chapter 4, corresponding to the functions defined in paragraph 2. 2, subparagraph (d);
(c) The alert and assistance service described in Chapter 5, corresponding to the function defined in paragraph 2. 2, paragraphs (e) and (f).
2. 4. Determination of the need for services
Military Air Traffic
The need for military air traffic services is determined by the following considerations:
- aviation safety;
freedom of action of defence;
― permanence of defence action;
- specificity of defence activities and missions.
2. 5. Designation of air and airfields
where military air traffic services are provided
2. 5. 1. Designation of air spaces
Military air traffic services can be provided throughout the air space. In particular, the CAM control service is not necessarily linked to a type or class of space.
2. 2. Designation of specified air space portions
or determined aerodromes is carried out as follows
2. 2. 1. Flight information regions:
All CAM services can be provided within the flight information regions.
However, in Class G airspace, outside R, D and P zones, the CAM control service can only be rendered using the radar.
2. 2. 2. Control regions and control areas:
Control areas or control areas are portions of airspace within which the military air traffic control service is provided to CAM flights.
The distinction between control areas and control areas is established in 2. 10.
The designated control areas and control areas are part of the flight information region within which they are established.
Controlled airspaces only exist during the operating hours of the agencies responsible for the control service. These schedules are brought to the attention of users through aeronautical information.
2. 2. 3. Controlled airfields:
Aerodromes for which the air lacirculation control service for aerodrome traffic is provided are called controlled aerodromes.
2. 2. 4. Hazardous, regulated, prohibited and temporary segregation areas:
Specific volumes can be delimited within the flight information regions:
(a) Hazardous Areas (D) or Temporary Hazardous Areas (TDDs) within which dangerous activities for aircraft flights may take place during specified periods.
(b) Above the national territory and territorial waters:
- regulated areas (area R) or temporary regulated areas (RTZs) where aircraft flights are subject to certain specified conditions;
- prohibited areas (area P) or temporary prohibited areas (ITZs) where the flight of aircraft is prohibited unless authorized by the competent authority;
– Temporary segregation zones (TSA) reserved for the exclusive use of specific users for a specified period of time;
― the temporary reservation areas (TRA) reserved for the use of specific users for a specified period of time, and through which other aircraft may be allowed to transit with clearness.
In addition to the prohibited areas in aeronautical documentation, areas prohibited to defence aircraft, known as "M" zones, were created. They are listed in the MILAIP France.
(c) Above international borders:
– the cross-border temporary segregation zones (CBA) reserved for the exclusive use of specific users for a specified period of time.
The CAM services can be rendered throughout these areas that are listed in the aeronautical information publications, including the penetration conditions for specific activation periods.
2. 6. Airspace classification
2. 6. ATS airspace is classified
and designated as follows
Class A. Only IFR flights and CAM I flights are allowed.
CAM I flights are separated from all known or observed flights.
An aircraft in VFR flight or CAM V or CAM T flight may evolve in a Class A space, if derogated from the competent ATS authority and after clearing.
Flights admitted in derogation shall be provided in Class A, if any amended by clauses in the derogation.
Class B. IFR flights, VFR flights, CAM I flights, CAM V flights and CAM T flights are allowed. This space class does not exist in French airspaces and in spaces under French jurisdiction.
CAM flights are separated from all known or observed flights.
Class C. Allowed:
(a) IFR flights;
(b) CAM I flights;
(c) CAM T flights in a reserved air space;
(d) A and below FL 195, VFR and CAM V flights;
(e) Above FL 195, VFR flights:
1. In reserved airspace (TSA, TRA or CBA);
2. Exceptionally, according to the specific provisions agreed with the competent ATS authority.
CAM I and CAM T flights are separated from all known or observed flights.
CAM V flights are separated from CAM I flights, IFR flights, CAM T flights and receive traffic information on CAM V and VFR flights.
Class D:
(a) IFR flights and VFR flights;
(b) CAM I flights and CAM V flights;
(c) CAM T flights in a reserved air space;
(d) Special VFR flights and special CAM V flights inside CTR.
CAM I flights are separated from CAM I flights, CAM T flights and IFR flights and receive traffic information on CAM V flights and VFR flights.
CAM T flights are separated from all known or observed flights.
CAM V flights receive traffic information on all known or observed flights.
Special CAM V flights are separated from CAM I flights, IFR flights and receive traffic information on other special CAM V and VFR flights.
Class E. IFR flights, VFR flights, CAM I flights and CAMV flights are allowed.
CAM T is not allowed.
CAM I flights are separated from all known or observed flights.
CAM V flights receive traffic information on all known or observed flights.
Class F. IFR flights, VFR flights, CAM I flights and CAM V flights are allowed. This space class does not exist in France.
CAM T is not allowed.
CAM I flights are separated from all known or observed flights.
CAM V flights receive traffic information on all known or observed flights.
Class G. IFR flights, VFR flights, CAM I flights, CAM T flights and CAM V flights are allowed.
CAM I flights are separated from all known or observed flights.
CAM V flights and CAM T flights receive only flight and alert and assistance information services.
Note. ― Regardless of the type of airspace, the designated body responsible for rendering the control services of the CAM is responsible for the prevention of collisions for the benefit of aircraft that it controls over any known or observed flight. This prevention is ensured through the following methods: separation and traffic information.
Flight, alert and flight assistance information services are provided by the CAM control agencies in all air spaces.
2. 6. 2. Airspace classes
are defined according to needs
2. 6. 3. The conditions applicable to flights
The conditions applicable to flights in each airspace class are in accordance with Appendix 1.
When the airspace is contiguous in the vertical plane, i.e. when superimposed, the flights that are at a common level in both spaces conform to the least restrictive airspace class and receive the services that apply to this class. In applying these criteria, Class B airspace is therefore considered less restrictive than Class A airspace, Class C airspace less restrictive than Class B airspace, etc.
2. 7. Reserved
2. 8. Reserved
2. 9. Establishment and designation of organizations
Military Air Traffic Services
Air traffic services are provided through organizations established and designated as follows:
2. 9. 1. Organization designation
The Air Defence Commander, on the proposal of the relevant General Staff and Directorates, shall designate the air traffic agencies responsible for rendering the services of the CAM.
In addition, when a single air traffic organization simultaneously provides services to general air traffic and military air traffic in a given airspace, it is the subject of a joint order of the Minister for Civil Aviation and the Minister of Defence (cf. Article D. 131. 9 of the Civil Aviation Code).
2. 2. Specifications for CAM agencies
CAM services may be rendered by:
(a) CCERs (Test Traffic Control Centre and Receipt): DGA agencies responsible for rendering air traffic services to aircraft in test, reception or technical flight. They are located in civilian or military checkpoints.
The RCCs located in the Centres en route de la navigation aérienne (CRNA) render the services of the CAM:
1. In the entire airspace (FIR and UIR) corresponding to the areas of responsibility of the CRNA in which they are located,
2. In all structures of the airspace integrated in these areas of responsibility and in the air space adjacent to the areas of the CRNA in which they are located when a suitable means of coordination exists.
CCERs located within CDCs make CAM services within the same limits as those of the space defined for each CDC.
(b) CCMARs (Marine Coordination and Control Centre): National Navy agencies responsible for rendering air traffic services in designated airspace for the benefit of aircraft whose flights or flight phases are under their responsibility.
(c) CDCs (detection and control centre): Air force agencies responsible for rendering air traffic services to aircraft operating throughout the air space (lower and higher) allocated to them, published in MILAIP France and located:
1. Apart from the air space allocated to other CAM agencies unless coordination and delegation of services;
2. Within their control floor for radar controlled flights.
(d) The CLAs (local control of the marine airfield or the land army) and the ESCAs (Air Force Air Traffic Services squadron): agencies responsible for rendering air traffic services to the benefit of all aircraft operating in the airspace of which it operates.
(e) The CMMC (Mobile Detection and Control Centre): The Air Force's "mobile" body responsible for rendering air traffic services to aircraft operating in an area of responsibility that is temporarily assigned to it during exercises, manoeuvres or operations.
(f) CMCs (Member Control Centre): Air Force Organizations including all or part of a CFA and CDC.
(g) CMCC (military coordination and control centre): air force organizations located within the NAFC.
(h) Airported detection systems (E3 F / E2 C): Air Force aircraft (E3 F) or Navy (E2 C) equipped with detection and control means, enabling them to provide air traffic services to aircraft under their responsibility.
(i) Aircraft carriers: national navy buildings equipped with detection and control means to provide air traffic services to aircraft under their responsibility.
(j) Other advanced and/or terrestrial mobile organizations, or on board: under specific conditions.
2. 10. Specifications for flight information regions, control areas and control areas, R, D and P areas, TSA, TRA and CBA
2. 10. Cross-border air space
border
The delimitation of certain portions of airspace within which military air traffic services are provided is carried out according to operational requirements and does not systematically stop at national borders.
These portions of space are called temporary cross-border segregation zones (CBA).
2. 10. 2. Flight information regions
A flight information region (IRF) encompasses all airspace within its lateral boundaries, unless it is limited by a higher flight information region (IRU).
2. 10. 3. Control regions
2. 10. 3. 1. Delimitations:
Control regions, including TMA and CTA, are defined in such a way that they include sufficient airspace to contain the trajectories or trajectories of CAM aircraft.
In addition, a network of itineraries is established to facilitate the exercise of military air traffic control.
2. 10. 3. 2. Lower limit:
Control regions do not extend to the surface of the soil or water.
2. 10. 3. 3. Upper limit:
A higher limit is established for control regions, in one of the following cases:
(a) When the air traffic control service is not provided above this limit;
(b) When the control area is below a higher control area.
2. 10. 4. Reserved
2. 10. 5. Control areas
2. 10. 5. 1. Principle:
The lateral limits of the control areas encompass at least the portions of the air space, which are not within a control area, containing the trajectories of flight to instrument at the arrival and departure of the aerodromes that are intended to be used in instrument meteorological conditions.
2. 10. 5. 2. Lateral limit:
The control area extends up to 9, 3 km (5 NM) at least from the centre of the aerodrome or interested aerodromes in all possible approach directions.
A control area may include two or more neighbouring aerodromes.
2. 10. 5. 3. Control area within a control area:
When a control area is located within the lateral limits of a control area, it extends upwards, from the surface of the earth, at least to the lower limit of the control area.
A higher limit may be established than the lower limit of the control area, if desired.
2. 10. 4. 4. Upper limit:
When a control area is located outside the side limits of a control area, a top limit is set.
2. 10. 5. 5. Reserved.
2. 10. 5. 6. Regulated, dangerous, prohibited, temporary segregation zones (TSA) and temporary reservation areas (TRA).
Regulated, hazardous, prohibited areas and temporary segregation or reservation areas are defined to protect or contain sites, trajectories or specific activities of a permanent or temporary nature.
2. 11. Identification of military air traffic and air space services
A military air traffic organization is identified either by an operational code or by a radiotelephone caller (name of the location followed by a suffix indicating the organization or service rendered).
2. 11. Centre de contrôle en route
An en route control centre is identified by means of an indication or the name of the surrounding agglomeration.
