Key Benefits:
Minister of Ecology, Sustainable Development and Energy and Minister of Overseas,
Having regard to Regulation (EC) No. 551/2004 of the European Parliament and the Council of 10 March 2004 amended on the organization and use of air space in the European Single Sky;
Having regard to Regulation (EC) No. 216/2008 of the European Parliament and the Council of 20 February 2008 amended on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Council Regulation (EC) No. 1592/2002 and Directive 2004/36/EC;
In view of Commission Implementing Regulation (EU) No. 923/2012 of 26 September 2012 establishing common air rules and operational provisions relating to air navigation services and procedures and amending Implementing Regulation (EU) No. 1035/2011 as well as Regulations (EC) No. 1265/2007, (EC) No. 1794/2006, (EC) No. 730/2006, (EC) No. 1033/2006 and (EU) No.
Vu le Civil Aviation Codeincluding article D. 131-6;
Considering the amended decision of 6 July 1992 on procedures for organizations rendering air traffic services to general air traffic aircraft;
Having regard to the decision of 23 November 2012 on the date of application of the Commission's Implementing Regulations (EU) No. 923/2012 of 26 September 2012 establishing common air rules and operational provisions for air navigation services and procedures and amending the Implementing Regulations (EU) No. 1035/2011 as well as regulations (EC) No. 1265/2007, (EC) No. 1794/2006, (EC) No.
In view of the agreement of the air space policy dated 28 November 2014,
Stop:
The provisions of this Order shall apply to users of the airspace and aircraft of the general air traffic, as well as to entities providing the services of air navigation to the general air traffic.
Annex I to this Order sets out the additional provisions, within the meaning of Article 8 of Regulation (EU) No. 923/2012 of the above-mentioned Commission of 26 September 2012, as well as the national provisions required under this Regulation in the field of air navigation rules and services to the general air traffic.
The schedule to the above decision of 6 July 1992 is amended in accordance with the provisions of Appendix II to this Order.
Are repealed:
1° The March 3, 2006 Air Rules and Air Traffic Services Order;
2° Order of July 1, 1983 regulating the night VFR flight for helicopters;
3° The Order of 28 October 2014 concerning the early implementation of certain provisions of the Implementing Regulations (EU) No. 923/2012 in the control areas of Paris and Villacoublay.
This Order is applicable in New Caledonia, French Polynesia, French Southern and Antarctic Lands and in the Wallis and Futuna Islands.
The Director General of Civil Aviation and the Director General of the Overseas are responsible, each with regard to the execution of this Order, which will be published in the Official Journal of the French Republic.
ANNEXES
Annex I
Note. - The provisions of this annex are identified by the use of the prefix "FRA". to which is a number "XYZ", in accordance with the organization and identification of the provisions of Regulation (EU) No 923/2012 of the Commission of 26 September 2012 referred to above (" SERA.XYZ").
Example: the following national provision:
"A flight plan for a VFR flight can be closed during the flight when it is not or more mandatory. »
is identified by "FR.4020(f)" because it concerns the rules relating to the closure of a flight plan, which are dealt with in the "SERA.4020 End of a flight plan".
The references "implementation" and "additional provision" indicate, respectively, a choice of implementation required by the European Regulation and an additional national provision within the meaning of Article 8 of this Regulation.
Definitions
Accident: Event related to the use of an aircraft, which, in the case of an aircraft with a pilot, occurs between the time a person goes on board with the intention of flying and the time that all persons who have ascended into that intention have descended, or, in the case of an aircraft without a pilot, that occurs between the time the aircraft is ready to manoeuvre in view of the actual flight and
(a) A person is fatally or seriously injured as it is:
- in the aircraft, or
- in direct contact with any part of the aircraft, including parts that have detached from it, or
- directly exposed to the breath of the reactors, except in the case of damage caused by natural causes, injury inflicted on the person by himself or by others or injury suffered by a clandestine passenger hiding outside the areas to which passengers and crew normally have access; or
(b) The aircraft suffers damage or structural rupture:
- which alter its structural resistance, performance or flight characteristics; and
- that normally should require significant repair or replacement of the damaged element, unless it is an engine failure or engine vents, when the damage is limited to a single engine (including its hoods or accessories), propellers, wing ends, antennas, probes, attack angles, tires, or
(c) The aircraft has disappeared or is totally inaccessible.
Note 1. - For the sole purpose of standardizing statistics, the ICAO considers any fatal injury resulting in death within 30 days of the date of the accident.
Note 2. - An aircraft is considered extirpated when official searches ended without the wreckage being spotted.
Note 3. - The type of unmanned aircraft system to be investigated is indicated in § 5.1.
Note 4. - Indicative elements on determining aircraft damage are contained in Supplement F.
Aerodyne (cf. Doc OACI 9713, definition H26): Any aircraft whose flight sustentation is obtained primarily by aerodynamic forces.
Aerostat (cf. Doc OACI 9713, definition L93): Any aircraft whose sustentation is mainly due to air buoyancy.
ALERFA: Conventional expression for an alert phase.
Final approach: Part of an instrument approach procedure that begins at the final approach mark or point or, where this mark or point is not specified,
(a) at the end of the last conventional turn, base turn or turn in connection with a racecourse waiting procedure, if specified; or
(b) at the point of interception of the last road specified in the approach procedure,
which ends in a point located near an aerodrome and from which:
1) a landing may be carried out; or
(2) a missed approach procedure is initiated.
Competent authority: The appropriate authority designated by the State.
Bureau NOTAM international : Any office designated by a State to exchange NOTAMs at the international level.
Calendar: Discrete time reference system that serves as a basis for defining temporal position with a one-day resolution (ISO 19108, Geographic Information - Time Diagram).
Gregorian calendar: Calendar of current use. Introduced in 1582 to define a year that is closer.
Minimal fuel: Expression used to describe a situation in which the amount of fuel on board has become such that the aircraft must be placed at a specific aerodrome and cannot withstand an extended flight time.
Note. - The conventional expression to be used in radiotelephone to indicate such a situation is "MINIMUM FUEL".
Rescue Coordination Centre (RCC): An organization responsible for ensuring the effective organization of the search and rescue service and coordinating operations within a search and rescue region.
Meteorological Centre: Centre designated to provide meteorological assistance to international air navigation.
Control of cyclical redundancy (CRC): Mathematical algorithm applied to the digital expression of data that provides some degree of assurance against the loss or alteration of data.
Station delineation: Ecart between the direction of the radial zero degree of a VOR station and the direction of the true north, determined at the time of the station calibration.
DETRESFA: Conventional expression for a distress phase.
Operator: A person, organization or company that delivers or proposes to operate one or more aircraft.
Air traffic current management (ATFM): Service intended to contribute to the safety, order and speed of air traffic flow by ensuring that the ATC capacity is used to the maximum and that the traffic volume is compatible with the capabilities declared by the competent ATS authority.
INCERFA: Conventional expression for a phase of uncertainty.
Incident: Event, other than an accident, related to the use of an aircraft, which compromises or may compromise the safety of the operation.
Note. - The types of incidents that are of particular interest to the International Civil Aviation Organization for Accident Prevention Studies are listed in the ICAO Accident Reporting Manual (Doc 9156).
Traffic information: See Regulation No. 132 (EU) No. 923/2012.
Note. - The expression "trafficking information" can also be used.
Integrity (aeronautical data): Degree of assurance that an aeronautical data and its value have not been lost or altered since the creation of the data or its authorized modification.
Communications in conference mode: Communication means to hold direct verbal conversations between three or more points simultaneously.
Teleprint communication means: Communication means to automatically record at each end of a circuit, via teleprint, all messages transmitted on this circuit.
Performance-based navigation (PBN): Surface navigation based on performance requirements that must be met by aircraft flying on an ATS road, using an instrument approach procedure or in a designated airspace.
Note. - Performance requirements are expressed in navigation specifications (RNAV specification, RNP specification) in the form of precision, integrity, continuity, availability and functionality for the intended flight, as part of a particular concept of air space.
NOTAM (Notice To Airmen): Notice issued by telecommunications and providing, on the establishment, status or modification of a facility, service, aeronautical procedure, or a danger to air navigation, information that is essential to provide timely communications to air operations personnel.
Night: See Regulation No. 97 (EU) No. 923/2012. It is admitted that:
- for latitudes between 30° and 60° the night begins 30 minutes after sunset and ends 30 minutes before sunrise;
- for latitudes less than or equal to 30° at night starts 15 minutes after sunset and ends 15 minutes before sunrise.
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.
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.
Required communication performance (CPR): Insufficient performance of operational communications to perform specific ATM functions.
Human Performance: Human Capabilities and Limitations that affect the safety and effectiveness of aeronautical operations.
Emergency phase: Generic term, which, as the case may be, refers to the uncertainty phase, the alert phase or the distress phase.
Alert phase: Situation in which there is fear for the safety of an aircraft and its occupants.
Distress phase: Situation in which there is any reason to believe that an aircraft and its occupants are threatened with a grave and imminent danger and need immediate relief.
Uncertainty phase: Situation in which there is a doubt about the safety of an aircraft and its occupants.
Hot spot: Location on the movement area of an aerodrome where there have already been collisions or runway incursions and where drivers and drivers must exercise greater vigilance.
Path: Specified geographic location used to define a surface navigation road or the trajectory of an aircraft using surface navigation. The road points are designated as follows:
Cross-tracking point: A pathway point that requires an anticipation of the turn to intercept the next segment of a road or procedure; or
Overflying point: A path to which a turn is started to reach the next segment of a road or procedure.
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.
Principles of Human Factors: Principles that apply to aeronautical design, certification, training, operations and maintenance to ensure the safety of the interface between human beings and other components of systems through appropriate human performance consideration.
Data quality: Level or level of confidence that the data provided meets the accuracy, resolution and integrity requirements of their users.
Required navigation quality (RNP): Expression of navigation performance that is required to evolve within a defined airspace.
Note. - Performance and navigation specifications are defined according to the type and/or application of RNP considered.
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.
Terminal Control Region (TMA): Control Region established, in principle, at the crossroads of ATS roads near one or more major aerodromes.
AIRMET Information: See Regulation No. 21 (EU) No. 923/2012.
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.
Surface Navigation Route: ATS Road established for use of aircraft that may use surface navigation.
Traffic area management service: Service provided to ensure the regulation of the activities and movements of aircraft and other vehicles on a traffic area.
Radio-navigation service: Service providing guidance information or position data by means of one or more navigation radio aids to ensure the efficiency and safety of aircraft operation.
Aeronautical Fixed Service (SFA): A fixed-point telecommunications service, primarily intended for the safety of air navigation and to ensure the regularity, efficiency and operating economy of air services.
Navigation Specification: A set of conditions to be met by an aircraft and a flight crew for the performance-based flight operation in a defined airspace. There are two types of navigation specification:
Specification RNAV (surface navigation): A navigation specification based on surface navigation that does not provide for a performance monitoring and alerting requirement and is designated by the RNAV prefix (e.g. RNAV 5, RNAV 1).
RNP specification ( navigation quality required): A navigation specification based on surface navigation that provides a performance monitoring and alerting requirement and is designated by the RNP prefix (e.g. RNP 4, RNP APCH).
Note 1. - The Performance-Based Navigation Manual (PBN) (Doc 9613), Volume II, contains detailed indicative elements on navigation specifications.
Note 2. - The term RNP, previously defined as the "expression of navigation performance that is necessary to evolve within a defined airspace," was deleted from this Annex, the concept of RNP having been exceeded by the concept of PBN. In this Annex, it is now used only in the context of navigation specifications that provide for a performance monitoring and alerting requirement. For example, RNP 4 refers to requirements for an aircraft and a flight, including a 4 NM lateral navigation performance and a performance monitoring and alert requirement, which is described in detail in the PBN Manual (Doc 9613).
Aeronautical Telecommunications Station: Aeronautical Telecommunications Service Station
Security Management System: A systemic approach to security management that includes the necessary organizational structures, responsibilities, policies and procedures.
Type of RCP: Label (e.g., RCP 240) representing the values assigned to RCP parameters for transaction time, continuity, availability and integrity of communications.