2. 11. 2. Aerodrome Control Tower
or an approach control body
An aerodrome control tower or an approach control body is identified by the name of the aerodrome on which it is located.
2. 11. 3. Control area or control area
A control area or control area is identified by the name of the body it reports to.
2. 11. 4. Hazardous, regulated, prohibited
Hazardous, regulated, prohibited areas are identified by means of letters, figures, the name of the place or the nature of the activity taking place therein.
2. 11. 5. Temporary segregation zones
Temporary segregation zones are identified by means of a trigram and number.
2. 12. Creation and identification of ITI CAM
2. 12. Creation of ITI CAM
CAM ITIs are defined for use of military aircraft operating in CAM I. These routes and CAM deferral points are listed at MILAIP France.
2. 12. 2. Reserved
2. 12. 3. Identification
CAM ITIs are identified by a number or number. These are preferential routes for CAM I defined in higher space and intended to facilitate:
(a) Coordination of different types of traffic;
(b) The choice of a route on the most common routes;
(c) The establishment of the CAM flight plan in which itineraries and deferral points must be designated by their indication;
(d) Review of CAM flight plans by control;
(e) Flight surveillance.
2. 12. 4. Reserved
2. 12. 5. Reserved
2. 12. 6. TACAN routes
A network of TACAN routes (CAG routes) is defined for the use of military aircraft operating under IFR in general air traffic (see MILAIP France).
2. 13. Reserved
2. 14. Establishment and identification
of significant points
Significant points are established for the definition of a CAM route and/or for the information required for air traffic services with respect to flight progression. Significant points are identified by means of signs.
2. 15. Establishment and identification of routes
normalized for surface-circulating aircraft
2. 15. Establishment
Where necessary, normal routes between runways, traffic areas and maintenance areas are established on an aerodrome, for aircraft circulating on the surface. These routes are direct, simple and, if possible, designed to prevent traffic incompatibility.
2. 15. 2. Identification
Normalized routes for aircraft circulating on the surface are identified by means of indicators that differ significantly from runways and roads.
2. 16. Coordination between headquarters and branches
and Military Air Traffic Services
2. 16. 1. Addressing needs
Military air traffic organizations shall take into account, in the performance of their duties, the needs of the staff and branches and, if requested, make available to them or to their accredited representative the information available to them to enable them to discharge their responsibilities.
2. 16. 2. Provision of received messages
If requested by the staff or management concerned, all messages (including position records) received by the military air traffic agencies and related to the operation of aircraft under its authority are, as far as possible, made available immediately in accordance with the applicable local procedures.
2. 17. Coordination between the defence authorities
and general air traffic authorities
2. 17. Civilian cooperation
The air traffic authorities establish and maintain close cooperation with the defence authorities whose activities may affect aircraft flights in AGCs.
2. 17. 2. Coordination of activities
The coordination of activities that pose a potential danger to CAG aircraft is ensured in accordance with the provisions of 2. 18.
2. 17. 3. Exchange of information
Arrangements are made to ensure that the information necessary for the safe and timely completion of aircraft flights to the AGC is promptly exchanged between air traffic organizations and appropriate and reciprocal military organizations.
2. 17. 3. 1. Services rendered:
CAG service agencies provide appropriate military organizations, on a regular or on-demand basis, in accordance with local procedures, with appropriate flight plans and other relevant data relating to aircraft flights in CAG. In order to eliminate or reduce the need for interception, the CAG services authorities designate areas or routes where the provisions of the air rules for flight plans, bilateral communications and position records apply to all flights to ensure that all relevant data are available to the appropriate agencies of the CAG services, with the specific aim of facilitating the identification of aircraft in the CAG.
2. 17. 3. 2. Special procedures:
Special procedures are established to ensure that:
(a) CAG service organizations are notified when an AMC agency finds that an aircraft that is, or may be, a civilian aircraft entered a region where it may be necessary to intercept or approach such a region;
(b) All possible efforts are being made to confirm the identity of the aircraft and provide it with the navigation guidance it needs to avoid the need for interception.
2. 18. Coordination of activities
potential danger to CAG aircraft
2. 18. Coordination of activities
potential danger to aircraft in CAG
Provisions relating to activities that pose a potential danger to CAG aircraft, either over the French territory or above the high seas (1), are contacted with the authorities of the relevant air traffic services. This coordination is ensured early enough to ensure timely publication of information on the activities involved.
2.18.2. Purpose of this coordination
The purpose of this coordination is to reach the conclusion of optimal arrangements that prevent any danger to aircraft and result in the minimum disruption in the normal operation of these aircraft in CAG and CAM.
2.18.3. Publication of information on activities
with potential danger to aircraft in CAG
It is the responsibility of the CAM authorities to publish information on activities that pose a potential danger to CAG aircraft.
2.18.4. Reserved
2.18.5. Laser beam emissions
Appropriate arrangements are made to prevent laser beam emissions from adverse effects on flights.
2.18.6. Reserved
2.19. Aeronautical data
2.19.1. Definition
Aircraft data relevant to the services of the military air traffic are determined and communicated in accordance with the precision and integrity specifications of Appendix 2 tables 1 to 5 and taking into account the established quality system procedures. The precision specifications of the aeronautical data are based on a confidence level of 95%, and in this regard, the position data are identified according to three types: measured points (e.g., navigation aid positions), calculated points (obtained by mathematical calculation from measured values of points in space, benchmarks, etc.) and declared points (e.g., flight information area limits).
2.19.2. Data integrity
The integrity of aeronautical data is maintained throughout the process, from the measurement or creation to the delivery to the intended next user. The aeronautical data integrity specifications are based on the risk that the data may be altered as well as on the use that is made. Therefore, the classification and integrity levels of the following data are applied:
(a) Critical data: data whose use, if altered, results in a high probability that the safety of the continued flight and landing of an aircraft is seriously compromised, with a risk of disaster;
(b) Critical data: data whose use, if altered, results in a low probability that the safety of the continued flight and landing of an aircraft is seriously compromised, with a risk of disaster;
(c) Common data: data whose use, if altered, results in a very low probability that the safety of the continued flight and landing of an aircraft is seriously compromised, with a risk of disaster.
2.19.3. Reserved
2.19.4. Reserved
2.19.5. Geographical coordinates
Geographical coordinates (latitude and longitude) are determined and communicated to aeronautical information services according to the Global Geodesic System ― 1984 (WGS-84). The geographic coordinates obtained by mathematical conversion to the WGS-84 system but for which the degree of accuracy of the original measurements on the ground is not in accordance with the specifications of Table 1 of Appendix 2 are reported to the aeronautical information services.
2.19.6. Precision degree
The degree of accuracy of the measurements carried out on the ground as well as of the determinations and calculations in which these measurements were used are such that the operational navigation data obtained for the different phases of flight are within the maximum deviations, compared to an appropriate reference framework as shown in the tables in Appendix 2.
Note 1. ― An appropriate reference frame means a framework that allows the application of the WGS-84 to a given position and to which all coordinates are linked.
Note 2. - Specifications for the publication of aeronautical data are contained in chapter 2 of ICAO Appendix 4 and chapter 3 of ICAO Appendix 15.
Note 3. ― For markers and points with a double function, for example, a waiting point and a missed approach point, it is the highest degree of precision that applies.
2.19.7. Recording, conservation
and data restitution
Military air traffic organizations must keep all records and records relating to the provision of air traffic services for a period of not less than 30 days.
The requirements for the registration, retention and return of data relating to air traffic management are defined by interdepartmental order (2).
Records and records relating to an event, incident, accident or offence must be kept at least until the investigation is completed.
2.20. Coordination between the competent authority
Meteorology Services and Competent CAM Authority
2.20.1. Arrangements
In order to ensure that aircraft receive the latest meteorological information required for operation, arrangements are made, as appropriate, between the competent authority of the meteorology services and the competent authority for the military air traffic personnel:
(a) In addition to the use of remote measurement indicators, reports, if observed by military air traffic personnel or communicated by an aircraft, other meteorological elements that may be agreed upon;
(b) Report, as soon as possible, to the associated meteorological centre, significant weather events for operation, whether observed by military air traffic personnel or communicated by an aircraft and not mentioned in the aerodrome meteorological observation message;
(c) Provide, as soon as possible, relevant information regarding any pre-eruptive volcanic activity, any volcanic eruption and the presence of a volcanic ash cloud. In addition, it will provide the information to the Meteorological Watch Centre and the Volcanic Ash Advisory Centre (VAC) associated with it.
2.20.2. Coordination among centres
Close coordination is maintained between road control centres and associated weather monitoring centres to ensure consistency of information on volcanic ash included in SIGMET and NOTAM messages.
2.21. Coordination between the aeronautical information authorities and the military air traffic authorities
2.21.1. Arrangements
In order to ensure that the defence agency rendering the aeronautical information services obtains information to provide up-to-date information prior to the flight and to meet the information requirements during the flight, arrangements are made for military air traffic personnel to communicate to it within a minimum period of time:
(a) Information on the conditions of use of the aerodrome;
(b) The operational status of the associated navigation facilities, services and aids in its area of responsibility;
(c) The occurrence of volcanic activities and other natural phenomena observed by air traffic personnel or reported by aircraft;
(d) Any other information considered important to the operation.
2.21.2. Coordination among agencies
Prior to the introduction of any change affecting the air navigation system, the services responsible for the change take into account the timeframes that are necessary for the aeronautical information services organization to prepare and edit the items to be published accordingly. To ensure that this organization receives information in a timely manner, close coordination between the services concerned is therefore necessary.
2.21.3. The AIRAC system
The changes in aeronautical information that have an impact on computerized navigation cards and/or systems are particularly important and must be communicated in accordance with the Aeronautical Information Regulatory and Control System (AIRAC). For the provision of information and raw data to aeronautical information services, military air traffic personnel comply with the pre-established schedule and internationally agreed upon the implementation dates AIRAC, in addition to a 14-day postal period.
2.21.4. Precision specifications
and Integrity of Aeronautical Data
Military air traffic personnel who are responsible for providing raw aviation information and data to aeronautical information services take into account, in this task, the precision and integrity specifications of the aeronautical data contained in Appendix 2 to this annex.
2.22. Minimum flight altitude
Minimum flight altitudes are determined for each of the TACAN routes and CAM routes providing a minimum clearance for the determinant obstacle.
CAM ITIs are normally used in higher airspace. They are usable in lower airspace under certain conditions as a navigation medium.
2.23. Service to provide emergency aircraft
2.23.1. Particular attention
to be granted to an emergency aircraft
An aircraft that is known or believed to be in a state of emergency, including an aircraft that is the subject of an unlawful operation, has maximum attention and assistance and has priority over other aircraft under the circumstances.
As soon as it is aware that an aircraft is in a state of emergency, the CAM service agency alerts the Rescue Coordination Centre (SARC) in accordance with established procedures.
To indicate that it is in a state of emergency, an aircraft with a transponder may proceed as follows:
(a) Use the transponder on mode 3/A, code 7700; or
(b) Use the transponder on mode 3/A, code 7500, to expressly state that it is the subject of an unlawful intervention.
2.23.2. Cases of unlawful intervention
When an aircraft is known or believed to be the subject of unlawful intervention, military air traffic organizations notify the National Air Operations Centre (CNOA) and respond promptly to the aircraft's requests. Flight safety information continues to be transmitted to the aircraft and the necessary steps are taken to speed up the execution of all phases of the flight and, above all, to allow the aircraft to land safely.
2.23.3. Reserved
2.24. Flying situations
2.24.1. A lost or unidentified aircraft
In this paragraph, the terms "emerged aircraft" and "unidentified aircraft" have the following meanings:
(a) Lost air. Aircraft that differed significantly from its planned trajectory or signals that it does not know its position.
(b) Unidentified aircraft. Aircraft that has been observed or reported as flying in a given area, but whose identity has not been determined.
A single aircraft may be considered simultaneously by an organization as "strashed" and by another body as "unidentified".
An uneven or unidentified aircraft may be considered to be the subject of unlawful intervention.
2.24.1.1. Lost air:
As soon as a military air traffic organization knows that an aircraft is lost, it shall take all necessary measures specified in 2.24.1.1.1 and 2.24.1.1.2 to assist the aircraft and to ensure the safety of the flight.
It is particularly important that an air traffic service organization provide navigation assistance to an aircraft that is known to it to be lost, or is about to be lost, in an area where there is a danger to its safety.
2.24.1.1.1. If the aircraft's position is not known, the military air traffic services agency:
(a) endeavour to establish bilateral communications with the aircraft, unless such communications are already established;
(b) Use all available means to determine the position of the aircraft;
(c) Informs other agencies of the air traffic services responsible for the areas in which the aircraft has been or may be misplaced, taking into account all factors that might have influenced the aircraft's navigation in these circumstances;
(d) Inform, in accordance with local procedures, appropriate military organizations (including the CEB) and provide them with flight plan data and other relevant data related to the misleading aircraft;
(e) Requests the organizations mentioned above and other aircraft in flight to assist to the extent possible in establishing communication with the aircraft and in determining its position.
2.24.1.1.2. When the aircraft's position has been determined, the military air traffic services agency:
(a) Notify the aircraft of position and corrective action to be taken;
(b) Provides, as appropriate, the other appropriate air traffic services organizations with relevant information on the misleading aircraft and any notices given to it;
(c) Notify CEB.
2.24.1.2. Unidentified aircraft:
As soon as a military air traffic service organization knows that an unidentified aircraft is in the airspace portion of which it is responsible, it strives to determine the identity of the aircraft. To this end, the military air traffic services agency shall take the following measures appropriate under the circumstances:
(a) It strives to establish bilateral communications with the aircraft;
(b) He is aware of the flight to other air traffic services organizations in the flight information region and requests them to assist in establishing bilateral communications with the aircraft;
(c) He enquired about the flight to air traffic services organizations that serve the contiguous flight information regions and asked them to help establish bilateral communications with the aircraft;
(d) He tries to obtain information from other aircraft in the region;
(e) It informs the National Centre for Air Operations (CNOA).
2.24.1.3. Reserved.
2.24.2. Interception of aircraft
Interception of aircraft is subject to specific texts and instructions.
2.25. Importance of time in services
Military Air Traffic
2.25.1. Time use
Military air traffic organizations use the Universal Coordinated Time (UTC) and indicate time in hours and minutes, with a day of 24 hours commencing at midnight.
2.25.2. Time visualization
Military air traffic organizations are equipped with clocks that indicate hours and minutes and are clearly visible from each operating station in the organization concerned.
2.25.3. Time check
Timekeeping and other time recording systems for air traffic services organizations are verified as required to ensure that their indications are accurate to 30 seconds from UTC time.
Air traffic organizations that use data-link communications verify, as appropriate, their clocks and other time-recording systems to ensure that their indications are accurate to one second from UTC time.
2.25.4. The exact time
The exact time is given by a station fixing the official time or, if impossible, by another organization that gets the exact time of a station fixing the official time.
2.25.5. Time communication
Military air traffic organizations indicate the exact time on request. Time is checked at about half a minute.
2.26. Establishment of import specifications
and use of transponders signaling altitude-pressure
Specifications of port of transponders signaling altitude-pressure in certain defined portions of the air space are established in:
(a) The amended decision of 21 June 2001 on communication, navigation, surveillance and anti-icollision equipment installed on board aircraft flying in the flight information regions of Metropolitan France;
(b) The amended decision of June 21, 2001 on communications, navigation, surveillance and anti-icollision equipment installed on aircraft flying in overseas airspace operated by the French administration.
2.27. Reserved
2.28. Common reference systems
2.28.1. Horizontal reference system
The global geodetic system ― 1984 (WGS-84) is used as a horizontal reference system (geodesics) for air navigation. The reported aeronautical coordinates (latitude and longitude) are expressed according to the geodetic reference WGS-84.
2.28.2. Vertical reference system
The average level of the sea (MSL), which gives the relation between the height related to gravity (altitude) and a surface called geloid, is used as a vertical reference system for air navigation.
2.28.3. Time Reference System
2.28.3.1. System used:
The time reference system used for air navigation is the Gregorian calendar and the coordinated universal time (UTC).
2.28.3.2. Reserved.
2.29. Language skills
2.29.1. Principle
Military air traffic service providers ensure that military air traffic controllers speak and understand the languages used for radiotelephone communications.
2.29.2. Reserved
2.30. Exceptional measures
Military air traffic authorities develop and promulgate contingency plans to be implemented in the event of disruption or risk of disruption, general air traffic services and support services in the airspace where they are required to provide these services. These plans are, if necessary, developed with the assistance of the authorities of the general air traffic services and ICAO, in close coordination with the authorities of the air traffic services responsible for providing these services in the adjacent parts of this space as well as with the users of the relevant air space.
2.31. Replacement plan
A replacement plan is the resumption of the functions of a CDC by another CDC. It is designed to offset the service failure of a CDC and mitigate constraints on controlled air operations.
The replacement plan is accompanied by limitations and/or restrictions. The various replacement plans are published in a specific document.
3.1. Beneficiaries
The military air traffic control service is not necessarily linked to a specified air space structure or status. It is insured for the benefit:
(a) Of all CAM I flights and can be rendered in all airspace;
(b) CAM T flights in a reserved airspace;
(c) CAM V flights in the airspace of classes A, B, C or D;
(d) Of all special CAM V flights;
(e) Of the total aerodrome circulation of controlled aerodromes.
In addition, aircraft operating under the rules of the CAM may benefit from the control service on the part of the general air traffic control bodies in accordance with the terms set by joint orders and specified, if necessary, by letters of agreements or protocols passed between the administrations for designated air spaces.
3.2. Implementation of the monitoring service
Military Air Traffic
The various functions of the military air traffic control service described in 2.3 are performed by different agencies:
(a) On-going control:
- by a detection and control centre (CDC);
- by a Military Coordination and Control Centre (CMCC);
- by an approach control centre (PAA) in certain cases defined.
(b) Approach control:
- by an approach control centre;
- by an aerodrome control tower;
- by a detection and control centre in certain defined cases;
- by other designated bodies.
(c) Aerodrome control:
- by an aerodrome control tower;
- by other designated bodies.
(d) Control of test, reception and technical flights:
― by a Receipt Test Centre (CER).
(e) Control of specific activities related to training of forces and operational missions:
– by any CAM control body, depending on the specific constraints of each activity.
3.3. Operation of the control service
Military Air Traffic
3.3.1. Principle
In order to ensure the military air traffic control service, an air traffic control agency:
(a) Receives information on planned aircraft movements and modifications made to each aircraft and is continuously familiar with the position of each aircraft, using a radar set or any other equivalent means or using pre-established procedures;
(b) Determines, based on the information received, the relative positions of the aircraft reported;
(c) Deliver clearings and information to aircraft under its control to prevent collisions and order air traffic;
(d) Coordinates its clarity with other air traffic organizations:
1. Each time an aircraft would be at risk without this to interfere with traffic under the control of these other organizations;
2. Before transferring control of an aircraft to these other organizations.
The methods used by military air traffic control agencies to prevent collisions between controlled aircraft are:
(a) Separation;
(b) Traffic information.
3.3.2. Movement visualization
Air movement information, as well as air traffic control authorizations granted for these movements, is displayed so that air traffic control can easily analyze them, and efficiently ensure the air traffic delivery and proper separation between aircraft.
3.3.3. Reserved
3.3.4. Beneficiaries of separation
Organizations designated to render the CAM control services shall ensure separation:
(a) CAM I flights against CAM I flights, CAM T flights and IFR flights throughout the airspace;
(b) CAM I flights from CAM V to VFR flights:
1. In Class A airspace, if the visual flight has obtained an exemption to enter and evolve into that space and if the separation is required under the conditions explicitly defined by that exemption;
2. In Class B, C, E, F and G airspaces.
(c) CAM I flights against special CAM V flights and special VFR flights in CTRs;
(d) CAM I flights over night CAM V flights and night VFR flights;
(e) CAM V flights against all known or observed flights:
1. In Class A airspace, if the visual flight has obtained an exemption to enter and evolve into that space and if the separation is required under the conditions explicitly defined by that exemption;
2. In Class B airspace.
(f) CAM V flights against CAM I flights, CAM T flights and IFR flights in Class C airspace;
(g) Special CAM V flights against CAM I flights and IFR flights in CTRs;
(h) Night CAM V flights to all known or observed flights:
1. In Class A airspace, if the visual flight has obtained an exemption to enter and evolve into that space and if the separation is required under the conditions explicitly defined by that exemption;
2. In Class B airspace.
(i) Night CAM V flights to CAM I flights, CAM T flights and IFR flights in Class C and D airspaces;
(j) Night CAM V flights to CAM I and IFR flights in Class E and F airspaces;
(k) CAM T flights against all known or observed flights in Class A, B, C and D airspaces;
(l) Between all flights on the runway of a controlled aerodrome.
3.3.5. Means to ensure separation
An air traffic control body ensures the separation by at least one of the following means:
(a) Vertical separation, obtained by the assignment of different levels determined by the table of the appropriate flight levels of the CAM rules (Appendix F of the RCAM).
However, the alignment between levels and road, as prescribed in this appendix, applies only if there is no indication to the contrary given in appropriate aeronautical information publications or air traffic control authorizations;
(b) Horizontal separation, obtained by ensuring:
1. Longitudinal separation, obtained by maintaining an interval of time or distance between aircraft flying on the same road, on convergent roads or in opposite directions; or
2. A lateral separation, obtained by maintaining aircraft on different routes or in different geographic areas;
(c) Separation using radar;
(d) Separation by reservation of an air space.
3.3.6. Beneficiaries of traffic information
Designated air traffic control organizations provide traffic information:
(a) CAM I flights to VFR and CAM V flights in Class D airspace;
(b) To CAM V flights in respect of CAM V flights and VFR flights in Class C airspace;
(c) CAM V flights to all known or observed flights in Class D, E and F airspaces;
(d) To special CAM V flights against special VFR and CAM V flights in CTRs;
(e) At night CAM V flights over night CAM V flights and night VFR flights in Class C, D, E and F airspaces;
(f) All flights belonging to the airfield traffic of controlled aerodromes.