Base-transfer: Transfer performed by an aircraft during the initial approach, between the end of the distance path and the beginning of the intermediate or final approach path. These two trajectories are not exactly opposite.
Note. - The base turns can be executed in horizontal flight or descent, depending on the execution conditions of each procedure.
Night VFR Flight: VFR Flight, taking place at night.
Area temporarily reserved (TRA): Volume of air space temporarily reserved for specified users, for specific use, and through which other aircraft may be allowed to transit with ATC clearance.
Temporary segregation zone (TSA): Air space volume temporarily reserved for specific users for their exclusive use.
Cross-border temporary segregation zone (CBA): Air space volume established above international borders and temporarily reserved for specific users for specific use. Such an area may take the form of a TSA or a TRA.
The portions of the airspace above the high seas or of undetermined sovereignty in which air traffic services will be provided are determined by regional air navigation agreements. When the French State provides air traffic services in these portions of the airspace, they are insured in accordance with the provisions of this Order.
Note. - "Regional Air Navigation Agreement" means any agreement approved by the ICAO Council, normally on the proposal of regional air navigation meetings.
The authorizations mentioned in the first paragraph of SERA.3105 are issued by the prefect of the department, or the police prefect with respect to the city of Paris, after technical advice from the competent civil aviation services.
Note. - See also the decree of 10 October 1957 concerning the overflight of towns and gatherings of people or animals, the decree of 15 June 1959 specifying the distinguishing marks to be placed on hospitals, rest centres or any other establishment or operation, to prohibit the overflight at low altitude, as well as decrees and decrees relating to national parks and natural reserves.
FRA.3145 Prohibited areas and regulated areas
Additional provision
Restrictions or conditions of access to regulated areas and, where applicable, the terms and conditions for obtaining access to prohibited areas are published through aeronautical information.
Pursuant to (b) 3) of SERA.4001, the deposit of a flight plan is required for flights made in accordance with the instrument flight rules. However, helicopter flights carrying out inter-hospital transport may derogate from this rule under the conditions defined by the competent authority.
FRA.4001 (d)
Implementation
For the application of SERA.4001 (d), a flight in which the aircraft must cross a border of French territory is subject to a flight plan that is deposited at least 60 minutes before departure.
FRA.4001 (e)
Additional provision
When a flight plan has been filed and in the absence of an air traffic organization at the departure site, the captain shall indicate his actual take-off time, as soon as possible after the flight, to an air traffic service organization.
FRA.4005 (a)
Implementation
When a flight plan is filed before departure, it contains the information in the CERFA form no. 14806*01.
Note. - The practical modalities for drafting a flight and communication plan to the air traffic organizations concerned are detailed in the publication of aeronautical information (AIP), in the ENR 1.10 "Flight Plans".
FRA.4020 (f)
Additional provision
A VFR flight plan may be closed during the flight when it is not or more mandatory. However, it remains mandatory throughout a flight that crosses a border.
(a) In uncontrolled airspace, under the surface defined by the highest of the following two levels: 900 metres (3 000 feet) above the average sea level or 300 metres (1 000 feet) above the surface, the required flight visibility for aircraft other than helicopters is:
- 5,000 meters; or
- 1,500 metres, if the indicated speed is less than or equal to 140 knots.
Aircraft that for technical or flight quality reasons do not allow the maintenance of a speed of less than or equal to 140 knots may, subject to changing at least 15 km from aerodromes open to public air traffic and aerodromes reserved for use by administrations and the State, except for arrivals and departures, be operated with a flight visibility equivalent to the flight.
(b) In uncontrolled airspace, under the surface defined by the highest of the following two levels: 900 metres (3 000 feet) above the average sea level or 300 metres (1 000 feet) above the surface, the required flight visibility for helicopters is:
- 5,000 meters, if the indicated speed is greater than 140 knots;
- 1,500 metres, if the indicated speed is greater than 50 knots and less than or equal to 140 knots;
- 800 metres, if the indicated speed is less than or equal to 50 knots.
FRA.5005 (b)
Additional provision
A special VFR clearance is required 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.
FRA.5005 (c)
Implementation
Night VFR flights are permitted under conditions defined by SERA.5005 (c) and FRA.5005 (c).
In the context of paragraph SERA.5005(c), a flight is considered to be flying at the edge of an aerodrome if it is carried out:
(i) within the lateral limits of a control zone (CTR) and possibly within a volume defined locally within the limits of a joint TMA and brought to the attention of users through aeronautical information; or
(ii) in the absence of a control area,
- within a regulated area established to protect the aerodrome movement of the aerodrome to which it is associated, or
- at a distance of the aerodrome less than 12 kilometres (6.5 nautical miles) from the aerodrome.
FRA.5005 (c) 1)
Additional provision
Pursuant to SERA.4001 (a), a night VFR flight is exempted from a flight plan prior to departure when the flight concerns only one approach agency or one flight information sector organization (PPA or SIV/APP) of the air traffic in its cruising phase and establishes a bilateral radiotelephone link with that organization; the flight elements are then transmitted as soon as possible in accordance with SERA 4001 (c).
SERA.5005 (c) 5)
Implementation
Pursuant to provision SERA.5005 (c) 5), the minimum level for an off-road night VFR flight beyond an aerodrome is, for aircraft other than helicopters, fixed to:
(i) over rugged or mountainous areas, 600 metres (2 000 feet) above the highest obstacle located within a radius of 8 km around the estimated position of the aircraft;
(ii) elsewhere than in the areas specified in (i), 450 metres (1,500 feet) above the highest obstacle located within a radius of 8 km around the estimated position of the aircraft.
In the case of balloon flights, the obstacle to be considered is the highest located within a radius equivalent to the distance travelled in 10 minutes of flight around the estimated position of the aircraft.
The minimum level for the VFR flight by helicopter conducted off-road is 300 metres (1 000 feet) above the highest obstacle within a radius equivalent to one minute of flight around the estimated position of the aircraft.
Except where it follows a flight altitude route, the pilot is responsible for crossing the obstacles.
FRA.5005 (c) 6)
Additional provision
An airborne VFR flight is carried out at the departure and destination of approved aerodromes within the meaning of the aerodrome registration and operating procedures. The aerodromes approved and, where applicable, the instructions to be followed are communicated to the users via aeronautical information. A limit-approved aerodrome is reserved only for pilots authorized by the territorially competent Civil Aviation Safety Director or his representative; these pilots then become aware of the local instructions setting out the specific rules of use of this aerodrome.
Helicopter flights in night VFR are carried out from or to:
- aerodromes usable at night;
- helisurfaces on which the helicopter operator has ascertained that he can carry out his flight safely.
FRA.5005 (c) 7)
Additional provision
Night VFR routes can be published in Class B, C or D airspaces. A controlled night VFR flight can be conducted off-road, upon request of the pilot and acceptance of the control body.
In Class E or G airspaces, night VFR routes can be published. Their follow-up is mandatory, when defined as derogation from a particular general rule of application such as the minimum height of overflight; it is recommended in other cases. The mandatory or recommended nature of the itinerary is brought to the attention of users through aeronautical information.
FRA.5005 (d)
Additional provision
VFR flights may be carried out between the flight level 195 and the flight level 285 within reserved spaces established for this purpose or, apart from such spaces, in accordance with the conditions established by the air traffic service provider prior to the flight or brought to the attention of the users through aeronautical information.
FRA.5005 (f) 1)
Implementation
(i) The minimum heights of overflights of the agglomerations defined in the October 10, 1957 order relating to overflights of agglomerations and gatherings of people or animals apply.
(ii) Aircraft that operate without a person on board may change below the minimum height set at SERA.5005 (f) 1).
FRA.5005 (f) 2)
Implementation
(i) Aircraft that operate without a person on board, gliders flying slopes, ultralight balloons and gliders can evolve at a height below the minimum height set by the provisions of SERA.5005 (f) 2) provided that no risk is incurred for people or goods on the surface.
(ii) As part of an instruction flight, the minimum height set by the provisions of SERA 5005 (f) 2) is lowered to 50 m (150 ft) for forced landing training.
(iii) The manned aircraft referred to in (i) and (ii) maintain a continuous distance of 150 m from any person, vehicle, vessel on the surface and any artificial obstacle.
Note 1. - The definition of ultralight gliders (PUL) and their rules of use are set by the Order of October 7, 1985 on the use of ultralight gliders
Note 2. - See also SERA.3105.
Note 3. - An interdepartmental order and an order of the Minister for Civil Aviation establish, respectively, the rules for the use of air space by aircraft operating without a person on board and their operating conditions.
Note 4. - The expressions above the ground or water and above the surface are equivalent.
FRA.5010 (b) 1)
Implementation
In accordance with SERA.5010 (b) 1), at night, a helicopter pilot may receive a special VFR clearance if it changes at a speed below 140 knots and may maintain the following conditions:
- the aircraft evolves outside the clouds and towards the ground;
- flight visibility is equal to 4,000 metres or more;
- the ceiling is at least 1,000 feet.
FRA.5025 a)
Implementation
(1) The level used shall be greater than or equal to the level defined in SERA.5015 (b) and at the highest of the following two levels: 900 m (3 000 feet) above the average sea level and 300 m (1 000 feet) above the surface.
(2) A possibility of derogation from the rule set out in (1) is available for helicopter flights carrying out inter-hospital transport under the conditions defined by the competent authority.
FRA.5025 (b)
Implementation
An IFR aircraft in uncontrolled airspace establishes bilateral communications with the air traffic services organization providing the flight information service.
The air speed limit indicated (IAS) to 250 kt below 3,050 metres (10,000 feet) AMSL does not apply to defence aircraft that, for technical reasons or flight quality, cannot maintain this speed.
Air traffic services include three services, as defined below.
(a) The air traffic control service, corresponding to the functions defined in SERA.7001, subparagraphs (a), (b) and (c), being subdivided into three, as follows:
(1) Regional control: for controlled flights except for the portions of the flights indicated in paragraphs (2) and (3) below, corresponding to the functions indicated in SERA.7001, paragraphs (a) and (c);
(2) Approach control: for parts of controlled flights that are connected to arrival or departure, corresponding to the functions indicated in SERA.7001, paragraphs (a) and (c);
(3) Aerodrome control: for aerodrome traffic except for the portions of the flights indicated in paragraph (2) above, corresponding to the functions indicated in SERA.7001, paragraphs (a), (b) and (c).
(b) The flight information service, corresponding to the functions indicated in SERA.7001, paragraph (d).
(c) The alert service, corresponding to the functions indicated in SERA.7001, paragraph (e).
FRA.7010 Information required to use air traffic services
Additional provision
When air traffic services are provided, the information necessary to use these services is published.
FRA.7011 Determination of the need for air traffic services
Additional provision
The need for air traffic services is determined by the following considerations:
(a) Types of traffic involved;
(b) Air traffic density;
(c) Atmospheric conditions;
(d) All other special conditions.
Note. - Given the number of factors involved, it is impossible to specify the specific data to determine the need for air traffic services in a given area or location. For example:
(a) Air traffic services may be required when operating aircraft of different types, having different speeds (conventional aircraft, reaction aircraft, etc.), while a relatively larger traffic density but with only one operating category may not require such services;
(b) Some atmospheric conditions may have a significant effect in regions with a constant air traffic flow (for example, regular services), while similar or worse conditions may be relatively small in a region where air traffic would be interrupted under such conditions (local VFR flights, for example);
(c) Large areas of water, mountainous, uninhabited or deserted areas may require air traffic services, even if the number of flights or their frequency is very low.
The fact that aircraft operating in a given area could be equipped with on-board anticollision systems (ACAS) does not play any role in determining the need for air traffic services in that area.
FRA.7012 Designation of portions of airspace and controlled aerodromes where air traffic services are provided
Additional provision
(a) When it is decided that air traffic services are provided in specific portions of the air space or on specific aerodromes, these portions of the air space and aerodromes are designated according to the nature of the air traffic services to be established.
(b) The designation of specified portions of specified airspace or aerodromes shall be as follows:
1) Flight information regions. Air space portions in which it is decided to establish a flight information service and an alert service are referred to as flight information regions.
2) Control regions and control areas.
(i) Air space portions in which it is decided to establish an air traffic control service for IFR flights are referred to as control areas or control areas.