3.3.7. Content of traffic information
Military air traffic agencies responsible for providing traffic information do not ensure separation between the flights concerned.
Traffic information is the information provided to a pilot by an air traffic services organization to warn that other aircraft, whose presence is known or observed, may be located close to their intended position or route, in order to help them avoid a collision.
The choice of possible manoeuvres to avoid collisions remains the responsibility of pilots under air rules.
If this is materially possible, the information on the aircraft concerned shall be issued in the following form and order:
(a) Position of the other aircraft or a group of aircraft:
1. Relative position (gission and distance); or
2. Estimated position (removal and distance from a significant point) and corresponding estimated time;
3. Characteristic position on a specified path or in the aerodrome circuit;
(b) Sense of known or estimated displacement;
(c) Type of aircraft;
(d) Relative vertical position;
(e) Evolution in the vertical plane.
Note. ― When it comes to providing traffic information on a device with several aircraft operating under the CAM rules, the traffic information provided to other aircraft is for the entire device.
3.4. Minimum separation
3.4.1. Selection of minimum separation
The minimums of separation applicable in a specified portion of the airspace are selected from the minimums prescribed by the provisions of the "CAM services procedures" that are applicable to the cases considered.
3.4.2. Details of minimum separation
Details of the selected minimum separation and corresponding application areas are notified:
(a) To interested air traffic agencies; and
(b) Pilots and staffs and directions through aeronautical information publications.
3.5. Accountability
3.5.1. Liability of control of a given flight
At any time, a particular flight is under the control of only one military air traffic control agency.
3.5.2. Liability of control in a portion of airspace
The control of all CAM aircraft in a given portion of airspace is the responsibility of a single designated air traffic control agency to render services in that airspace.
However, the control of an aircraft or a group of aircraft may be delegated to other air traffic control organizations, provided that the coordination between the air traffic control bodies concerned is planned and ensured.
Letters of understanding, protocols, orders of operations or specific instructions will formalize this delegation of services and therefore responsibility for control.
The conditions under which the compatibility between the two air, military and general traffic, controlled by a single body or separate organisms is ensured are specified by an order setting the rules for the compatibility of the rules applicable to general air traffic and military air traffic, supplemented, where appropriate, by specific protocols between air traffic organizations.
3.6. Transfer of control
3.6.1. Location and timing of transfer
Transferring an aircraft is to transmit the responsibility of a control body (transfer) to another control body (acceptor).
The transfer of control of an aircraft from a military air traffic control body to another CAM or CAG and vice versa is as follows:
3.6.1.1. Between two organizations providing on-going control:
The control of an aircraft shall be transferred from an organization providing on-going control in its area of responsibility to the organization providing on-going control in an adjacent area of responsibility in accordance with the provisions defined in the letters of agreement between the organizations concerned.
3.6.1.2. Between an organization providing on-going control and an organization providing approach control, or between two organizations ensuring approach control:
The control of an aircraft is transferred from an organization that provides on-going control to an organization that provides approach control or vice versa, or between two organizations that provide approach control, in accordance with the provisions set out in the letters of understanding between the organizations concerned.
3.6.1.3. Between an organization providing approach control and an aerodrome control tower:
3.6.1.3.1. Aircraft on arrival :
The control of an aircraft upon arrival is transferred from the approach control body to the aerodrome control tower:
(a) When the aircraft is near the aerodrome; and
1. Whether it is estimated that it will be able to carry out the approach and landing, or
2. It is in uninterrupted flight weather conditions; or
(b) When the aircraft is at a specified point or level, as specified in the letters of understanding or instructions of the air traffic services organization; or
(c) When the aircraft landed.
3.6.1.3.2. Aircraft at the start:
Flight control is transferred from the aerodrome control tower to the approach control organization:
(a) When the visual meteorological conditions prevail in the vicinity of the aerodrome:
1. Before the aircraft leaves the aerodrome; or
2. Before the aircraft enters instrument meteorological conditions; or
3. When the aircraft is at a specified point or level,
as specified in the letters of understanding or instructions of the air traffic services organization;
(b) When instrument meteorological conditions prevail over the aerodrome:
1. Immediately after the aircraft took off; or
2. When the aircraft is at a specified point or level,
as specified in the letters of understanding or instructions of the air traffic services organization.
3.6.1.4. Between control positions within the same air traffic control body:
The control of an aircraft is transferred from one control position to another within the same air traffic services agency at a point, level or time specified in the local records of that organization.
3.6.2. Coordination of transfer
3.6.2.1. Transfer Agreement:
The control of an aircraft is not transferred from an air traffic control body to another body except with the consent of the accepting control body; this agreement is obtained in accordance with the provisions of 3.6.2.2, 3.6.2.2.1, 3.6.2.2.2 and 3.6.2.3.
3.6.2.2. Provision of appropriate elements:
The transfer control body shall communicate to the accepting control body the appropriate elements of the current flight plan and any other information relevant to the requested transfer.
3.6.2.2.1. In the case of a radar transfer of control, the information relevant to this transfer includes, inter alia, the radio code, the position, heading, flight level, transponder code, and, where applicable, the general number and speed of the aircraft, based on radar observations made immediately before the transfer.
The transfer is made when the accepting agency has agreed and has established the radio link with the aircraft.
3.6.2.2.2. In the case of a non-tariff transfer, information relevant to this transfer includes position information, location of the transfer point, estimated time, level of flight on this point and other information required.
The transfer is made when the accepting agency has agreed and has established the radio link with the aircraft.
3.6.2.3. Acceptance of the transfer:
The accepting control body:
(a) Indicates whether it is possible to accept the control of the aircraft under the conditions specified by the transfer control body, unless, under a prior agreement between the two organizations concerned, the absence of an indication of that type does not mean acceptance of the specified conditions; or it indicates any modifications that are necessary to make to these conditions;
(b) Please specify any other information or other authorization for a subsequent phase of the flight that it considers necessary to communicate to the aircraft at the time of transfer.
3.6.2.4. Confirmation of the transfer:
Unless otherwise agreed by the two organizations concerned, the accepting control body shall notify the transfer control body as soon as it has established bilateral voice and/or data link communications with the aircraft concerned and assumes control of the aircraft.
3.6.2.5. Coordination procedures:
The applicable coordination procedures, including control transfer points, are specified in letters of agreement or instructions.
3.6.2.6. Auto-transfer:
The self-transfer procedure applies to aircraft operating under the CAM rules and to be transferred between two CAM control bodies.
If the link cannot be established between the organizations concerned, the pilot, upon authorization from the transfer agency, contacts the accepting body. It maintains listening to the radio frequency of the transferring organism that retains control responsibility. This procedure is called "auto-transfert".
The self-transfer is completed when the pilot announces to the transferring body its consideration by the accepting body.
3.7. Authorizations of control
Air Traffic (or Clearance)
Air traffic control authorities are the sole purpose of ensuring the air traffic control service.
3.7.1. Authorization content
3.7.1.1. An air traffic control authorization includes:
(a) Identification of the aircraft indicated in the flight plan;
(b) The authorization limit;
(c) The road, area or portion of air space as applicable;
(d) The flight level(s) for all or for the different parts of the flight and level changes, if necessary;
(e) Any other necessary instructions or information on matters such as approach or departure manoeuvres, communications and possibly the expiry time of the authorization.
3.7.1.2. Standard departure and arrival routes:
Standard departure and arrival routes, as well as corresponding procedures, may be established when necessary to facilitate:
(a) Safe, orderly and fast air traffic delivery;
(b) Description of the road and procedures to be followed in the authorizations.
3.7.2. Reserved
3.7.3. Collation
3.7.3.1. Approvals and instructions:
The flight crew shall repeat to the air traffic controller the portions of the clearances and control instructions provided in phony that are of interest to safety. The following elements are always glued:
(a) Road, area or air space authorization as applicable;
(b) Authorizations and instructions to enter a runway, land there, take off, wait before the runway, cross it or climb it;
(c) Track in service, altimeter setting, transponder code, level, heading, speed and, transition levels when indicated by the controller.
3.7.3.1.1. Other authorizations or instructions, including conditional authorizations, are collated or are acknowledged to be received so that they are clearly understood and respected.
3.7.3.1.2. The controller listens to the collation to ensure that the flight crew has received and understood the authorization or instruction, and immediately intervenes to correct any discrepancies that may be revealed by the collation.
3.7.3.2. Reserved.
3.7.4. Coordination of authorities
Air traffic control authorizations are coordinated between air traffic control agencies for the entire route to be followed by an aircraft or for a specified part of that road.
When this coordination has not been carried out or is not possible, the aircraft is only authorized to the point where coordination is certain; at this point or before reaching this point, the aircraft receives a new authorization with waiting instructions, if applicable.
3.7.5. Military air traffic flow regulation
Specific flow control measures may be put in place by the agencies responsible for the service of the control of military air traffic, for reasons related to the management of traffic or defence requirements.
3.7.5.1. Regulation:
A CAM air traffic management is instituted for the airspace where the demand exceeds, or will exceed, as forecasted, the declared capacity of the military air traffic control services concerned.
3.7.5.2. Reserved.
3.7.5.3. Control management:
When a CAM control agency finds that it is impossible for it to deliver other aircraft within a given timeframe in a given point or area, in addition to those already accepted or that it can only accept them at a certain level, it informs the other interested bodies. To the extent possible, it provides an expected time of completion of flow control measures. Aircraft moving to this point or to that area are also advised of planned delays or restrictions imposed.
3.8. Control of the movement of persons
and vehicles on aerodromes
3.8.1. Circulation of persons or vehicles
The movement of persons or vehicles, including towed aircraft, on the manoeuvring area of an aerodrome is controlled by the aerodrome control tower to avoid any risk to themselves or for aircraft landing, ground rolling or off.
3.8.2. Vehicle separation and priority rules
Vehicle separation and priority rules:
(a) The number of persons and vehicles on the operating area of an aerodrome is limited to the minimum and is taken into account, in particular, the protection specifications for ILS sensitive areas where precision approaches are underway;
(b) The minimum separation between a vehicle and an aircraft operating on the surface is prescribed by local operating instructions.
3.8.3. Priority of emergency vehicles
Emergency vehicles that are heading to a distressed aircraft have priority over any other surface movement.
3.8.4. Other vehicles
Subject to the provisions of 3.8.3, all vehicles including vehicles towing an aircraft comply with the instructions given by the aerodrome control tower.
3.9. Reserved
3.10. Reserved
4.1. Implementation
4.1.1. The flight information service
The purpose of the flight information service is to provide the pilot with the available advice and information necessary to carry out his or her mission.
The flight information service is provided:
(a) Aircraft that benefit from the military air traffic control service by the body responsible for the operation of the CAM control service; or
(b) For the benefit of other aircraft by all agencies responsible for rendering the services of the CAM.
However, he does not relieve the pilot of any of his responsibilities; It is his ultimate responsibility to make a decision regarding the course of his flight.
4.1.2. Priority for control
When a military air traffic service organization provides both the flight information service and the air traffic control service, the air traffic control service has priority over the flight information service.
However, under certain conditions, aircraft may need, during the final approach, landing, take-off and climbing, to receive, without delay, essential information other than those under the Air Traffic Control Service.
4.2. Scope of flight information service
4.2.1. Information under the flight information service
The flight information service includes the following:
(a) SIGMET and AIRMET information;
(b) Information concerning any pre-eruptive volcanic activity, any volcanic eruption and the presence of volcanic ash clouds;
(c) Information on the release of radioactive material or toxic chemicals into the atmosphere;
(d) Information on changes in the state of operation of navigation aids;
(e) Information on changes in the state of aerodromes and related facilities and services, including information on the state of the aerodrome movement areas when their characteristics are modified by the presence of snow, ice or a significant water thickness;
(f) Information on unmanned free balloons;
(g) Information on changes in the nature of military air traffic services and the conditions under which they are provided;
(h) Information on the activity of prohibited, dangerous and regulated areas;
(i) Information on the presence of birds on an aerodrome and in the vicinity of it;
(j) Information on the position of the aircraft and the road followed or the deviations from the intended route or path.
Finally, any other information that may affect security.
4.2.2. Information provided to aircraft in flight
The flight information service provided on flights includes, in addition to the information indicated in 4.2.1, relevant information:
(a) Meteorological conditions observed or forecast at departure, destination and clearance aerodromes;
(b) collision risks for aircraft operating in Class G airspace; this information only refers to aircraft known to be present and that may constitute a collision risk for the informed aircraft; they are sometimes incomplete and the services of the military air traffic are not required to issue them at any time or to be responsible for their accuracy;
(c) Manoeuvre suggestions to reach a point or track or to help prevent an aircraft collision;
(d) For flights over water, where possible and when requested by a pilot, all available information on surface buildings in the area, for example: radio call indication, position, true road, speed, possibly engaged air volume, etc.
4.2.3. Special flight records
Military air traffic agencies shall provide special flight reports to other interested aircraft, associated meteorological centre and other interested organizations as soon as possible.
A phenomena encountered or observed that motivates the issuance of a special flight report: strong turbulence, strong icing, strong orographic wave, hailless storm, hailstorm, strong dust or sand storm, volcanic ash cloud, pre-eruptive volcanic activity or volcanic eruption).
4.2.4. Speciality for the CAM V
In addition to the information provided in 4.2.1 and 4.2.2, the flight information service provided to aircraft operating in CAM V includes, upon request of the pilot, information available on traffic and weather along the road where these conditions may make it impossible to continue the flight under visual flight rules.
4.3. Disseminations of the information service
flight to operation
4.3.1. Implementation
Meteorological information and operational information on navigation aids and aerodromes, which are included in the flight information service messages, are provided, whenever available, in an integrated operational form.
4.3.2. Reserved
4.3.3. Reserved
4.3.4. Automatic Information Service Disseminations
terminal area by voice link (ATIS-voix)
4.3.4.1. Composition:
The distributions of the terminal area information service by voice link (ATIS-voix) are provided on aerodromes where it is necessary to reduce the volume of communications on air-to-ground VHF channels of CAM services organizations. When insured, these broadcasts include:
(a) A diffusion intended for aircraft on arrival; or
(b) A diffusion destined for aircraft at departure; or
(c) A broadcast intended for both arrival and departure aircraft; or
Only the case c is practiced on defense aerodromes.
(d) On aerodromes where the duration of the broadcast intended for both arrival and departure aircraft would be excessive, two broadcasts intended for one on arrival aircraft, the other on departure aircraft.
4.3.4.2. Principle:
ATIS-voix broadcasts are performed, whenever possible, on a separate VHF frequency. If a separate frequency is not available, the broadcast may be carried out on the radiotelephone channel(s) of the aid or aids to navigation of the most appropriate terminal area, preferably a VOR, provided that the scope and legibility are adequate and that the signal of identification of aid to navigation is inserted in the diffusion so as not to hide it.
4.3.4.3. Radio-telephone broadcasting:
ATIS-voix broadcasts are performed on dedicated radio channels.
4.3.4.4. Procedure:
Every time an ATIS-voix service is provided, the broadcast is continuous and repetitive.
4.3.4.5. To:
The information contained in the current broadcast is immediately communicated to the CAM service agency responsible for providing aircraft with information on approach, landing and take-off.
4.3.4.6. Languages used:
ATIS-voix broadcasts on aerodromes are available in English and French.
4.3.4.7. Reserved.
4.3.4.8. Duration of message:
The ATIS-voix message broadcast does not exceed, if possible, 45 seconds, and it is ensured that the readability of the ATIS message is not affected by the speed of transmission or by the identification signal of a navigation aid used for the transmission of ATIS messages. The broadcast ATIS message takes human performance into account.
4.3.5. Reserved
4.3.6. Automatic terminal area information service
4.3.6.1. Principle:
Every time an ATIS-voix service is provided:
(a) The information provided refers to a single aerodrome;
(b) The information provided is updated as soon as noticeable change occurs;
(c) It is the responsibility of CAM agencies to draft and disseminate the ATIS message;
(d) Each ATIS message is designated by an identifier consisting of a letter from ICAO's code of inquiry. These identifiers are assigned to successive ATIS messages in alphabetical order;
(e) Aircraft acknowledge receipt of information as soon as they establish communication with the CAM service agency, which, as the case may be, ensures approach control or aerodrome control;
(f) When responding to the message described in (e) above or, in the case of an aircraft upon arrival, at another time possibly prescribed by the competent authority, the CAM service agency shall communicate to the aircraft the altimeter setting in force;
(g) Weather information is extracted from local regular or special weather observation messages.
4.3.6.2. Weather information:
When, as a result of the rapid evolution of weather conditions, it is undesirable to include weather observations in ATIS information, ATIS messages indicate that the necessary weather information will be provided from the first contact with the appropriate CAM service organization.
4.3.6.3. Special case of altimeter calibration:
It is not necessary to transmit individually to each aircraft the information contained in an existing ATIS message that has been received by that aircraft, with the exception of altimeter calibration, which is communicated in accordance with 4.3.6.1, paragraph f.
4.3.6.4. Update:
If an aircraft acknowledges receipt of an ATIS message that is no longer in force, any information required for an update is forwarded to that aircraft without delay.
4.3.6.5. Content of messages:
The content of ATIS messages is as brief as possible and the information in addition to the information specified in 4.3.7 to 4.3.9, e.g. information already provided in aeronautical information publications (AIP) or NOTAM, is transmitted only if exceptional circumstances warrant it.
4.3.7. ATIS for aircraft on arrival and departure
ATIS messages that contain information for both arrival and departure aircraft contain the following information in the order indicated:
(a) Name of aerodrome;
(b) Arrival indicator;
(c) Reserved;
(d) ATIS identifier;
(e) Check-in UTC time, if applicable;
(f) Types of approach to be forecast and/or starting indicator;
(g) Track(s) in service, state of the stopping device that constitutes a possible danger, if any;
(h) Significant conditions on the surface of the runway and, where applicable, braking performance;
(i) Waiting period, if applicable;
(j) Transition level, where applicable;
(k) Other essential information for operation;
(l) Wind direction and speed on the surface, including significant variations, and, where surface wind measurement sensors are available specifically related to sections of the runway(s) in service and if operators need information, track indication and track sections to which the information applies;
(*) (m) Visibility and, where applicable, RVR;
(*) (n) Present time;
(*) (o) Clouds below the highest of the following two altitudes: 1,500 m (5,000 ft) or the highest minimum area altitude; cumulo-nimbus; if the sky is invisible, vertical visibility when this information is available;
(**) p) Air temperature;
(q) Dew point temperature;
(r) Altimetric calibration(s);
(s) Any information available on significant meteorological phenomena in the initial approach and climbing areas, including wind shearing, and information on recent meteorological phenomena of importance to operation;
(t) Trend forecast, if available;
(u) Specific ATIS instructions;
(v) Application of the "cold temperatures" correction.
4.3.8. ATIS for aircraft on arrival
ATIS messages that contain only information for aircraft on arrival contain the following information in the order indicated:
(a) Name of aerodrome;
(b) Arrival indicator;
(c) Reserved;
(d) Indicative;
(e) Time of observation, if applicable;
(f) Types of approach to be expected;
(g) Main landing path(s); condition of the stopping device that constitutes a possible danger, if any;
(h) Significant conditions on the surface of the runway and, where applicable, braking performance;
(i) Waiting period, if applicable;
(j) Transition level, where applicable;
(k) Other essential information for operation;
(l) Wind direction and speed on the surface, including significant variations, and, where surface wind measurement sensors are available specifically related to sections of the runway(s) in service and if operators need information, track indication and track sections to which the information applies;
(*) (m) Visibility and, where applicable, RVR;
(*) (n) Present time;
(*) (o) Clouds below the highest of the following two altitudes: 1,500 m (5,000 ft) or the highest minimum area altitude; cumulo-nimbus; if the sky is invisible, vertical visibility when this information is available;
(**) p) Air temperature;
(q) Dew point temperature;
(r) Altimetric calibration(s);
(s) Any information available on significant meteorological phenomena in the initial approach and rise area, including wind shearing, and information on recent meteorological phenomena of importance to operation;
(t) Trend forecast, if available;
(u) Specific ATIS instructions
(v) Application of the "cold temperatures" correction.
4.3.9. ATIS for departure aircraft
The ATIS messages that contain only information for the departure aircraft contain the following information in the order indicated:
(a) Name of aerodrome;
(b) Departure indicator;
(c) Reserved;
(d) Indicative;
(e) Time of observation, if applicable;
(f) Track(s) to be used for take-off; condition of the stopping device that constitutes a possible danger, if any;
(g) Significant conditions on the surface of the runway (or runways) to be used for take-off and, where applicable, braking performance;
(h) Time for departure, if applicable;
(i) Transition level, if applicable;
(j) Other essential information for operation;
(k) Wind direction and speed on the surface, including significant variations, and, where surface wind measurement sensors are available specifically related to the sections of the runway(s) in service and if operators need information, track indication and track sections to which the information applies;
(*) l) Visibility and, where applicable, RVR;
(*) (m) Present time;
(*) (n) Clouds below the highest of the following two altitudes: 1,500 m (5,000 ft) or the highest minimum area altitude; cumulo-nimbus; if the sky is invisible, vertical visibility when this information is available;
(o) Air temperature;
(**) (p) Dew point temperature;
(q) Altimetric calibration(s);
(r) Any information available on significant weather events in the initial climbing area, including wind shearing;
(s) Trend forecast, if available;
(t) Specific ATIS instructions,
(u) Application of the "cold temperatures" correction.
4.4. Reserved
4.5. Automatic Information Response (RAI)
Automatic Information Responder Emissions (RAI) are ensured when it is necessary to bring to the attention of users information concerning, inter alia, the absence of activity or service rendered in an air space (regulated areas, controlled spaces). The automatic information answerer works on the normal call frequency of the body.