(ii) The portions of the controlled airspace in which it is determined that VFR flights also benefit from the air traffic control service, are designated as Class B, C or D airspaces.
(iii) The designated control areas and control areas are part of the flight information region within which they are established.
3) Controlled airfields. The aerodromes for which it is decided to service air traffic control for the airfield traffic are called controlled aerodromes.
FRA.7013 Classification of air space
Additional provision
(a) Airspace classes are defined according to needs.
(b) The conditions applicable to flights in each airspace class are in accordance with Appendix 4.
Note. - 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 less 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.
FRA.7014 Performance-based navigation specifications (PBN)
Additional provision
(a) Performance-based navigation specifications are prescribed by the competent authority. When navigation specifications are prescribed, limitations may apply due to constraints attributable to navigation infrastructure or specific requirements for navigation functionality.
(b) (Reserved).
(c) The prescribed navigation specification is compatible with the communications and navigation services and air traffic services provided in the air space.
Note. - Performance-based navigation and implementation guidance is contained in the Performance-Based Navigation Manual (PBN) (Doc 9613).
FRA.7015 Required Communication Performances (RCP)
Additional provision
(a) The types of RCPs are prescribed by the competent authority. Where applicable, RCP types are prescribed on the basis of regional air navigation agreements.
(b) The prescribed type of RCP is the air traffic services provided in the air space.
Note. - Information on the types of applicable RCPs and related procedures is included in the required Communication Performance Manual (CPR) (Doc OACI 9869).
FRA.7016 Establishment and designation of organizations providing air traffic services
Additional provision
Air traffic services are provided through organizations established and designated as follows:
(a) Flight information centres are established to provide the flight information service and alert service within the flight information regions, unless the function is entrusted to an air traffic control agency with appropriate facilities to perform such functions.
Note. - This principle does not prevent the transfer of certain elements of the flight information service to other organizations.
(b) Air traffic control organizations are established to provide air traffic control services, flight information service and alert service within the control areas, control areas and controlled aerodromes.
Note. - Services to be provided by the various air traffic control bodies are indicated in FRA.8002.
(c) On some uncontrolled aerodromes, organizations making the aerodrome flight information service (AFIS) provide the flight information service and alert service for aircraft operating in the aerodrome traffic.
FRA.7017 Specifications for Flight Information Areas, Control Regions and Control Areas
Additional provision
(a) The delimitation of air space portions within which air traffic services are provided is carried out based on the nature of the road network and the conditions of service efficiency rather than on national boundaries.
Note 1. - The conclusion of agreements to delineate a nationally straddling airspace is desirable if it facilitates the implementation of air traffic services (see FRA.7010 (a). For example, agreements that allow the air space to be fixed straight-line limits are very convenient when air traffic agencies use data processing techniques.
Note 2. - When the airspace is delimited by national borders, it is appropriate to designate by mutual agreement appropriately located points of transfer.
(b) Flight information regions
(1) A flight information region is defined to cover the entire network of the air routes it needs to serve.
(2) A flight information region encompasses all airspace within its lateral limits unless it is limited by a higher flight information region.
(3) When a flight information region is limited by a higher flight information region, the lower limit prescribed for the upper flight information region is the upper vertical limit of the flight information region and coincides with one of the VFR cruise levels of the Appendix 3 tables of the Appendix to Regulation (EU) No. 923/2012.
Note. - In cases where a higher area of flight information is created, the procedures applicable to it may not be the same as the procedures applicable in the underlying flight information region.
(c) Control regions
(1) Control regions, including airways and terminal control areas, are defined in such a way that they include sufficient airspace to contain the trajectories or trajectories of IFR aircraft to which air traffic control services are required, taking into account the possibilities of navigation aids normally used in those areas.
Note. - A network of roads can be established, with a view to facilitating the exercise of air traffic control, in a control area that is not a network of airways.
(2) The lower limit of the control areas is at a height of 200 m (700 ft) at least above the ground or water.
Note. - This specification does not result in the requirement to establish the lower limit uniformly in a specific control area (see Figure A-5 of the Air Traffic Services Planning Manual (Doc OACI 9426), Part 1, Section 2, Chapter 3).
(i) To the extent that this is possible and desirable to ensure the freedom of action of VFR flights carried out below a control region, the lower limit of this control region is established at a height greater than the minimum height specified in 2).
(ii) (Reserved).
(3) A higher limit is established for control regions, in one of the following cases:
(i) When the air traffic control service is not provided above this limit;
(ii) When the control area is located immediately below a higher control area. In this case, the upper limit of the first region coincides with the lower limit of the upper control area.
When established, this upper limit coincides with one of the VFR cruising levels in the tables in Appendix 3 to the Schedule to Regulation (EU) No 923/2012.
(d) Flight information regions or control areas in the upper airspace
When it is desirable to limit the number of flight information regions or control areas that high-altitude aircraft would have to cross, a flight information region or control area, as the case may be, is delimited to encompass the upper airspace within the lateral limits of a number of lower flight information regions or lower control areas.
(e) Control areas
(1) 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 IFR flight paths at the arrival and departure of the aerodromes that are intended to be used in instrument meteorological conditions.
Note. - Any aircraft waiting in the vicinity of an aerodrome is considered to be an aircraft arriving at that aerodrome.
(2) 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.
Note. - A control area may include two or more neighbouring aerodromes.
(3) 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.
Note. - A higher limit may be established than the lower limit of the control area, if desired.
4) When a control area is located outside the side limits of a control area, a top limit is set.
(5) (Reserved).
FRA.7018 Identification of organizations providing air traffic services and air space service
Additional provision
(a) A regional control centre or a flight information centre is identified by the name of the surrounding agglomeration or a geographical specificity.
(b) An AFIS body, an aerodrome control tower or an approach control body is identified by means of the aerodrome name, possibly shortened, on which it is located. An approach control body can also be identified by a geographical specificity.
(c) A control area, control area or flight information region is identified by the name of the organization it reports to.
FRA.7019 Creation and identification of ATS roads
Additional provision
(a) When creating ATS roads, there is a safe separation between adjacent ATS roads.
(b) (Reserved).
(c) The ATS roads are identified by signs.
(d) The ATS road signs, with the exception of standard departure and arrival routes, are selected in accordance with the principles defined in FRA.Appendix 4 C).
Note 1. - Indicative elements on the establishment of ATS roads are found in the Air Traffic Services Planning Manual (Doc OACI 9426).
Note 2. - In addition A to Schedule 11 of ICAO there are indicative elements on the establishment of ATS roads defined by VOR.
Note 3. - The spacing between parallel roads or parallel ATS routes for which a type of RNP is required depends on the type of RNP specified. In addition B to Schedule 11 of ICAO, there are indicative elements for the establishment of ATS roads for aircraft equipped for the RNAV and the separation between roads based on the type of RNP.
FRA.7020 Standard departure and arrival routes
Additional provision
Standard departure and arrival routes, as well as corresponding procedures, are 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.
Note. - Elements for the establishment of standard departure and arrival routes and related procedures are included in the OACI Air Traffic Services Planning Manual (Doc 9426). Design criteria are included in ICAO PANS-OPS, Volume II (Doc 8168).
FRA.7021 Establishment and identification of significant points
Additional provision
Significant points are established for the definition of an ATS route and/or based on the information required for air traffic services with respect to flight progression. Significant points are identified by means of signs. Significant points are established and identified in accordance with the principles set out in FRA.Appendix 4 D).
FRA.7022 Standardization and identification of routes for aircraft circulating on the surface
Additional provision
(a) 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.
(b) Normalized routes for aircraft circulating on the surface are identified using indicators that differ significantly from those of ATS runways and roads.
FRA.7023 Coordination between defence authorities and air traffic services
Additional provision
(a) The air traffic authorities establish and maintain close cooperation with the defence authorities in the activities that may affect aircraft flights in AGCs.
(b) The coordination of activities that pose a potential danger to CAG aircraft shall be carried out in accordance with the provisions of paragraph FRA.7024.
(c) Arrangements are made to ensure that the information required for the safe and timely completion of aircraft flights to AGC is promptly exchanged between air traffic agencies and appropriate military organizations.
(1) Air traffic agencies provide appropriate military organizations, on a regular basis or on request, according to local procedures, to appropriate flight plans and other relevant data relating to aircraft flights in AGC. In order to eliminate or reduce the need for interception, the air traffic authorities shall designate areas or roads where the provisions of the air rules relating to flight plans, bilateral communications and position records apply to all flights to ensure that all relevant data are available to the appropriate air traffic services organizations, for the specific purpose of facilitating the identification of aircraft in ATC.
(2) Special procedures are established to ensure that:
(i) Air traffic organizations be notified when a military organization 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;
ii) all possible efforts are made to confirm the identity of the aircraft and to provide it with the navigation guidance it needs to avoid the need for interception.
Note. - In the case of aircraft that are the subject of unlawful intervention, see SERA.11005 (c) and SERA.11010 (c).
FRA.7024 Coordination of activities that pose a potential danger to CAG aircraft
Additional provision
(a) Provisions relating to activities that pose a potential danger to CAG aircraft, either above the French territory or above the high seas, are coordinated with the relevant ATS authorities. This coordination is ensured early enough to allow the timely publication of information on the activities involved, in accordance with the provisions of Annex 15 of ICAO.
(1) (Reserved).
(b) The purpose of this coordination is to reach the conclusion of optimal arrangements that help to avoid any danger to aircraft in CAG and result in minimal disruption in the normal operation of these aircraft.
(1) (Reserved).
(c) It is the responsibility of the competent ATS authorities to publish information on activities that pose a potential danger to CAG aircraft.
(d) (Reserved).
(e) Appropriate arrangements are made to prevent laser beam emissions from adverse effects on flights.
Note 1. - Indicative elements on the adverse effects of laser emitters on flights are contained in the ICAO Manual on Laser Issuers and Flight Safety (OACI Doc 9815).
Note 2. - See also ICAO Annex 14 - Aerodromes, Volume I - Design and technical operation of aerodromes, Chapter 5.
(f) (Reserved).
FRA.7025 Aeronautical data
Additional provision
(a) Aeronautical data for air traffic services are determined and communicated in accordance with the accuracy and integrity specifications of the FRA Tables 1 to 5.Appendix 4 F) 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).
Note. - Chapter 3 of Annex 15 of ICAO contains specifications for the quality system.
(b) The integrity of aeronautical data is maintained throughout the process, from the measurement or creation to the delivery to the intended next user. Depending on the applicable integrity classification, validation and verification procedures will:
1) in the case of ordinary data: avoiding alterations during the whole data processing;
(2) in the case of essential data: ensure that there is no alteration at any stage of the whole process; they will include, where necessary, additional processes to address the potential risks of system-wide architecture in order to ensure the integrity of data at this level;
3) in the case of critical data: ensure that there is no alteration at any stage of the whole process; They will include additional integrity assurance processes to neutralize the effects of defects that present potential risks to the integrity of data based on a thorough analysis of the overall architecture of the system.
(c) (Reserved).
(d) 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 the FRA.Appendix 4 F) are reported to the aeronautical information services.
(e) 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 frame as shown in the tables in Appendix FRA.Appendix 4 F).
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 Annex 4 and Chapter 3 of ICAO Annex 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.
FRA.7026 Coordination between the competent authority for meteorology services and the competent ATS authority
Additional provision
(a) In order to ensure that aircraft receive the latest meteorological information required for operation, arrangements are made, as appropriate, between the competent authority of meteorology services and the competent ATS authority to ensure that air traffic personnel:
(1) In addition to using remote measurement indicators, report, if observed by air traffic personnel or communicated by an aircraft, other meteorological elements that may be agreed upon;
(2) shall report, as soon as possible, to the associated meteorological centre, significant weather events for operation, whether observed by air traffic personnel or communicated by an aircraft and not mentioned in the aerodrome meteorological observation message;
3) shall provide, as soon as possible, to the associated meteorological monitoring centre, relevant information regarding any pre-eruptive volcanic activity, any volcanic eruption and the presence of a volcanic ash cloud. In addition, the Regional Control Centres and Flight Information Centres will provide the information to the Meteorological Watch Centre and the Volcanic Ash Advisory Centre (VAC) associated with them.
Note 1. - VAACs are designated by regional air navigation agreement in accordance with Annex 3 ICAO, 3.6.1.
Note 2. - See FRA.9005 regarding the transmission of special flight records.
(b) Close coordination is maintained between regional control centres, flight information centres and associated weather monitoring centres to ensure consistency of information on volcanic ash included in SIGMET and NOTAM messages.
FRA.7027 Coordination between aeronautical information authorities and air traffic authorities
Additional provision
(a) To ensure that aeronautical information services organizations obtain information to provide up-to-date information prior to the flight and to meet the information requirements in the course of the flight, arrangements are made between the aeronautical information services authorities and the air traffic authorities to communicate to the aeronautical information services agency, within a minimum period of time:
1) information on aerodrome conditions;
(2) the operational status of the associated navigation facilities, services and aids in its area of responsibility;
3) the occurrence of volcanic activities observed by air traffic personnel or reported by aircraft;
4) any other information considered important to the operation.
(b) 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 organization making the aeronautical information services 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.
(c) The modifications of aeronautical information that have an impact on computerized navigation cards and/or systems are particularly important and that, based on the specifications of Chapter 6 and Appendix 4 of Appendix 15 of ICAO, it is necessary to communicate in accordance with the system for the regulation and control of the diffusion of aeronautical information (AIRAC). For the delivery of information and raw data to aeronautical information services, air traffic personnel comply with the pre-determined schedule and internationally agreed upon the implementation dates AIRAC, also taking into account a 14-day postal period.
(d) Air traffic personnel who are responsible for providing the raw aeronautical information and data to the aeronautical information services take into account, in this task, the precision and integrity specifications of the aeronautical data contained in the "FRA Appendix 4 F").
Note 1. - Chapter 5 of Schedule 15 of ICAO contains specifications on the issue of NOTAM, SNOWTAM and ASHTAM.
Note 2. - Chapter 4 of Schedule 3 of ICAO provides details of the information contained in volcanic activity observation messages.
Note 3. - AIRAC information is broadcast by the aeronautical information service at least 42 days prior to the effective date of AIRAC so that it reaches its recipients at least 28 days before that date.
Note 4. - The pre-established and internationally agreed calendar of common AIRAC implementation dates at 28-day intervals is contained in the OACI Aeronautical Information Services Manual (Doc 8126, Chapter 3, 3.1 and Chapter 4, 4.4), which also contains guidance on the use of the AIRAC system.
FRA.7028 Minimum flight altitude
Additional provision
Minimum flight altitudes are determined and published for each ATS and control area.
The minimum defined flight altitudes provide a minimum clearance for the determinant obstacle located in the regions.
Note. - Annex 15 of the ICAO, Appendix 1, contains the specifications for the publication by States of minimum flight altitudes and criteria for determining them. Detailed barrier crossing criteria are contained in the OACI PANS-OPS (Doc 8168), Volume I, Part VI, Chapter 3, and Volume II, Part III and Part VI.
FRA.7029 Importance of time in air traffic services
Additional provision
(a) Air traffic agencies use coordinated universal time (CTU) and indicate time in hours and minutes, with a day of 24 hours commencing at midnight.
(b) With the exception of regional control centres that can be equipped with clocks that indicate only hours and minutes, air traffic agencies are equipped with clocks that indicate hours, minutes and seconds. These clocks are clearly visible from each operating position in the interested body.
(c) 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.
(d) 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.
(e) (Reserved: SERA.3401).
FRA.7030 Establishment of port specifications and use of transponders signaling altitude-pressure
Additional provision
Note. - Requirements are set by the Commission's Implementing Regulation (EU) No. 1207/2011 of 22 November 2011 establishing the requirements for the performance and interoperability of monitoring activities for the European Single Sky and by the Minister for Civil Aviation.
FRA.7031 Security Management
Additional provision
Note. - Commission Implementing Regulation (EU) No. 1035/2011 of 17 October 2011 establishing common requirements for the provision of air navigation services and amending regulations (EC) No. 482/2008 and (EU) No. 691/2010 establishes requirements for the management of the safety of air navigation services. The Transport code makes applicable the provisions of this regulation to overseas communities that are not an integral part of the European Union.
FRA.7032 Common Reference Systems
Additional provision
(a) Horizontal reference system
The Global Geodesic 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.
Note. - The World Geodetic System Manual 1984 (WGS-84) (Doc OACI 9674) contains comprehensive indicative elements on WGS-84.
(b) 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.
Note. - The shape of the geloid is that which, globally, closely follows the average sea level. By definition, the geloid represents the equipotential surface of the earth's field of gravity that coincides with the MSL at prolonged rest continuously across continents.
(c) Time Reference System
(1) The time reference system used for air navigation is the Gregorian calendar and the coordinated universal time (UTC).
(2) The use of a different time reference system is reported in Part GEN 2.1.2 of Aeronautical Information Publications (AIP).
FRA.7033 Language Skills
Additional provision
(a) Air traffic service providers ensure that air traffic controllers speak and understand the languages used for radiotelephone communications, as specified in ICAO Appendix 1.
(b) Except where performed in a mutually agreed language, communications between air traffic control organizations are in the English language.
FRA.7034 Exceptional measures
Additional provision
The air traffic authorities develop and promulgate contingency plans to be implemented in the event of disruption or risk of disruption, 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 ICAO, in close coordination with the air traffic authorities responsible for providing these services in the adjacent parts of this space and with the air space users concerned.
Note 1. - Indicative elements on the development, promulgation and implementation of contingency plans are contained in ICAO Annex 11 Supplement D.
Note 2. - The contingency plans may be a temporary deviation from the approved regional air navigation plans; such deviations are approved, if necessary, by the President of the ICAO Council on behalf of the Council.
FRA.7035 Identification and delimitation of prohibited, regulated and dangerous areas
Additional provision
(a) When creating a prohibited, regulated or hazardous area, full identification and detailed information are published in each area.
Note. - See Appendix 15, Appendix 1, ENR 5.1.
(b) The assigned identification is used to identify the area in all subsequent notifications about it.
(c) The identification is composed of a group of letters and figures as follows:
(1) the letters of nationality of the location indicators assigned to the State or territory that established the intended airspace;
(2) letter P for a prohibited area, letter R for a regulated area and letter D for a hazardous area, as appropriate;
3) a number not used elsewhere in the State or territory concerned.
Note. - Letters of nationality are those in Doc 7910 - Positioning indicators.
(d) To avoid confusion after removing restrictions on an area, identification numbers that designated this area are not used again for at least one year.
(e) When creating a prohibited, regulated or dangerous area, it is limited to as little as possible and a simple geometric form is given to it to facilitate its identification by all concerned.
Note. - The night VFR flight service is identical to the day VFR flight service.
FRA.8002 Organization for the Implementation of the Air Traffic Control Service
Additional provision
The various functions of the air traffic control service described in FRA.7002 (a) are performed by the various agencies as follows:
(a) Regional oversight:
1) by a regional control centre; or
(2) by the organization providing the approach control service in a control area, or in a limited scope control area, which is primarily intended to provide the approach control service and where it has not been established as a regional control centre.
(b) Approach control:
1) by an aerodrome control tower or a regional control centre, where it is necessary or desirable to group under the responsibility of a single organization the functions of the approach control service and those of the aerodrome control or regional control service;
(2) by an approach control body, where it is necessary or desirable to establish a separate body.
(c) Aerodrome control: by an aerodrome control tower.
Note. - The task of providing services specified on the traffic area, for example a traffic area management service, may be entrusted to an aerodrome control tower or to a separate agency.
FRA.8005 (b)
Implementation
When the pilot of an aircraft so requests and the pilot of the other aircraft approves, in a Class D or E airspace, a flight may obtain the authorization to maintain separation in a specific part of the flight, below 3,050 metres (10,000 feet) during the climb or descent phase, day and in visual meteorological conditions.
FRA.8005 (b) 5)
Implementation
Clearances issued by air traffic control organizations do not ensure separation between special VFR flights.
FRA.8006 Air Traffic Control Service Operation: Supplements
Additional provision
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.
FRA.8015 (b) 1)
Additional provision
A flight plan may only apply to a portion of a flight to describe the portion of the flight or changes that are subject to air traffic control. An authorization may apply only to a portion of an existing flight plan, designated by a licence limit or by a specified manoeuvring, such as ground, landing or take-off.
FRA.8015 (d) 4)
Implementation
If the level authorization is limited to a part of the road, the air traffic control body specifies the point where the portion of the Level Authorization is applicable, where this information is necessary to ensure that the provisions of SERA.8035 (b) are complied with.
FRA.8015 (f) 4) (iv)
Additional provision
Where possible and data link communications are used to facilitate the issuance of downstream authorizations, bilateral voice communications are available between the pilot and the air traffic control organization that delivers downstream authorization.
FRA.8035 (b)
Implementation
When an interruption of communications prevents it from complying with the provisions of SERA.8035(a), the aircraft complies with the procedures to be used in the event of the interruption of the voice communications in Appendix 10, Volume II and those of the following procedures that are applicable. The aircraft seeks to establish communications with the appropriate air traffic control authority through all other available means.
In addition, the aircraft, when it is part of the aerodrome movement of a controlled aerodrome, provides monitoring to receive instructions that may be sent to it by visual signals.
(1) In visual meteorological conditions, the aircraft:
(i) displays the transponder code 7600 if equipped with a transponder, continues its flight in the visual meteorological conditions, lands at the nearest appropriate aerodrome and reports its arrival by the fastest means to the competent air traffic services agency;
(ii) if deemed desirable, complete the IFR flight in accordance with the provisions of FRA.8035(2).
(2) In instrument meteorological conditions, or where the pilot of an aircraft in flight IFR considers that it is not desirable to continue his flight in accordance with the provisions of FRA.8035 (1), paragraph (i), if the communication interruption occurs during the arrival phase, from instrument approach to an aerodrome, or during the departure phase of an aerodrome, the pilot displays the transponder code 7600 and is issued. Otherwise:
(i) unless otherwise specified based on a regional air navigation agreement, if it is in an air space where the radar is not used in the air traffic control, maintains the last speed and the last assigned level, or the minimum altitude of flight if it is higher, for a period of 20 minutes after the time it should have indicated its position vertically of a required reporting point, and subsequently alters its level and level
ii) if it is in an air space where the radar is used in the air traffic control, the aircraft displays the transponder code 7600, maintains the last speed and the last level assigned, or the minimum altitude of flight if it is higher, for a period of 7 minutes from the later of the following three times:
A) when it reached the last assigned level or the minimum altitude of flight; or
B) the moment the transponder was set to code 7600; or
C) the time when he should have indicated his position vertically from a mandatory reporting point; and thereafter, amends his level and speed in accordance with the deposited flight plan;
(iii) if it is guided to the radar or has received from the ATC the instruction to follow in surface navigation (RNAV) an unspecified shift route, joins the route indicated in the current flight plan at the latest to the next significant point, taking into account the applicable minimum flight altitude;
(iv) following the road indicated in the current flight plan, continues its flight to the appropriate designated navigational aid or reference point that serves the destination aerodrome and, when required to do so in order to comply with paragraph (v) below, waits vertically for such assistance or reference to begin descending;
(v) begins to descend from the navigation aid or the reference specified in paragraph (iv) at the last scheduled approach hour of which it received communication and acknowledgement of receipt, or at a time as close as possible to it; if he has not received communication and acknowledgement receipt of any scheduled approach hour, he begins to descend at the scheduled arrival time determined by the current flight plan, or at a time as close as possible to that plan;
(vi) perform the normal instrument approach procedure specified for navigation aid or designated benchmark;
(vii) lands, if possible, within 30 minutes of the scheduled arrival time specified in paragraph (v) or the last scheduled approach time the aircraft has received if the aircraft is after the scheduled arrival time.
Note 1. - The air traffic control service provided to other aircraft flying in the airspace in question will be based on the principle that an aircraft, in the event of a communications interruption, will observe the rules set out in FRA.8035 (2).
Note 2. - See also SERA.5015 (b).
FRA.8040 Control accountability
Additional provision
(a) Liability of control of a given flight
At any time, a controlled flight is controlled by only one air traffic control agency.