4.6. Aerodrome Flight Information Service (AFIS)
The aerodrome flight information service (AFIS) is provided by an AFIS organization set up on an uncontrolled aerodrome to provide flight information service to aircraft operating in the airfield traffic. An aerodrome controller may also provide this service outside the published activity schedules of the control body.
4.7. Self-information
Self-information is based on a position report issued by an aircraft for the purpose of guiding sky surveillance and facilitating the prevention of collisions between aircraft.
Self-information procedures are published in MILAIP France.
5.1. Implementation of the Alert and Assistance Service
5.1.1. Beneficiaries
The alert and assistance service is provided:
(a) All aircraft to which the air traffic control service is provided;
(b) Any other aircraft that provided a flight plan;
(c) Any aircraft that is known or believed to be the subject of unlawful intervention;
(d) Any aircraft that did not provide a flight plan, where an air traffic authority considers that it has sufficient evidence to doubt the safety of the aircraft or its occupants.
5.1.2. Assistance
The purpose of the assistance is to assist in the conduct of an aircraft in difficulty.
It is provided to aircraft operating under the CAM rules whose difficulties are reported to a CAM agency.
Assistance to the benefit of aircraft operating under the CAG rules that are reported to be in difficulty is carried out as part of assistance to persons in danger.
5.1.3. Organizations responsible for ensuring
the Alert and Assistance Service
When an aircraft in contact with an agency responsible for rendering the services of the CAM is in trouble, the CAM immediately notify the rescue coordination centre (CCS) concerned.
CCS serves as a gathering centre for all information relating to aircraft in difficulty in their area of jurisdiction.
In addition, all of the CAM's control departments make the aircraft support service in flight based on their capabilities.
5.1.4. Special cases
If the urgency of the situation requires it, the local agency responsible for rendering the services of the CAM simultaneously alerts the CCS concerned and the local relief agencies likely to provide immediate assistance and takes the necessary steps to trigger their intervention. It reports to the CEB as soon as possible on the situation and action taken.
5.1.5. Communications
The proposal or the initiation of an emergency phase, in accordance with the detailed table in Appendix 3, shall result in the establishment of an initial message with the aim of providing SAR organizations with the information necessary for the possible conduct of search and rescue operations.
This initial message is transmitted to its recipients by telephone and then confirmed by telegraph.
5.2. Rescue coordination centre alert
5.2.1. Definition of alert phases
Without prejudice to other circumstances that may justify such a measure, the military air traffic agencies shall alert the rescue coordination centres as soon as an aircraft is considered to be in difficulty, in the following cases:
(a) Uncertainty phase (INCERFA):
1. When no communication was received from an aircraft within 30 minutes of the time at which a communication should have been received or the time at which the first unsuccessful attempt to communicate with that aircraft was made, if the last time is prior to the first; or
2. When an aircraft does not arrive within 30 minutes of the last scheduled time of arrival notified to the air traffic agencies or the last scheduled time of arrival calculated by these organizations, if the latter time is after the first time,
unless there is any doubt as to the safety of the aircraft and its occupants.
(b) Warning phase (ALERFA):
1. When, after the uncertainty phase, attempts to enter into communication with the aircraft or requests for information to other appropriate sources did not provide any information on the aircraft; or
2. When an aircraft that has been authorized to land will not land within 5 minutes of the scheduled landing time and no new communication with the aircraft has been established; or
3. When the information received indicates that the operation of the aircraft is compromised, but the possibility of a forced landing is likely,
unless there are conclusive evidence that there is any apprehension about the safety of the aircraft and its occupants; or
4. When known or believed to be the subject of unlawful intervention by an aircraft.
(c) Distress phase (DETRESFA):
1. When, after the alert phase, the failure of new attempts to contact the aircraft and further requests for more widely aired information indicates that the aircraft is likely in distress; or
2. When it is estimated that the aircraft has exhausted its fuel or that the remaining quantity is insufficient to allow it to land safely; or
3. When the information received indicates that the operation of the aircraft is compromised to the extent that a forced landing is likely; or
4. When the aircraft has been informed or is reasonably certain that the aircraft has made or is about to do so,
unless it is reasonably certain that the aircraft and its occupants are not threatened with a serious and imminent danger and do not need immediate assistance.
5.2.2. Notification
The notification includes the following information available in the following order:
(a) INCERFA, ALERFA and DETRESFA, according to the emergency phase;
(b) Organization and person who calls;
(c) Nature of emergency cases;
(d) Significant information from the flight plan;
(e) Organization having established the last contact, time and means used;
(f) Last position statement and how it was prepared;
(g) Colour and distinctive signs of the aircraft;
(h) Dangerous goods transported as cargo, ammunition, pyrotechnics...
(i) Measures taken by the reporting body;
(j) Other useful comments.
The information specified above that is not available at the time the notification is sent to the Rescue Coordination Centre is requested by a CAM body prior to the declaration of a distress phase, if it is reasonably certain that this phase will be reported. The collection of information must in no way delay the transmission of emergency information.
5.2.3. Additional information
In addition to the notification indicated in 5.2.1, the Rescue Coordination Centre shall receive without delay:
(a) Any useful additional information, particularly with respect to the evolution of the state of emergency, following the different phases; or
(b) The indication that the state of emergency no longer exists.
The cancellation of the measures taken by the Rescue Coordination Centre is the sole responsibility of this centre.
5.2.4. Implementation of a support operation
5.2.4.1. Engagement of a support operation:
CAM pilots and oversight bodies are required to distinguish between a simply worrying situation (emergency) and a situation justifying immediate assistance (emergency).
5.2.4.1.1. Emergency state:
An aircraft is in a state of emergency when its safety or that of a person on board is threatened without immediate assistance.
The assistance operation is only undertaken upon request from the pilot.
The state of emergency triggers the alert phase – ALERFA.
5.2.4.1.2. Condition of distress:
An aircraft is in distress when it is in a serious and/or imminent danger and immediate assistance is required.
The assistance operation is initiated immediately.
The distress state triggers the outbreak of the distress phase – DETRESFA.
5.2.4.2. Assistance operation:
Assistance is provided in the form of the flight information service or in a form of the CAM control service in accordance with the prescribed provisions for these services.
Assistance is to undertake the following operations:
5.2.4.2.1. Provide the assisted aircraft, with or without the assistance of another aircraft, with the necessary elements for the continuation or interruption of the flight by helping to perform certain manoeuvres:
(a) Transmission of security information and appropriate instructions: weather, navigation aids, altitude of security, use of rescue manuals, etc.;
(b) Location followed eventually by guidance, regardless of the type of airspace.
5.2.4.2.2. To intercept the aircraft assisted by another aircraft and, if necessary, to assist it until landing in a place chosen or imposed by the circumstances.
These operations are carried out in whole or in part following the evolution of the distress or emergency situation.
5.2.4.2.3. Apart from force majeure, assistance is interrupted only at the request of the assisted pilot or when assistance has been completed.
5.2.4.2.4. As the assistance operation is likely to turn into a SAR operation, the CCS in the area concerned is kept informed of the operation.
5.3. Use of telecommunications facilities
Military air traffic organizations, where appropriate, use all available telecommunications facilities to attempt to enter and remain in contact with the aircraft in difficulty and to obtain news from that aircraft.
5.4. Position map mapping
of aircraft in difficulty
When it is estimated that the state of emergency exists, the route followed by the aircraft in difficulty is drawn to a map to determine the likely future position of the aircraft and its maximum range of action from its last reported position. The roads of other aircraft reported in the vicinity of the aircraft in difficulty are also carried on the map to determine their probable future position and maximum range of action. Depending on the available means of monitoring, equivalent arrangements may be made.
These actions are the responsibility of the Rescue Coordination Centre and any other military air traffic organization directly involved in search and rescue operations.
5.5. Notification
5.5.1. Notification to CCS
When a military air traffic organization considers an aircraft to be in the uncertainty or alert phase, it shall immediately notify the Rescue Coordination Centre.
5.5.2. Notification to the operator
All information provided to the Rescue Coordination Centre is also forwarded without delay to the ANOC, which informs the aircraft's ownership command, where possible.
5.6. Notification to nearby aircraft
of an emergency aircraft
5.6.1. Principle
Where a military air traffic authority considers an aircraft to be in a state of emergency, other aircraft known to be close to the aircraft in a state of emergency are informed as soon as possible of the nature of the emergency, except as provided in 5.6.2.
5.6.2. In case of unlawful intervention
When a military air traffic authority knows or believes that an aircraft is the subject of an unlawful intervention, it is not mentioned the nature of the emergency in air-to-ground ATS communications, unless it has been previously mentioned in the communications from the aircraft in question and it is not certain that such a reference will not worsen the situation.