(b) Liability of control in a portion of airspace
The control of all aircraft operating in a given portion of airspace is the responsibility of a single air traffic control body. However, the control of an aircraft or a group of aircraft may be delegated to other air traffic control organizations, provided that coordination between the air traffic control bodies concerned is ensured.
FRA.8041 Control transfer
Additional provision
(a) Location and timing of the transfer
The transfer of control of an aircraft from an air traffic control agency to another is as follows:
(1) Between two regional oversight bodies. The control of an aircraft is transferred from a regional control organization to a control area to the regional control organization in a control area adjacent to the time at which the aircraft passes the common limit to the two control regions; this time is estimated by the regional control centre that controls the aircraft; control may be transferred to any other place or at any other time agreed upon by both organizations.
(2) Between a regional control organization and an approach control organization, or between two approach control organizations. The control of an aircraft is transferred from a regional control organization to an approach control organization or vice versa, or between two approach control organizations, at the place or time agreed upon by both organizations.
(3) Between an organization providing approach control and an aerodrome control tower
(i) 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
- it is estimated that it will be able to carry out the approach and landing, or
- in uninterrupted flight weather conditions; or
B) When the aircraft is at a specified point or level, as specified in the ATS Letters of Understanding or Instructions; or
(C) When the aircraft landed.
Note. - Even where there is an approach control body, the control of certain flights may be transferred directly from a regional control centre to an aerodrome control tower and vice versa, pursuant to a prior agreement between the organizations concerned about the approach control portion that must be provided by the regional control centre or the aerodrome control tower, as the case may be.
(ii) Initial aviation. Flight control is transferred from the aerodrome control tower to the approach control organization:
A) when visual meteorological conditions prevail at the aerodrome:
- before the aircraft leaves the aerodrome; or
- before the aircraft enters instrument meteorological conditions; or
- where the aircraft is at a specified point or level,
as specified in the letters of agreement or instructions of the ATS body;
B) when instrument meteorological conditions prevail over the aerodrome:
- immediately after the aircraft took off, or
- where the aircraft is at a specified point or level,
as specified in the ATS letter of understanding or instructions.
Note. - See the note below FRA.8041 (a) (3) (i).
4) Between sectors or control positions within the same air traffic control body
The control of an aircraft is transferred from one sector or from one control position to another within the same ATC at a point, level or time specified in the ATS instructions.
(b) Coordination of transfer
(1) 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 FRA.8041 (b) (2) and FRA.8041 (b) (3).
(2) 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.
(i) In the case of a radar or ADS-B control transfer, information relevant to this transfer includes the position and, where appropriate, the aircraft's route and speed, based on radar or ADS-B observations made immediately before the transfer.
(ii) In the case of a transfer using ADS-C data, the information relevant to this transfer includes four-dimensional position information and other necessary information.
(3) The accepting control body:
(i) 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 means acceptance of the specified conditions; or it indicates any modifications that are necessary to make to these conditions;
ii) specifies 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.
4) 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.
5) The applicable coordination procedures, including the control transfer points, are specified in letters of agreement or instructions of the ATS organization, as applicable.
FRA.8042 Air traffic current management
Additional provision
(a) Management of air traffic currents (ATFM) is established for the air space where the demand for air traffic exceeds at times, or will exceed according to forecasts, the declared capacity of the air traffic control services concerned.
Note. - The capacity of the air traffic control services concerned is normally reported by the competent ATS authority.
(b) The AFM is implemented on the basis of a regional air navigation agreement or, where appropriate, through multilateral agreements. Such agreements deal with common procedures and methods of capacity determination.
Note. - Regulation (EC) No. 255/2010 establishes common rules for the management of air traffic flows.
(c) When an ATC agency finds that it is impossible to transport other aircraft within a given timeframe or in a particular region, in addition to those already accepted or that it can only accept them at a certain level, it informs ATFM, where it exists, as well as, where applicable, interested ATS organizations. Aircraft flight crews heading to this point or to that area and interested operators are also advised of planned delays or restrictions imposed.
Note. - Interested operators are normally notified, if possible in advance, of the restrictions imposed by the air traffic flow management organization, where available.
In France, AIRMET 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.
FRA.9005 (c)
Implementation
The "available information" on traffic and weather conditions along the road is the information the controller is aware of.
FRA.9006 Transmission of special flight records
(Reserved)
FRA.9007 Disseminations of the flight information service for operation
Additional provision
Meteorological information and operational information on radionavigation services and aerodromes, which are included in the flight information service messages, are provided, whenever available, in an integrated operational form.
FRA.9010 (a) 2)
Additional provision
Whenever Voice-ATIS and/or D-ATIS messages are provided, the following conditions apply, in addition to those described in SERA.9010 (a) 2), (i) and (ii):
(iii) the information provided refers to a single aerodrome;
(iv) the information provided is updated as soon as noticeable change occurs;
(v) Air traffic services are responsible for drafting and disseminating the ATIS message;
(vi) each ATIS message is designated by an identifier made up of a letter from the ICAO Enpellation Code. These identifiers are assigned to successive ATIS messages in alphabetical order;
(vii) meteorological information is extracted from local regular or special weather observations.
FRA.9010 (a) 5)
Additional provision
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 ATS organization.
FRA.9010 (a) 6)
Additional provision
The content of ATIS messages is as brief as possible and the information in addition to SERA's specified information.9010 (b) to SERA.9010 (d), for example, information already provided in aeronautical information publications (AIP) or NOTAM, is transmitted only if exceptional circumstances warrant it.
Note. - In accordance with Annex 3 of the ICAO, sections 4.1. and 4.3., the mean direction and speed of the surface wind and the mean visual range of runway (RVR) are determined for periods of 2 minutes and 1 minute, respectively. In addition, wind information is representative of the conditions along the runway when it is intended for aircraft on departure and representative of the wheel touch area when it is intended for aircraft on arrival. The format of the elements in the local meteorological observation message as well as the scales of values and the resolutions of the elements are given in Appendix 3 of Appendix 3 of ICAO. Additional criteria for local meteorological observation messages are found in Chapter 4 and Supplement C of Schedule 3 of ICAO.
FRA.9010
Implementation
In the notes in SERA.9010 (b), (c) and (d), a "cloud of importance to exploitation" is considered to be a "cloud of operational importance" as defined in the "Definitions" section of the Annex to Commission Regulation (EU) No. 923/2012 of 26 September 2012.
FRA.9011 Disseminations of terminal area information service by voice link (ATIS-voix)
Additional provision
(a) 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 ATS services. When insured, these broadcasts include:
(1) A diffusion intended for aircraft on arrival; or
(2) A diffusion destined for aircraft at departure; or
(3) A broadcast intended for both arrival and departure aircraft; or
4) 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.
(b) 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.
(c) ATIS-voix broadcasts are not performed on the radiotelephone channel of an ILS.
(d) Every time an ATIS-voix service is provided, the broadcast is continuous and repetitive.
(e) The information contained in the current broadcast is immediately communicated to the organization or agencies of the air traffic services (ATS) to provide aircraft with information on approach, landing and take-off, whenever the message has not been written by that organization or agency.
Note. - The ATIS service specifications that apply to both ATIS-voix and D-ATIS service are in SERA.9010 (a) 2) and FRA.9010 (a) 2).
(f) ATIS-voice broadcasts on airfields intended for use by international air services are available in the English language.
(g) (Reserved).
(h) 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.
Note. - Indicative elements of human performance can be found in the Human Factors Manual (Doc OACI 9683).
FRA.9012 Automatic Data Link Information Service (D-ATIS)
Additional provision
(a) Where a D-ATIS service completes the ATIS-voix service, the nature and presentation of the information provided are identical to that of the ATIS-voix information.
(1) Where real-time weather information is available, it is considered, with respect to the maintenance of the ATIS message identifier, that their content is unchanged as long as the data remains within the limits beyond which the change is a noticeable change. The criteria to which a change must be met to constitute a significant change are specified in Appendix 3 of ICAO, Appendix 3, §2.3.2, applicable under the amended 27 March 2014 Regulation for Meteorological Assistance to Air Navigation.
(b) Where a D-ATIS service completes the ATIS-voix service, the ATIS information update is done simultaneously for both services.
Note. - The ICAO Air Traffic Data Link Applications Manual (Doc 9694) ICAO contains indicative elements on the D-ATIS application. The technical specifications of the D-ATIS application are contained in Annex 10 ICAO, Volume III, Part 1, Chapter 3.
FRA.9013 Emissions VOLMET and D-VOLMET service
Additional provision
(a) VOLMET HF and/or VHF and/or D-VOLMET are determined by regional air navigation agreement if it meets a need.
Note. - Information on VOLMET emissions and D-VOLMET service is contained in 11.5 and 11.6 of ICAO Annex 3.
(b) Standard conventional radiotelephone expressions are used in VOLMET emissions.
Note. - Indicative elements on standard conventional radiotelephone expressions to be used in VOLMET emissions are included in the ICAO Air Traffic Coordination Manual (Doc 9377), Appendix 1.
(a) Where a regional control centre or flight information centre is of the opinion that an aircraft is in the phase of uncertainty or alert, the operator shall, where possible, notify the aircraft before warning the rescue coordination centre.
Note. - If an aircraft is in the distress phase, the rescue coordination centre must be notified immediately in accordance with the provisions of FRA.10008(a).
(b) All information provided to the Rescue Coordination Centre by the Regional Control Centre or the Flight Information Centre is also forwarded to the operator without delay, where possible.
FRA.10007 Organisation for the Implementation of the Alert Service
Additional provision
(a) Flight Information Centres or Regional Control Centres are used as a gathering centre for all information related to a troubled aircraft located in the flight information region or in the relevant control area and transmit this information to the relevant rescue coordination centre.
(b) When an aircraft under the control of an aerodrome control tower, an approach control body, or operating in the airfield traffic of an AFIS-based aerodrome, is in trouble, this tower or agencies immediately notify the flight information centre or the responsible regional control centre, which in turn prevents the rescue coordination centre; However, if the nature of the emergency is such that the notification is superfluous, it is not necessary to warn the regional control centre, the flight information centre or the rescue coordination centre.
(1) However, if the urgency of the situation requires it, the aerodrome control tower, the approach control body, or the responsible AFIS agency first alerts local relief organizations that could provide immediate assistance and takes the necessary steps to trigger their intervention.
FRA.10008 Rescue Coordination Centre Alert
Additional provision
(a) Without prejudice to other circumstances that may justify such a measure, air traffic agencies, except in the case indicated in FRA.10006 (a), shall alert rescue coordination centres as soon as an aircraft is considered to be in trouble, in the following cases:
(1) Uncertainty phase:
(i) where 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 was made to communicate with that aircraft, if the latter time is earlier than the first time, or
(ii) where an aircraft does not arrive within 30 minutes of the last scheduled time of arrival notified to the air traffic agencies or the scheduled last 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.
(2) Warning phase:
(i) where, 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
(ii) where an aircraft that has been authorized to land will not operate within 5 minutes of the scheduled landing time and no new communication with the aircraft, or
(iii) where the information received indicates that the operation of the aircraft is compromised, but the possibility of a forced landing is likely,
unless conclusive indices ease any apprehension as to the safety of the aircraft and its occupants, or
(iv) where it is known or believed that an aircraft is the subject of unlawful intervention.
(3) Distress phase:
(i) where, 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
(ii) where it is estimated that the aircraft has exhausted its fuel or that the amount remaining to it is insufficient to allow it to land safely, or
(iii) where the information received indicates that the operation of the aircraft is compromised to the extent that a forced landing is likely, or
(iv) where it 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.
(b) The notification includes the following information available in the following order:
1) INCERFA, ALERFA and DETRESFA, according to the emergency phase;
(2) Organization and person who calls;
(3) Nature of emergency cases;
4) Significant information from the flight plan;
5) Organization having established the last contact, time and average used;
6) Last position statement and how it was prepared;
(7) Colour and distinctive signs of the aircraft;
8) Dangerous goods transported as cargo;
9) Actions taken by the reporting body;
(10) Other useful comments.
Those of the information specified above that are not available at the time the notification is sent to the Rescue Coordination Centre are requested by an air traffic authority prior to the declaration of a distress phase, if it is reasonably certain that this phase is reported.
(c) In addition to the notification given in FRA.10008 (a), the Rescue Coordination Centre shall receive without delay:
(1) Any useful additional information, particularly with respect to the evolution of the state of emergency, following the different phases; or
(2) The indication that the state of emergency no longer exists.
Note. - The cancellation of the measures taken by the Rescue Coordination Centre is the responsibility of this centre.
FRA.10009 Use of telecommunications facilities
Additional provision
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.
FRA.10010 Delay on map of the position of the aircraft in difficulty
Additional provision
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.
Note. - To indicate that it is in a state of emergency, an aircraft with an appropriate data link and/or SSR transponder may proceed as follows:
(a) Use the transponder on mode A, code 7700; or
(b) Use the transponder on mode A, code 7500, to expressly indicate that it is the subject of an unlawful intervention; or
(c) Use the absolute emergency and/or appropriate emergency function of SBA-B or SDA-C; and/or
(d) Send the appropriate emergency message by CPDLC.
FRA.11005 (a) (1)
Additional provision
In communications between ATS and aircraft in the event of an emergency, the principles of human factors are respected.
Note. - Indicative elements on the principles of human factors are found in the Manual on Human Factors (Doc OACI 9683).
1. Air-to-ground mobile service
1.1. General
1.1.1. Radiotelephone and/or data link are used in air-to-ground communications for air traffic services.
Note. - Specifications for the implementation of the 121.5 MHz emergency frequency in the ATS organisms and the day before they are to ensure on this frequency are contained in ICAO Annex 10, Volumes II and V.
1.1.2. When types of RCP are prescribed for ATS functions, any ATM body, in addition to the equipment required under 1.1.1., is equipped with communication equipment that allows it to meet the prescribed types of RCPs.
Note. - Information on RCPs and related procedures, as well as indicative elements of the registration process, are contained in the required Communication Performance Manual (RCP) (Doc OACI 9869). This document also contains references to other documents published by States and international organizations on communication systems and RCPs.
1.1.3. When air traffic control is provided through bilateral radiotelephone communications or data link communication between pilot and controller, recording devices are installed on all air-to-ground telecommunications channels used.
1.2. Flight Information Service
1.2.1. Air-to-ground telecommunications facilities allow the establishment of bilateral communications between an organization providing the flight information service and aircraft in flight equipped with appropriate equipment, at any point in the flight information region.
1.2.2. (Reserved)..
1.3. Regional oversight
1.3.1. Air-to-ground telecommunications facilities allow for the establishment of bilateral communications between an organization that provides regional control and flight aircraft with appropriate equipment, at any point in the area (or regions) of control.
1.3.2. (Reserved).
1.3.3. (Reserved).
1.4. Approach control
1.4.1. Air-to-ground telecommunications facilities provide direct, rapid, uninterrupted, and air-borne pest-free communications between the organization providing approach control and aircraft with appropriate equipment that are under its control.
1.4.2. When the approach control organization operates independently, air-to-ground communications are conducted on telecommunications channels reserved for its exclusive use.
1.5. Aerodrome control
1.5.1. Air-to-ground telecommunications facilities provide direct, rapid, uninterrupted, and air-borne parasites-free communications between an aerodrome control tower and aircraft with appropriate equipment that operate within a radius of 45 km (25 NM) around the aerodrome.
1.5.2. (Reserved).
2. Aeronautical fixed service (solation)
2.1. General
2.1.1. Direct voice communications and/or data link communications are used in ground-to-ground communications for air traffic services.
Note. - The speed with which communications are to be established has been defined by an indication of time to be used as a guide to telecommunications services, in particular to determine the nature of the necessary telecommunications routes. Thus, the "instant" expression is used for communications that effectively ensure an immediate connection between controllers; a period of "15 seconds" allows to use a switchboard and a period of "five minutes" means that the methods used will include a retransmission.
2.1.2. When types of RCP are prescribed for ATM functions, any ATS organization, in addition to the equipment required under 2.1.1., has a communication equipment that allows it to meet the prescribed types of RCPs.
Note. - Information on RCPs and related procedures, as well as indicative elements of the registration process, are contained in the required Communication Performance Manual (RCP) (Doc OACI 9869). This document also contains references to other documents published by States and international organizations on communication systems and RCPs.
2.2. Communications within a flight information region
2.2.1. Communications between air traffic agencies
2.2.1.1. A flight information centre has means of communication with the following organizations, when providing service within its area of responsibility:
(a) The regional control centre, unless co-located;
(b) Approach control organizations;
(c) Aerodrome control towers or AFIS organizations.
2.2.1.2. A regional control centre, in addition to being connected to the flight information centre, as prescribed in the provisions of 2.2.1.1., has means of communication with the following organizations, when providing service within its area of responsibility:
(a) Approach control organizations;
(b) Aerodrome control tours or AFIS organizations;
(c) Air traffic runway offices, when established separately.
2.2.1.3. An approach control body, in addition to being linked to the flight information centre and the regional control centre, as prescribed in 2.2.1.1. and 2.2.1.2., has means of communication with the aerodrome control tower or towers, or AFIS agencies, which are associated with it and with the corresponding ATS track office(s) when established separately.
2.2.1.4. A AFIS aerodrome control tower or agency, in addition to being connected to the flight information centre, the regional control centre and the approach control body, as prescribed in the provisions of 2.2.1.1., 2.2.1.2. and 2.2.1.3., has means of communication with the associated ATS track office, when the latter is established separately.
2.2.2. Communications between air traffic agencies and other organizations
2.2.2.1. A flight information centre and a regional control centre have means of communication with the following organizations, when providing service within their respective areas of responsibility:
(a) Interested military organizations;
(b) The meteorological centre that serves the centre in question;
(c) The aeronautical telecommunications station serving the centre in question;
(d) Bureaux of interested operators;
(e) The Rescue Coordination Centre or, if not, any other emergency service concerned;
(f) The international NOTAM office that serves the centre in question.
2.2.2.2. An approach control centre, an aerodrome control tower and an AFIS agency have communication facilities with the following organizations, when they provide service within their respective areas of responsibility:
(a) Interested military organizations;
(b) Rescue and emergency services (including ambulance, fire service, etc.);
(c) The meteorological centre that serves the body in question;
(d) The aeronautical telecommunications station that serves the organization in question;
(e) The organization providing the traffic area management service, when it is a separate agency.
2.2.2.3. The telecommunications facilities required under 2.2.2.1. (a) and 2.2.2.2. (a) are provided with means for the establishment of rapid and safe communications between the concerned air traffic authority and the military agency or agencies responsible for the control of interception operations within the ATS area of responsibility.
2.2.3. Description of telecommunications facilities
2.2.3.1. The telecommunications facilities required under 2.2.1., 2.2.2.1. (a) and 2.2.2.2. (a), (b) and (c) have means to:
(a) Direct voice communications, alone or combined with data-link communications, which can be established instantly for the purposes of the control transfer using radar or ADS-B, and normally in 15 seconds for other purposes;
(b) Teleprint communications when a written record is required, the delivery time of the message, for this type of communication, not exceeding 5 minutes.
2.2.3.2. (Reserved).
2.2.3.3. (Reserved).
2.2.3.4. The telecommunications facilities required under 2.2.1. and 2.2.2. are complemented, as required, by means of other forms of visual or auditory communication, such as closed-circuit television or separate information-processing systems.
2.2.3.5. The telecommunications facilities required under 2.2.2.2. (a), (b) and (c) have means for direct voice communications in conference mode.
2.2.3.6. (Reserved).
2.2.3.7. All facilities for direct voice communications or data link communication between air traffic agencies and between STA agencies and interested military organizations are equipped with automatic recording.
2.2.3.8. (Reserved).
2.3. Communications between flight information regions
2.3.1. The flight information centres and the regional control centres have the means to communicate with all neighbouring flight and regional control information centres.
2.3.1.1. The necessary telecommunications facilities are equipped, in all cases, with means to transmit the messages in a form that is ready for their preservation as permanent archives, and with respect to the delivery times specified by regional air navigation agreement.
2.3.1.2. Unless otherwise decided by a regional air navigation agreement, the facilities required for communications between regional control centres that serve contiguous control regions are also equipped with means to enable direct voice communications and data link communications, if any, with automatic recording, communications that can be established instantly for the purposes of the control transfer using radar, ADS-B or ADS-C data,
2.3.1.3. When an agreement between France and the States concerned prescribes it, in order to eliminate or reduce the need for interception in the event of a deviation from the assigned route, the facilities necessary for communication between centres that serve areas of flight information or areas of contiguous control, other than those referred to in 2.3.1.2., are equipped with means to allow direct communications by means alone or combined with data. These facilities are also equipped with automatic recording equipment.
2.3.1.4. (Reserved).
2.3.2. Neighbouring ATS organizations have means of communication between them in all cases where special situations are observed.
Note. - The particular situations mentioned may be caused by the density of traffic, the nature of the operation or the manner in which the airspace is organized; they may occur even if the control areas or control areas are not contiguous or have not yet been established.
2.3.3. When local conditions require an aircraft to be allowed, prior to departure, to enter a neighbouring control area, the approach control body or the aerodrome control tower shall have means of communication with the regional control centre serving the neighbouring area.
2.3.4. The telecommunications facilities required under 2.3.2. and 2.3.3. are equipped with means to enable direct voice communications alone or combined with data link communications, with automatic recording, communications that can be established instantly for the purpose of the control transfer using radar, ADS-B or ADS-C data, and normally within 15 seconds for other purposes.
2.3.5. (Reserved).
2.3.6. (Reserved).
2.4. Procedures for Direct Voice Communications
(Reserved).
3. Surface Traffic Control Service
3.1. Communications for the control of the movement of vehicles other than aircraft on the manoeuvring areas of controlled aerodromes
3.1.1. The aerodrome control service has means for bilateral radiotelephone communications for the control of vehicle traffic on the manoeuvring area, except where a visual signal communication system is deemed sufficient.
3.1.2. When the conditions warrant and the organization of traffic on the surface makes it acceptable, separate communications channels are implemented for the control of vehicle traffic on the manoeuvring area.
3.1.3. (Reserved).
4. Aeronautical radio service
(Reserved).
B) Information required for air traffic services
1. Weather information
1.1. General
1.1.1. Air traffic agencies receive, on current and anticipated weather conditions, the most recent information that is required to perform their respective functions. This information is provided in a form that requires the minimum interpretation by air traffic personnel and a frequency that meets the needs of interested air traffic organizations.
1.1.2. (Reserved).
1.1.3. When computer-processed altitude data are made available to air traffic agencies in a digital format to be used in ATS computers, the provisions concerning the content, presentation and transmission of this data are agreed between the weather service provider for air navigation and the competent authority of ATS services.
1.2. Flight Information Centres and Regional Control Centres
1.2.1. Flight Information Centres and Regional Control Centres will be provided with the meteorological information set out in ICAO Appendix 3, Appendix 9, 1.3, especially in the event of a marked or anticipated increase in weather conditions as soon as such aggravation has been determined. These observations and forecasts cover the flight information region or the control region as well as any other regions determined by regional air navigation agreement.
Note 1. - For the purposes of this provision, certain atmospheric variations are interpreted as aggravating weather conditions, although they are not usually considered as such. An increase in temperature may, for example, adversely affect the use of certain types of aircraft.
Note 2. - In France, AIRMET 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.
1.2.2. The flight information centres and regional control centres shall, at appropriate intervals, receive the latest values of the pressure for altimeter setting, identified at locations specified by the flight information centre or the regional control centre.
1.3. Approach control organizations
1.3.1. Approach control organizations are provided with the meteorological information set out in Appendix 3 of ICAO, Appendix 9, 1.2. for the airspace and aerodromes they charge. Special observation messages and amendments to the forecasts are communicated to the organization providing approach control as soon as they are deemed necessary according to the established criteria and without waiting for the following regular observations or forecasts. When several anemometers are used, the indicators to which they are connected are clearly marked to identify the track and the track part corresponding to each anemometer.
Note. - See Note 1 below 1.2.1.
1.3.2. Organizations providing approach control receive the latest pressure values for altimeter calibration, identified at the locations specified by the body providing the approach control.