Appendix 1
SCAM: SPACE CLASSES
ASSURANCE SERVICES AND VOLATION PRESCRIPTIONS
(See Chapter 2, 2.6 and Chapter 3, 3.3.4 and 3.3.5)
In all air space classes, the flight information service and the alert service are provided to all known aircraft. Collision prevention is ensured using the methods described in the table below:
| A | CAM I CAM V (1) CAM T (1) CAM V NUIT (1) | ALL (2) ALL (2) ALL (2) ALL (2) | YES YES YES YES | YES YES YES YES | |
| B | CAM I CAM V CAM T CAM V NUIT | ALL (2) ALL (2) ALL (2) ALL (2) | YES YES YES YES | YES YES YES YES | |
| C | CAM I CAM V CAM T CAM V NUIT | ALL (2) CAM I, T and IFR ALL (2) CAM I, T and IFR | --- CAM V and VFR --- CAM V and VFR night | YES YES YES YES | YES YES YES YES |
| D | CAM I CAM V CAM T CAM V NUIT | CAM I, T and V of night, IFR and VFR night --- ALL (2) CAM I and IFR | CAM V and VFR ALL (2) --- CAM V and VFR night | YES YES YES YES | YES YES YES YES |
| E | CAM I CAM V CAM T CAM V NUIT | ALL (2) --- INTERDIT CAM I and IFR | --- ALL (2) INTERDIT CAM V and VFR night | YES YES (3) --- YES | YES NO --- YES |
| F | CAM I CAM V CAM T CAM V NUIT | ALL (2) --- INTERDIT CAM I and IFR | --- ALL (2) INTERDIT CAM V and VFR night | YES YES (3) --- YES | YES NO --- YES |
| G | CAM I CAM V CAM T CAM V NUIT | ALL (2) --- --- --- | --- --- --- --- | YES YES (3) YES (3) YES (3) | YES --- --- YES |
| (1) Under explicitly defined conditions. (2) On known or observed flights. (3) Listen to a specified frequency. | |||||
Appendix 2
SCAM: QUALITY SPECIFICATIONS
Table 1. Latitude and longitude
| Flight Information Area Limit Points | 2 km (1 NM) reported | Regular |
| Prohibited, regulated or hazardous area limits (excluding region/control area) | 2 km (1 NM) reported | Regular |
| Prohibited, regulated or hazardous area limits (in area/control area) | 100 m calculated | Essential |
| Area limits/control area | 100 m calculated | Essential |
| Navigation aids and road markers, waiting points, STAR/SID points | 100 m measured/calculated | Essential |
| Barriers on the way | 100 m measured | Regular |
| Final approach points/fathers and other essential points/fathers used in instrument approach procedures | 3 m measured/calculated | Essential |
Table 2. Altitude/heighty
| Level crossing height, precision approaches | 0.5 m or 1 ft calculated | Critics |
| Altitude/Head of Barrack Crossing (OCA/H) | Compliance with specifications (Doc 8168) | Essential |
| Barriers on the way | 3 m (10 ft) measured | Regular |
| Distance measuring equipment (DME) | 30 m (100 ft) measured | Essential |
| Altitudes of instrument approach procedures | Compliance with specifications (Doc 8168) | Essential |
| Minimum altitude | 50 m or 100 ft calculated | Regular |
Table 3. Declining and magnetic decline
| VHF navigation aid station delineation used for technical alignment | 1 measured degree | Essential |
| Magnetic NDB navigation aid circuit | 1 measured degree | Regular |
Table 4. Recovery/orientation
| Airway tanning | 1/10 calculated degree | Regular |
| Road and terminal area points | 1/10 calculated degree | Regular |
| Tronçons de route d'entrée/depart de région terminale | 1/10 calculated degree | Regular |
| Instrument approach point | 1/100 degree calculated | Essential |
Table 5. Length/distance/other dimensions
| Line length | 1/10 km or 1/10 of NM calculated | Regular |
| Distance from road markers | 1/10 km or 1/10 of NM calculated | Regular |
| Arrival/departure route length of terminal area | 1/100 km or 1/100 NM calculated | Essential |
| Distance from points of approach to instruments and terminal area | 1/100 km or 1/100 NM calculated | Essential |
Appendix 3
SCAM: DELADE DECLENCHEMENT OF CEREMONY PHASES
Maximum time limits for emergency phases in CAM
You can consult the table, not reproduced below, in
PCAM
PROCEDURES FOR SENDING BODIES
THE SERVICES OF THE AIR MILITARY CIRCULATION
1.1. Controlled CAM flights
Controlled CAM flights are:
(a) All CAM flights to instruments (CAM I);
(b) All tactical CAM (CAM T) flights in reserved airspace;
(c) Some CAM flights in sight (CAM V);
(d) Some CAM/CAG mixed flights.
Each type of CAM flight may be associated with a particular form of the CAM control service that determines the responsibilities between pilot and controller.
1.1.1. Principles
The CAM control service is rendered using one of the following actions:
(a) Guiding;
(b) Monitoring;
(c) Protection (with or without radar aid).
1.1.1.1. The guidance:
The guidance is to provide flight and navigation elements using a radar set or any equivalent means. The pilot remains responsible for the conduct of the aircraft.
The provision of separations, traffic information, flight information and the prevention of collisions with known or observed flights or with the ground and the obstacles are ensured by the control body.
The pilot ensures constant visual surveillance.
In addition, during the flight, transfers of responsibilities between pilots and controllers may be carried out in accordance with the specific instructions issued by the staff or DIrections concerned.
1.1.1.2. Surveillance:
Monitoring is to ensure the proper conduct of the flight:
(a) Using a radar set or any equivalent means:
In this case, the conduct of the mission is carried out by the pilot.
The prevention of collisions with known or observed flights as well as the prevention of collisions with the ground and obstacles and the provision of flight information is the responsibility of the military air traffic control body. It must ensure that the insights it gives respect to the published minimum security altitudes.
The pilot is responsible for the navigation and conduct of the aircraft and ensures constant visual monitoring.
In some configurations (pilot or controller training kit), for the only arrival or departure phases and subject to the existence of published procedures, on the one hand, and Class A to D airspaces or regulated areas, on the other hand, the control service may be rendered using published procedures.
This form of service is reserved for aircraft on departure or arrival, which performs a procedure in an air space managed by an approach control body.
In this case, the pilot is responsible for the aircraft's trajectory, in accordance with the published procedures and its safety with respect to the ground and fixed obstacles.
Safety is the responsibility of the control body that prevents collisions only with respect to aircraft known or observed by application of the rules in the volume of responsibility and the pilot by strict observation of the procedures followed;
(b) Using information transmitted by the pilot or visually recognized as part of the aerodrome traffic.
The control body is responsible for the prevention of collisions on the manoeuvring area and for the prevention of collisions between aircraft in the form of aerodrome traffic information and separation on the runway.
The conduct of the mission remains ensured by the pilot, who then manages safety against the ground and fixed obstacles.
1.1.1.3. Protection (with or without radar aid):
The protection consists of assigning an air space (1) or a route specially assigned to one or more aircraft to separate them from other aircraft, allowing the protection of certain specific activities.
This protection can only be done through an air space or reserved, permanent or temporary route, published or occasionally negotiated. The service ceases as soon as the aircraft leaves the airspace or the itinerary concerned.
The air traffic organization is charged, within the reserved airspace:
(a) Above the control floor or with the help of the radar: prevent collisions against aircraft authorized to penetrate or known or observed and ensure compliance with the limits of the airspace or track of the aircraft in CAM;
(b) Below the control floor or without the help of the radar: from separation with the flights it allowed to enter. This protection must be ensured in the form of segregation of airspace or in the form of allocation of levels or by allocation of time slots on a route (control to procedures). In this case, protection is ensured only by the characteristics of the space considered and its activation brought to the attention of users through aeronautical information.
The conduct of the mission is the responsibility of the pilot. It is responsible for navigation, anti-collision with the surface and obstacles, the strict maintenance of the aircraft within the limits of the airspace or the itinerary used, the conduct of the aircraft and the visual monitoring under the conditions described in subsection 3.2 of the CMA.
In addition, in the course of the flight, transfers of responsibilities between pilots and controllers may be made in accordance with the specific instructions issued by the relevant staff or branches.
1.1.2. Flights CAM I
All CAM I flights are controlled flights.
1.1.3. Flights CAM T
All CAM T flights, in reserved airspace, are controlled flights.
1.1.4. Controlled CAM V flights
An aircraft in CAM V flight benefits from the CAM control service to the extent that:
(a) It flies in a Class A, B, C or D airspace; or
(b) It is part of the aerodrome circulation of a controlled aerodrome; or
(c) He makes a special CAM V flight.
1.1.5. Mixed flights
The same flight may include successive phases of different CAM flight types (CAM I, CAM T or CAM V).
It may also include successive flight phases of different air traffic (CAM and CAG). This is then a mixed flight.
Where safety or circumstances require, at the initiative of the air traffic control body or at the request of the pilot, the aircraft normally flying in a certain type of CAM flight may be temporarily governed by another type of flight. This provision is the subject of an express announcement on the frequency.
1.2. Altimetric calibration
1.2.1. Expression of aircraft position
in the vertical plane
(a) The position of an aircraft in the vertical plane is expressed by the altitude (QNH) if the aircraft is at the transition altitude or below, and by the flight level (Line 1013.25 Hpa) if the aircraft is at the transition level or above;
(b) When an aircraft passes through the transition layer, its position in the vertical plane is expressed by the level of flight if it rises and by altitude if it descends;
(c) The position of an aircraft in the vertical plane is expressed relative to the surface for so-called "very low altitude" flights in the space provided for this purpose;
(d) When an aircraft moves into the aerodrome circuit or makes a final instrument approach, its position in the vertical plane can be expressed by height (QFE line). QFE is mandatoryly added to the height indication.
The QFE used is that of the aerodrome, however, for instrument approaches, the QFE used is that of the runway threshold used:
for all precision approaches;
– for conventional approaches when the threshold is more than 5 m (16 feet) below the aerodrome altitude.
2.1. Preamble
2.1.1. The marine space
The maritime space has two distinct portions: the high seas that do not belong to any national sovereignty and the sea under sovereignty.
The high sea qualifies all parts of the sea that are not included in the territorial sea or the internal waters of a state, nor in the archipelagic waters of an archipelago State. The high sea extends wide from a distance of 12 nautical miles from the base lines of the territory of the state considered.
The territorial sea, the internal waters of a State and the archipelagic waters of an archipelago State are sovereign waters subject to the jurisdiction of a State. The maximum width of the territorial sea is 12 nautical miles from the base line.
2.1.2. Exercise of sovereignty
A State may render air traffic services in areas above the high seas under its jurisdiction, but does not exercise its sovereignty there.
Military activities are free and licit in the airspace above the high seas. In accordance with the United Nations Convention (2) on the Law of the Sea, States enjoy the freedom of flight and navigation in the high seas and exercise these freedoms with due regard to the interest of the exercise of the freedom of the high seas for other States.
The existence of an exclusive economic zone does not occupy these freedoms.
The warships, which are similar to the aircraft, enjoy at the high seas full immunity from jurisdiction over any State other than the flag State.
2.1.3. CAM exercise above the high seas
The provisions set out in this chapter apply to any aircraft operating under the CAM services operating in international airspace above the high seas in addition to the CAM rules.
An aircraft operating in CAM above the high seas shall take due account of the safety of navigation of other air users, including aircraft operating in CAG, to that end:
(a) The rules it applies must be consistent with international rules;
(b) The activities of the CAM taking place above the high seas are, if the mission permits, the subject of information to the foreign riverside states with, if possible, a minimum notice of two days (which in no case constitutes a request for authorization);
(c) Military aerial activities must, to the extent possible, be organized according to the known or predictable density of air traffic in AGCs.
The freedom of a CAM flight on the high seas stops at the entrance of the sovereign waters of a state. The penetration of sovereign airspace is subject to the compatibility rules between CAM and CAG flights, depending on the class of airspace or the area concerned. The application of these does not exempt from obtaining prior authorizations for the penetration of the territory and port of call in force according to international agreements.
2.2. Terms of application of CAM rules
above the high sea inside the French FIR
2.2.1. Class A to D airspace
The penetrations of CAM flights in these spaces are subject to the following:
2.2.1.1. Instrument CAM Flights (CAM I):
(a) Except in exceptional cases or technical impossibility, these flights are coordinated prior to departure from the management agencies of these areas and between the air traffic organizations concerned;
(b) These flights are coordinated in real-time between the instrument CAM aircraft control body and the aircraft traffic organization responsible for the area. If the CAM control body is an on-board or airborne control device, unless it has adequate means to ensure coordination, the relay is provided by a ground air traffic organization (CCMAR, CDC, CMCC, CCER);
(c) The modalities of such coordination may be governed by the implementation of protocols with the air traffic control agencies concerned;
(d) The control service is provided by radar or equivalent means by the CAM control body. Specific procedures may be established between the air traffic organizations concerned to address a possible radio and/or radar failure.
2.2.1.2. CAM V Flights:
(a) To the extent possible, these flights are coordinated with the management organizations of these spaces prior to departure.
(b) Aircraft operating in CAM V apply the CAM rules (chapter 4 of RCAM) and comply with the requirements for space classes A to D (chapter 2 of SCAM).