1.3.3. Organizations providing approach control for final approach, landing and take-off phases are equipped with one or more surface wind indicators. The indicator(s) is the same location(s) of observation and is fed by the same anemonometer(s) as the corresponding indicator(s) in the aerodrome control tower and in the weather station, where such a station exists.
1.3.4. Organizations that provide approach control, for final approach, landing and take-off phases, at aerodromes where the visual range of runway is measured by instruments, have one or more indicators that allow to read the last or all values of the runway visual range. The indicator(s) correspond to the same observation location(s) and are fed by the same track visual range measuring device(s) as the corresponding indicator(s) installed in the aerodrome control tower and in the weather station, where such a station exists.
1.3.5. (Reserved).
1.3.6. (Reserved).
1.4. Aerodrome Control Tours or AFIS Organizations
1.4.1. Airfield control towers or AFIS organizations are provided with the meteorological information set out in Appendix 3 of ICAO, Appendix 9, 1.1. for the aerodrome they charge. Special observation messages and amendments to the forecasts are communicated to airfield control towers or AFIS organizations as soon as they are deemed necessary according to the established criteria and without waiting for the following regular observations or forecasts.
Note. - See Note 1 below 1.2.1.
1.4.2. Aerodrome control towers or AFIS organisms receive the latest pressure values for altimeter setting at the aerodrome they serve.
1.4.3. Aerodrome control towers or AFIS organizations are equipped with one or more wind indicators on the surface. The indicator(s) correspond to the same observation location(s) and are fed by the same anemonometer(s) as the corresponding indicator(s) installed in the weather station, where such a station exists. When several anemometers are used, the indicators to which they are connected are clearly marked to identify the track and the track part corresponding to each anemometer.
1.4.4. The control towers, or AFIS organisms, of aerodromes where the visual range of track is measured by instruments are equipped with one or more indicators that allow reading the last or last values of the visual range of track. The indicator(s) correspond to the same observation location(s) and are fed by the same visual range measurement devices as the corresponding indicator(s) installed in the meteorological station, where such a station exists.
1.4.5. (Reserved).
1.4.6. (Reserved).
1.4.7. Aerodrome warnings, when available, are available for aerodrome control towers and other appropriate organisms.
Note. - The meteorological conditions subject to aerodrome warnings are listed in Appendix 3 of ICAO, Appendix 6, 5.1.3., applicable under the amended dated 21 September 2007 Regulation for Meteorological Assistance to Air Navigation.
1.5. Telecommunications stations
When necessary for the flight information service, the latest observations and weather forecasts are transmitted to the telecommunications stations. A copy of this information is provided to the Flight Information Centre or the Regional Control Centre.
2. Information on the status of aerodromes and on the operational status of associated facilities and services
Aerodrome control towers, or AFIS agencies, and approach control organizations are kept informed of the conditions prevailing on the movement area that are operationally important, including the existence of temporary hazards, as well as the operational status of the facilities and services associated with the aerodrome or the aerodromes they charge.
3. Information on the state of operation of navigation services
3.1. ATS organizations are kept informed of the operational state:
- radionavigation services essential to the intermediate approach and final approach, landing, take-off and initial departure (1st aid used at the start), excluding the state of the satellite constellation;
- the following visual aids, when the approach is located on the aerodrome: approach marking (including PAPI), runway marking, surface traffic marking (including stop bars and signage panels) and marking of obstacles essential for the execution of a start, instrument approach or approach procedure.
3.2. (Reserved).
4. Information on unmanned free balloons
(Reserved).
5. Information on volcanic activities
5.1. ATS organizations are informed, in accordance with the local agreement, of pre-eruptive volcanic activities, volcanic eruptions and the presence of volcanic ash clouds near the air space borrowed by flights in their area of responsibility.
5.2. Regional control centres and flight information centres are provided with advisory information on volcanic ash that is communicated by the VAAC associated with them.
Note. - VAACs are designated by regional air navigation agreement in accordance with ICAO Annex 3, 3.6.1.
6. Information on "clouds" of radioactive materials and toxic chemicals
ATS organizations are informed, in accordance with the local agreement, of the presence in the atmosphere of radioactive substances or toxic chemicals, which may relate to the air space taken by flights in their area of responsibility.
(C) Principles governing the identification of navigation specifications and the identification of ATS routes, with the exception of standard departure and arrival routes
Note. - The identification of standard departure and arrival routes and corresponding procedures is the subject of Appendix 3. Indicative elements on the establishment of these routes and procedures are included in the ICAO Air Traffic Services Planning Manual (OACI Doc 9426).
1. Designs of ats roads and navigation specifications
1.1. The purpose of a system of road signs and navigation specifications applicable to ATS sections, ATS roads or specifically designated areas is to allow pilots and ATS services, taking into account the requirements of automation:
(a) to refer unambiguously to an ATS road without the need to use geographic coordinates or other means to describe this route;
(b) establish a relationship between an ATS road and a determined vertical structure of the airspace;
(c) indicate a level of navigation accuracy to be observed along an ATS road or within specified areas; and finally,
(d) indicate that a road is used primarily or exclusively by certain types of aircraft.
Note 1. - Chapter 7 of Appendix 4 and Appendix 1 of Appendix 15 contain provisions governing the publication of navigation specifications.
Note 2.- As part of this appendix and with respect to flight plans, a prescribed navigation specification is not considered to be an integral part of the ATS road code.
1.2. In order to meet this objective, the designation system shall:
(a) allow the identification of any ATS road in a simple and unequivocal manner;
(b) avoiding redundancy;
(c) be used both by the automatic system on the ground and by the automatic instrument system;
(d) allow the greatest concision in the use of the operating system; and finally
(e) ensure adequate development to meet future needs without fundamental modifications.
1.3. Controlled, uncontrolled and advisory ATS roads, with the exception of standard arrival and departure routes, are therefore identified in the manner specified below.
2. Composition of the sign
2.1. The ATS road code will be composed of a basic guide, if necessary, supplemented by:
(a) a prefix, as prescribed in 2.3;
(b) an additional letter, as prescribed in 2.4.
2.1.1. The number of characters required to dial the sign is not greater than 6.
2.1.2. The number of characters required to dial the sign must, if possible, be limited to a maximum of 5.
2.2. The basic code is composed of a letter from the alphabet followed by a number between 1 and 999.
2.2.1. The letter is chosen from the following:
(a) A, B, G, R for roads that are part of the regional networks of ATS roads other than surface navigation roads;
(b) L, M, N, P for surface navigation routes that are part of the regional networks of ATS roads;
(c) H, J, V, W for roads that are not part of the regional networks of ATS roads and are not surface navigation roads;
(d) Q, T, Y, Z for surface navigation routes that are not part of the regional ATS road networks.
2.3. If applicable, an additional letter is added as a prefix to the basic code in accordance with the following indications:
(a) K to indicate a low-altitude road established primarily for helicopters;
(b) U to indicate that the road or part of this road is established in the upper airspace;
(c) S to indicate a route established exclusively for supersonic aircraft to borrow it during acceleration, during deceleration and during supersonic flight.
2.4. Where the competent ATS authority prescribes it, or on the basis of a regional air navigation agreement communicated to users by way of aeronautical information, an additional letter may be added after the basic sign of the ATS road in question, to indicate the type of service insured as follows:
(a) Letter F to indicate that only an advisory service is provided on the road or on part of the road;
(b) Letter G to indicate that only a flight information service is provided on the road or on a part of the road.
Note 1. - Because of the limitations inherent in the instrument visualization devices, the additional letters "F" and "G" may not be displayed in the cockpit.
Note 2. - The implementation of a road or part of a road as a controlled road, advisory service road or flight information service route is indicated on aeronautical maps and in aeronautical information publications in accordance with the provisions of Annexes 4 and 15 of the ICAO.
3. Attribution of basic information
3.1. The basic signs of ATS roads are assigned according to the following principles.
3.1.1. The same basic guideline is assigned to a main long-haul road over its entire length, regardless of terminal control areas, states and areas crossed.
Note. - This assignment is particularly important in the case of automatic processing of ATS data and computer navigation equipment.
3.1.2. When two or more long-haul roads have a common section, it is assigned to the latter each of the road signs concerned, except where there are difficulties in air traffic services, in which case, in common agreement, only one guide will be used.
3.1.3. A basic guide assigned to a road is not assigned to another road.
3.1.4. Indicative requirements are notified by the competent authority to the ICAO regional offices for their coordination.
4. Use of indicators in communications
4.1. In printed communications, the sign is always expressed using at least two characters and not more than six characters.
4.2. In phony communications, the basic letter of an indication is issued in accordance with the OACI code of inquiry.
4.3. When the K, U or S prefixes specified in 2.3 are used, they are, in verbal communications, as follows:
K - KOPTER
U - UPPER
S - SUPERSONIC
The word "kopter" is spoken as the word "helicopter" and the words "helicopter" and "Supersonic" as in English.
4.4. When the letters "F" and "G" specified in 2.4 are used, the flight crew is not required to use them in its voice communications.
D) Principles governing the establishment and identification of significant points
1. Establishment of significant points
1.1. Whenever possible, significant points must be established in relation to ground or space radionavigation aids, preferably VHF or higher frequency aids.
1.2. Where there are no such radionavigation aids installed on the ground or in the space, significant points are established in locations that can be determined by stand-alone edge aids or by visual observation, when navigation is to be performed by visual reference to the ground. Specific points may be designated as "control transfer" points by agreement between adjacent air traffic control agencies or between interested control positions.
2. Signs of significant points identified by the location of a radionavigation aid
2.1. Clear language names for significant points identified by the location of a radionavigation aid
2.1.1. To the extent possible, significant points are designated by reference to an identifiable geographical location and of significant preference.
2.1.2. In choosing a name for the significant point, the following conditions shall be ensured:
(a) The name does not pose any pronunciation difficulties for ATS pilots or staff when using the language used in ATS communications. When the name of a geographical location in the national language chosen to designate a significant point poses difficulties of pronunciation, an abridged or contracted form of that name, retaining as much as possible its geographical significance, is chosen;
Example: FUERSTENFELDBRUCK = FURSTY
(b) The name is easily recognizable in phony communications and is not confusing with other significant points in the same overall region. In addition, the name does not create confusion over other communications between air traffic services and pilots;
(c) The name must, if possible, include at least 6 letters forming 2 syllables and, preferably, a maximum of 3;
(d) The name chosen is the same for the significant point and for radionavigation assistance whose location identifies this point.
2.2. Composition of coded indicators of significant points identified by the location of a radionavigation aid
2.2.1. The coded code is the radio identification of radionavigation aid; it is, if possible, of a nature to facilitate the connection with the name of the significant point in clear language.
2.2.2. The same coded code is not reused less than 1,100 km (600 NM) from the location of the radionavigation assistance in question, except as indicated below.
Note. - When two radionavigation aids operating in different bands of the spectrum are located at the same location, their radio identification is in principle the same.
2.3. The coded indicative requirements are notified to ICAO regional offices for coordination.
3. Signs of significant points that are not identified by the location of a radionavigation aid
3.1. When it is necessary to establish a significant point in a place that is not identified by the location of a radionavigation aid and that this point is used for the control of air traffic, it is designated by a single "coded name" group of 5 letters that is pronouncing. This "code name" then serves as a name as well as a coded sign of significant point.
Note. - The principles governing the use of alphanumeric code names of points supporting SID, STAR and RNAV instruments are set out in PANS-OPS (Doc 8168).
3.2. The code name is chosen to avoid any pronunciation difficulties for ATS pilots or staff when using the language used in ATS communications.
Examples: ADOLA, KODAP
3.3. The code name is easily identifiable in phone communications and is not confusing with the codes used for other significant points in the same overall region.
3.4. The unique code name of five pronouncing letters assigned to a significant point is not assigned to another significant point. When it is necessary to move a significant point, a new code name is assigned to it. The State that wishes to retain specific code names to assign them to different locations will not reuse these code names for at least six months.
3.5. The unique pronouncing code names of five letters are notified to ICAO regional offices for coordination.
3.6. In areas where there is no fixed road system or where aircraft routes vary according to operational considerations, significant points are identified and communicated in geographical coordinates of the Global Geodesic System-1984 (WGS-84); However, significant points permanently established and serving as entry points or exit points in these regions are designated in accordance with the relevant provisions of sections 2 or 3.
4. Use of indicators in communications
4.1. In principle, the name chosen as indicated in Sections 2 or 3 is used to designate the significant point in phony communications. If the clear language name of a significant point identified by the location of a radionavigation aid, chosen in accordance with paragraph 2.1, is not used, this name is replaced by the coded code. In phony communications, this coded code is spelled out in accordance with the ICAO code of inquiry.
4.2. In printed or coded communications, only the coded code or code name is used to designate a significant point.
5. Significant points used as reporting points
5.1. In order to allow ATS services to obtain information regarding the progression of aircraft in flight, it may be necessary to designate as reporting points the selected significant points.
5.2. For these reporting points, the following factors are taken into account:
(a) Type of insured air traffic services;
(b) normal traffic volume;
(c) accuracy with which aircraft may comply with the existing flight plan;
(d) speed of aircraft;
(e) minimum spacing applied;
(f) complexity of the air space structure;
(g) control method(s) used;
(h) start or end of major phases of a flight (mounted, descent, directional change, etc.);
(i) procedures for transfer of control;
(j) security, search and rescue;
(k) workload in the cockpit and volume of air-to-ground communications.
5.3. One of the following qualifiers is assigned to the reporting points: "required" or "on request". The following principles are used to establish "mandatory" reporting points:
(a) the number of mandatory reporting points is limited to the minimum that is required for the regular reporting of flight progression to air traffic agencies, given the need to minimize workload in the cockpit and controllers, as well as the volume of air-to-ground communications;
(b) the fact that a radionavigation aid is installed at a particular location should not necessarily determine its designation as a mandatory reporting point;
(c) mandatory significant points must not necessarily be established within the limits of a flight information region or control region.
5.5. "on request" reporting points may be based on the additional position records that air traffic services need when required by air traffic conditions.
5.6. The designation of obligatory and on-demand reporting points is reviewed on a regular basis to minimize regular position records required to ensure the effectiveness of air traffic services.
5.7. Regular records at mandatory reporting points must not be systematically mandatory for all flights and in all circumstances. In applying this principle, particular attention is drawn to the following:
(a) Rapid aircraft operating at high altitude shall not be required to report on a regular position at all points that have been declared mandatory for slow aircraft operating at low altitude;
(b) Aircraft passing through a terminal control area shall not be required to make regular position records as often as aircraft on arrival and departure.
5.8. In areas where the above principles, for the establishment of reporting points, cannot be applied, a reporting system defined in relation to meridians or parallels expressed in whole degrees may be established.
E) Principles governing the identification of standard departure and arrival routes and corresponding procedures
Note. - The elements for the establishment of standard departure and arrival routes and related procedures are contained in the ICAO Air Traffic Services Planning Manual (OACI Doc 9426).
1. Designs of standard departure and arrival routes and corresponding procedures
Note. - The term "itinerary" is used, in the text below, in the sense of "itinerary and corresponding procedures".
1.1. The code system:
(a) allows the identification of each route in a simple and unequivocal manner;
(b) allows a clear distinction between
- departure routes and arrival routes;
- departure or arrival routes and other ATS routes;
- roads that require navigation by reference to ground-based radio aids or self-help on board, and roads that require navigation by reference to visual markers on the ground;
(c) is compatible with ATS requirements and aircraft data processing and display requirements;
(d) allows the greatest conciseness in its operational application;
(e) avoiding redundancy;
(f) ensure adequate development to meet any future need without requiring fundamental modifications.
1.2. Each route is identified by a clear language guide and a corresponding coded guide.
1.3. In verbal communications, indicators are easily associated with a standardized route of departure or arrival and do not pose pronunciation difficulties for pilots and ATS staff.
2. Composition of indicators
2.1. Clear language sign
2.1.1. The clear language sign of a standardized route of departure or arrival is composed of:
(a) the word "start" or "arriage"; followed
(b) words "in sight"; if the itinerary is intended to be borrowed by aircraft used in accordance with the visual flight rules (VFR), they themselves followed
(c) a basic indicator; himself followed
(d) an indicator of validity; himself followed
e) a route indicator; if necessary.
2.1.2. The basic indicator is the coded name or name of the significant point to which a standard departure route ends or to which a standard arrival route begins.
2.1.3. The validity indicator consists of a number between 1 and 9.
2.1.4. The itinerary indicator is composed of a letter from the alphabet. The letters "I" and "O" are not used.
2.2. code
The coded code of a standard route of departure or arrival, instrument or visual, is composed of:
(a) the coded code or coded name of the significant point described in 2.1.1 (c); followed
(b) the validity indicator referred to in 2.1.1 (d); himself followed
(c) the itinerary indicator referred to in 2.1.1 (e); if necessary.
Note. - The limitations inherent in the visualization equipment on board the aircraft may require abbreviating the base indicator if it is a coded name of 5 letters, e.g. KODAP. How to shorten an indicator is left at the operator's discretion.
3. Provision of information
3.1. A separate guide is assigned to each route
3.2. In order to distinguish between 2 or more itineraries that reach the same significant point (and to which, therefore, the same basic indicator is assigned), a separate itinerary indicator, according to the provisions of 2.1.4, is assigned to each itinerary.
4. Attribution of validity indicators
4.1. An indicator of validity is assigned to each route in order to identify the route then in force.
4.2. The first validity indicator to be assigned is the number "1" (or "unit" in plain language).
4.3. Every time a route is changed, a new validity indicator, consisting of the higher figure that follows, is assigned. The number "9" will be followed by the number "1".
5. Examples of clear language and coded indicators
5.1. Example 1: Standard instrument departure route:
(a) Clear language sign: DEPART BRECON UNITE
(b) Encoded code: BCN 1
5.1.1. Meaning:
The designation identifies a standard instrument departure route that ends at the significant point BRECON (basic indicator). BRECON is a radionavigation facility whose identification is BCN (core code indicator). The UNITE validity indicator (1 in the coded code) means that the initial version of the route is still in effect or that an amendment has taken place between the previous version NEUF (9) and UNITE (1) now in force (see 4.3). The absence of a route indicator (see 2.1.4 and 3.2) means that a single route, in this case a departure route, was established by reference to BRECON.
5.2. Example 2: Standard instrument arrival route:
(a) Indicative in clear language: KODAP SECOND ALPHA
(b) Encoded code: KODAP 2 A
5.2.1. Meaning:
This guide identifies a standard instrument arrival route that starts at the significant KODAP point (basic indicator). KODAP is a significant point that does not correspond to the location of a radionavigation facility and is therefore assigned a code name of 5 letters in accordance with Appendix 2. The validity indicator TWO (2) means that an amendment occurred between the previous UNITE (1) and the TWO (2) version now in force. The ALPHA (A) itinerary indicator identifies a route among several routes established by reference to KODAP and is a specific character assigned to this route.
5.3. Example 3: Standard Flight Route:
(a) Indicative in clear language: DEPART À VUE ADOLA CINQ BRAVO
(b) Encoded code: ADOLA 5 B
5.3.1. Meaning:
This guide identifies a standardized departure route for controlled VFR flights that ends at ADOLA, a significant point that does not match the location of a radionavigation facility. The CINQ (5) validity indicator means that an amendment occurred between the previous version QUATRE (4) and the CINQ (5) version now in force. The BRAVO (B) itinerary indicator identifies a route among several routes established by reference to ADOLA.
6. Composition of guidance for approach procedures
MLS/RNAV
6.1. Clear language sign
6.1.1. The clear language sign of a MLS/RNAV approach procedure should be composed of:
(a) the word "approach", followed by
(b) "MLS", himself followed
(c) a basic indicator, itself followed
(d) an indicator of validity, itself followed
e) an itinerary indicator, itself followed
f) the indication of the track for which the procedure is designed.
6.1.2. The basic indicator must be the coded name or name of the significant point to which the approach procedure begins.
6.1.3. The validity indicator shall be composed of a number between 1 and 9.
6.1.4. The itinerary indicator must be composed of a letter from the alphabet. The letters "I" and "O" should not be used.
6.1.5. The runway indication shall be in accordance with the provisions of Annex 14 of ICAO, Volume I, 5.2.2.
6.2. code
6.2.1. The coded code of an MLS/RNAV approach procedure shall be composed of:
(a) "MLS", followed by
(b) the coded code or coded name of the significant point referred to in 6.1.1 (c), itself followed
(c) of the validity indicator referred to in 6.1.1 (d), itself followed
(d) of the itinerary indicator mentioned in 6.1.1 (e), itself followed
e) of the runway indication referred to in 6.1.1 (f).
6.3. Provision of information
6.3.1. The assignment of guidance to MLS/RNAV approach procedures shall be in accordance with the provisions of paragraph 3. Separate itinerary indicators must be assigned to the procedures that follow identical paths but differ in flight profiles.
6.3.2. The road indicator letter for MLS/RNAV approach procedures must be assigned exclusive to all approaches at an airport until all letters have been used. It is only at that time that the letter must be repeated. The use of the same road indicator for two roads served by the same MLS ground installation shall not be permitted.
6.3.3. The attribution of the validity indicator to the approach procedures shall be in accordance with the provisions of paragraph 4.
6.4. Example of code in clear language and code code
6.4.1. Example:
(a) Clear language sign: MLS HAPPY ALPHA PISTE DIX-HUIT (HUIT UNIT)
(b) Encoded code: MLS HAPPY 1 A 18L
6.4.2. Meaning: The designation identifies a MLS/RNAV approach procedure that starts at a significant HAPPY (basic indicator). HAPPY is a significant point that is not marked by the establishment of a radionavigation facility and is therefore assigned to it a coded name of 5 letters, in accordance with the provisions of Appendix 2. The UNITE (1) validity indicator means that the initial version of the itinerary is still in effect or that an amendment has taken place between the previous version of NEUF (9) and UNITE (1) now in force. The ALPHA (A) itinerary indicator identifies a route among several established by reference to HAPPY and is a specific character assigned to this route.
7. Use of indicators in communications
7.1. In voice communications, we only use the code in clear language.
Note. - For the purposes of identifying itineraries, the words "beginning", "coming" and "foreseeing", mentioned in 2.1.1 (d) and (e), are considered to be an integral part of the clear language sign.
7.2. In printed or coded communications, the coded code is used only.
8. Visualization of routes and procedures for air traffic control
8.1. A detailed description of each standard departure and/or arrival/approach route in force, including the clear language sign and coded code, is posted at work stations from which itineraries/procedures are assigned to aircraft as part of an ATC clearance, or are used in any other way for the provision of air traffic control services.
8.2. As far as possible, there is also a graphic representation of routes/procedures.
F) Quality specifications of aeronautical data
Table 1. - Latitude and longitude
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JOno 0017 of 21/01/2015, text no 2Table 2. - Topographical altitude/height
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JOno 0017 of 21/01/2015, text no 2Table 3. - Declining and magnetic decline
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JOno 0017 of 21/01/2015, text no 2Table 4. - Removal/orientation
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JOno 0017 of 21/01/2015, text No. 2Table 5. - Length/distance/other dimensions
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JOno 0017 of 21/01/2015, text No. 2
ANNEX II
The annex to the amended dated July 6, 1992 concerning procedures for organizations rendering air traffic services to general air traffic aircraft is amended as follows:
(a) In 2.1.3.1, the words "and night VFR" are deleted;
(b) The provisions of 2.2.1,2.2.2.1 and 2.2.2.2 shall be replaced by the word "(Reserved). » ;
(c) In 2.2.2.3.4, the paragraph: "the VFR flights having obtained a night VFR clearance" is deleted;
(d) In (d) of 3.2.1, the words "or night VFR are deleted";
(e) The last paragraph of 3.8.4 is deleted;
(d) In 8.2.3.1, the words "or night VFR" are deleted.
Done on 11 December 2014.
Minister of Ecology, Sustainable Development and Energy,
For the Minister and by delegation:
The Director of Air Transport,
P. Schwach
Minister of Overseas,
For the Minister and by delegation:
The Director General of the Overseas,
T. Degos