However, CAM V aircraft are allowed to derogate exceptionally from the space class requirements. In this case, the competent authority is then responsible for the exemption granted.
2.2.1.3. Tactical CAM (CAM T):
(a) These flights are subject to prior acceptance by the management bodies of the relevant areas and to coordination procedures established between them and the relevant agencies of the CAM and the CAG;
(b) Aircraft operating in CAM T are subject to the rules set out in Chapter 6 (CAM Tactical Rules) of the RCAM;
(c) These flights are coordinated in real-time between the tactical organization and the air traffic organization responsible for the space. If the tactical body is an on-board or airborne control device, unless it has the appropriate means to ensure this coordination, the relay is provided by a ground air traffic organization (CCMAR, CDC, CMCC, CCER...);
(d) The modalities of such coordination may be governed by the implementation of protocols with the air traffic control agencies concerned;
(e) Specific procedures are established between the organizations concerned to address a possible radio and/or radar failure.
2.2.2. In hazardous training areas
in the Atlantic and the Mediterranean
Aircraft may carry out all types of CAM flight in hazardous training areas in the Atlantic and Mediterranean, which are published through aeronautical information, in accordance with the specific provisions applicable to these areas.
2.2.3. In Class E to G airspace and outside hazardous training areas in the Atlantic and the Mediterranean
Aircraft in CAM must comply with the obligations referred to in 1.1 and evolve either:
(a) According to the CAM V flight rules;
(b) According to the rules of CAM I, under radar control of a CAM control body;
(c) According to the CAM T rules.
Various national and inter-alloyed operational centres coordinate in part the joint occupation of this marine airspace by the various categories of military air traffic flight (marine patrol aircraft, on-board aviation devices...).
Where there is a potential danger to other air users and, in particular, CAG aircraft, CAM activities are coordinated in accordance with existing general procedures applicable to the national plan.
2.3. Application of CAM flight rules
above the high seas outside the French FIR
The provisions contained in this chapter and relating to the high seas outside the French FIRs are the responsibility of the Ministry of Defence.
2.3.1. In Class A to D airspaces
(a) Information on air operations is provided to the extent possible with a two-day notice to foreign air traffic authorities;
(b) The provisions of paragraph 2.2.1. shall be applied.
At the European level, for scheduled exercises, coordination is carried out with the air traffic organizations involved.
2.3.2. Out of Class A to D airspace
CAM aircraft shall comply with the provisions mentioned in paragraph 2.2.3.
Where these activities are likely to pose a potential danger to other air users and, in particular, CAG aircraft, they are coordinated:
(a) In Europe, according to the procedures defined (coordination via the competent CMA);
(b) Outside Europe with the competent ATS authority, in accordance with the provisions of Annex 11 of the aforementioned International Civil Aviation Convention.
2.4. Provisions applicable to any overflight
warship carrying aircraft
You can consult the table, not reproduced below, in
2.5. Provisions applicable by CAM flights
for any flight of any other ship
In order to ensure the safety of marine navigation in and out of territorial waters, the CAM overflight of any vessel is not recommended at less than 2 NM and 500 feet above sea level (150 metres).
This limitation does not apply to mandated aircraft:
(a) To carry out a monitoring or assistance mission for these vessels;
(b) To carry out a mission to monitor marine pollution or illicit traffic;
(c) To deal with situations of offences defined by the Convention on the Law of the Sea (piracy, terrorism...).
3.1. Preamble
3.1.1. General
Flights "tests, receptions or technical characteristics" are not assimilable either on training flights or on transport flights. They are defined in paragraph 1.2 of the RCAM.
3.1.2. Providers
Where for technical reasons, these flights may not use the services of the CAG or the services of the CAM rendered by the other CAM agencies, they are controlled by the testing and receiving traffic (CER) bodies implemented by the Flight Test Centre (VCE), with the following specificities.
3.1.3. Specificities
3.1.3.1. Flight profiles:
The profiles are characterized by:
(a) Changes in levels and headings that can be numerous and not always predictable;
(b) The often secondary character of navigation;
(c) Special aircraft configurations that sometimes lead to reduced manoeuvring capabilities;
(d) Technical constraints, including on-board and ground testing facilities.
Given these characteristics, "test, reception or technical" flights may be carried out either in reserved airspaces or in cohabitation with other air users.
3.1.3.2. Compatibility of activities:
Compatibility of aeronautical activity "testing, receiving or technical" with other activities in the French airspace is carried out in accordance with the applicable regulations. The relevant agencies use level 1, 2 and 3 coordination to ensure the highest level of flight safety and an acceptable rate of flight success.
The REB agencies are responsible for ensuring compatibility of their activities with those of other air space users.
The use of a CAG aircraft as a plastron will be permitted only after the agreement of the CAG flight controller and the aircraft captain concerned, as directed by the authorities concerned.
3.2. Application of CAM flight rules
for "test, reception or technical" flights
3.2.1. Flight plan
Information on a flight of test, reception or technical character is provided to REB agencies in the form of a flight profile sheet that takes place as a flight plan.
The procedures for the drafting and transmission of these "flight profiles" forms are defined in the specific procedures for the circulation of tests and receipts.
For a flight, part of which is carried out in CAM with an organization other than test and receiving traffic or in CAG, the relevant flight phases are subject to a flight plan.
3.2.2. Interruption of communications
When radio communications are interrupted, the pilot flying "tests, receptions or technical" attempts to restore the radio link to the distress frequency. In the event of failure, it applies one of the procedures described in paragraph 5.1.1.2. of the CJC.
In the absence of a flight plan and when it is able to ensure its flight to the destination aerodrome through autonomous navigation and approach, it:
(a) Displays the transponder code 3/A7600;
(b) Continus the flight to the limits of the clearances received, then in accordance with the specific procedures defined for each of the REB's agencies or in the order of testing;
(c) Performs the arrival, approach and landing procedures that allow the means available to it.
3.2.3. Use of CAM to instruments (CAM I),
(CAM V) and Tactical CAM (CAM T)
Flights "testing, receiving or technical" may be carried out in CAM I, CAM V or CAM T. Weather conditions for these types of flight are met.
The minimum flight altitudes and speeds used are consistent with the general rule. Specific requirements are subject to exemptions granted by the Director of the CEV in accordance with the Civil Aviation Code.
The flight levels provided by the general rule are often unsuitable for "tests, receptions or technical" flights. The use of levels in accordance with the requirements of the tests is negotiated through steps of level 1, 2 or 3.
3.2.4. Use of transponder
The pilot shall continuously display modes and codes, including mode C, from the take-off date, according to the requirements of air traffic organizations.
If the transponder fails, if the failure occurs:
- prior to takeoff, the mission is postponed;
- during the flight, the mission is continued according to the specific procedures defined for each of the REB's agencies.
Aircraft of the same training apply the specific provisions defined during the pre-flight briefing.
Some flights that require cooperation from general air traffic organizations use specific codes that can be viewed by them, as defined in protocols or letters of understanding with these organizations.
However, certain "test, reception or technical" flights may require not to display transponder code. These flights are primarily integrated into reserved airspace and are subject to specific provisions negotiated with the air traffic organizations concerned.
3.2.5. Reduced or unmanaged manoeuvrability flights
During certain phases of flight, manoeuvring may only be possible after a more or less lengthy period required for the crew to set in a configuration that allows the execution of these manoeuvres.
These reduced or zero manoeuvrability phases and their planned durations are clearly indicated in the flight profile and confirmed by the crew to the relevant REB agencies.
For the realization of these flights, the use of a temporarily reserved space structure is preferred. In case of impossibility, after prior coordination with neighbouring air traffic organizations, the use of a visualizable code and the real-time information of neighbouring air traffic organizations is systematic.
This real-time information does not issue the CCER with the regulatory obligation to ensure separation with potentially conflicting CAG traffic.
3.2.6. Training flights
Aircraft on "test, reception or technical" flights may fly in training in accordance with the conditions set out in subsection 3.1.8 of the CMA.
The realization of certain special flights (photo, wake turbulence...), is subject to the approval of the CEV. Execution procedures are defined in the specific procedures of the REB or in temporary procedures published for specific needs.
3.2.7. Use of air space
To the extent possible, aeronautical activities "testing, receiving or technical" must be organized according to the nature and density of the surrounding air traffic CAG and CAM.
3.2.7.1. Air space above national territory and territorial waters.
3.2.7.1.1. Class A to D air space:
Except for operational or technical reasons, the penetrations of the "test, reception or technical" flights in these spaces are subject to the following provisions:
"test, reception or technical" flights in Instrument CAM:
(a) To the extent possible, these flights are coordinated between air traffic organizations prior to departure;
(b) These flights are coordinated in real-time between the REC organization ensuring the control of aircraft in flight "tests, receptions or technical features" in the Instrument CAM, and the air traffic organization responsible for the space concerned (an AGC organization may eventually control the flight portion of the aircraft);
(c) The modalities of this coordination may be governed by the implementation of protocols with the air traffic control agencies concerned.
The control service is provided with the help of the radar, or equivalent, by the respective REB control body.
Flights "test, reception or technical" in CAM in view of:
(a) To the extent possible, these flights are coordinated between air traffic organizations prior to departure;
(b) Aircraft flying "tests, receptions or technically" in the CAM in sight are subject to the rules set out in Chapter 4 (the CAM rules in sight) of the CAM;
(c) In case of need, exemptions to these principles may be granted by the Director of the Flight Test Centre who orders or approves specific missions specifically defined (tests, experiments, receptions carried out by state agencies or by industrial constructors under the control of the State...).
In this case, coordination is established to the extent possible with the air traffic organizations concerned.
3.2.7.1.2. Class E to G airspace:
Aircraft in flight "tests, receptions or technical characteristics" evolve either:
(a) According to the CAM flight rules at sight;
(b) According to the CAM's radar-controlled instrumentation rules of a CER body or any other CAM control body;
(c) According to the Tactical CAM rules, within the framework of provisions defined by the Director of CEV for the execution of specific missions.
Various regional or national bodies may regulate and coordinate in part the joint occupation of this airspace by the CAM and CAG aircraft (specific tests, exercises, sporting events, coverage of meetings of heads of state...).
3.2.7.1.3. Prohibited, regulated and dangerous areas:
The provisions of subsection 3.1.10 of the CMR are applicable to "test, reception or technical" aircraft operating inside prohibited, regulated and hazardous areas.
3.2.7.2. Air space above the high seas:
The provisions of Chapter 2 of this instruction relating to "CAM high seas" flights are fully applicable to "test, reception or technical" aircraft operating above the high seas, particularly with respect to exemptions from the basic rules set out in 2.2.1.2.
3.2.8. Communication within the test team
Radio communications between the controller and the crew are consistent with the regulatory phraseology for air traffic.
However, some exchanges may concern the technical aspects of the flight and emerge from the regulatory phraseology framework.
In addition, the REC controller, integrated into a test team, can be driven to use information on the course of the flight, exchanged between the crew and the ground, on a specific frequency.
Done in Paris, June 8, 2009.
For the Minister and by delegation:
The Air Defence Commander
and Air Operations
G. Desclaux
