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Royal Decree 1489 / 1994, Of 1 July, Which Approves The Reglamento De La Circulación Aérea Operational.

Original Language Title: Real Decreto 1489/1994, de 1 de julio, por el que se aprueba el Reglamento de la Circulación Aérea Operativa.

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TEXT

The Spanish airspace is subject to a constant and progressive increase in the transit of aircraft, which, among other measures, demands a permanent effort to guarantee, at all times and circumstances, the security of the same and efficient management of the said space.

The requirement for air traffic to be ordered and safe is met, in part, by the current Air Circulation Regulation, which has an undeniable vocation of universality, in the sense that, as a general rule, Any aircraft located in the national territory or as long as the Spanish airspace is overflown must be subject to its requirements. However, the Regulation does not meet the specific needs of military air traffic.

It is so that military aircraft carry out missions which, by their nature or purpose, require specific regulations in those areas where it is not possible for them to follow the expressed Air Circulation Regulation.

Therefore, in order to develop the legal framework necessary to give due response to the global requirements of air traffic and to contribute, in this way, to ensure the flight safety of all types of aircraft, is It is essential to enable the specific rules of the operational air circulation which, together with those of the expressed Air Circulation Regulation, make up a single regulatory block for the purposes of Article 144 of Law 48/1960 of 21 December 1990. July, Air Navigation.

The Operational Air Traffic Regulation that is approved by this provision defines:

-The rules on the use of airspace by operational air traffic.

-The appropriate rules to ensure the safe and effective development of operational air circulation activities. These rules are consistent with international agreements ratified by Spain and compatible with those of the general air circulation.

-The nature of the services provided by the organizations related to military air traffic.

In its virtue, on the proposal of the Ministers of Defense and of Public Works, Transport and Environment, in agreement with the Council of State and after deliberation of the Council of Ministers at its meeting of July 1, 1994,

DISPONGO:

Single item.

The Operational Air Circulation Regulation is approved as an annex to this Royal Decree.

TRANSIENT DISPOSITION

Unica.

As long as the rules of coordination of the different classes of air circulation are approved, they will apply, as soon as they do not object to the provisions of this Royal Decree, the provisional rules of coordination approved by the Orders of the Presidency of the Government of 7 September 1977.

REPEAL PROVISION

unique.

Any provisions of equal or lower rank are repealed as set out in this Royal Decree.

FINAL PROVISIONS

First.

The Ministers of Defence and Public Works, Transport and the Environment are empowered to introduce, subject to the provisions of the Order of the Presidency of the Government of 8 November 1979 establishing the Commission Article 6 of the Royal Decree-Law 12/1978 of 27 April 1978 on the fixing and delimitation of powers between the Ministries of Defence and Public Works, Transport and the Environment in the field of aviation, amendments of a technical nature are necessary for the adaptation of the procedures of the flight operations to the technical innovations that occur, and in particular to the provisions of the international treaties and conventions of defence of which Spain is a party.

Second.

The Air Force, as the principal responsible for the control of the airspace and the operational air circulation, will be the body responsible for proposing, preparing and disseminating the technical and functional provisions that will be necessary for the execution of the provisions of the first provision.

Third.

In all the provisions of this Royal Decree, the Regulation of the Air Circulation, approved by Royal Decree 73/1992, will be applicable with an extra character.

Fourth.

This Royal Decree will enter into force on the day following its full publication in the "Official State Gazette".

Given in Madrid on July 1, 1994.

JOHN CARLOS R.

The Minister of the Presidency,

ALFREDO PEREZ RUBALCABA

ANNEX

AIR HEADQUARTERS
SHIFT STATUS

OPERATIONS DIVISION
SESPA

OPERATIONAL AIR CIRCULATION REGULATION

INDEX

0. Preamble.

1. Book I. Definitions and abbreviations.

1.1 Chapter I. Definitions.

1.2 Chapter II. Abbreviations.

2. Book II. Of the operational air circulation.

2.1 Chapter I. Types of air circulation:

2.1.1 Types of air circulation.

2.1.2 Operational air circulation.

2.1.3 Compatibility between CAO and CAG.

2.2 Chapter II. Implementation of the Operational Air Traffic Regulation:

2.2.1 RCAO Principles.

2.2.2 Scope of the RCAO.

2.2.3 Application of the RCAO.

2.3 Chapter III. General rules:

2.3.1 Aircraft Commander.

2.3.2 Head of Training.

2.3.3 Protection of people and property:

2.3.3.1 Minimum flight scores.

2.3.4 Launch of people and objects.

2.3.5 Trailer.

2.3.6 acrobatic flight.

2.3.7 Forbidden, restricted, and dangerous zones.

2.3.8 Prevention of collisions.

2.3.9 Right of Step:

2.3.9.1 Approximation of front.

2.3.9.2 Convergence.

2.3.9.3 Scope.

2.3.9.4 Landing.

2.3.9.5 Emergency landing.

2.3.9.6 Unpaste.

2.3.9.7 Movement of aircraft on the surface.

2.3.10 Peace-time air circulation type priority:

2.3.10.1 Out of airspace reserved for instruction.

2.3.10.2 Within airspace reserved for instruction.

2.3.10.3 Proximity to civil aircraft.

2.3.10.4 Proximity to military aircraft.

2.3.11 Formations.

2.3.12 Altimeter Settings.

2.3.13 CAO Flight Rules.

2.4 Chapter IV. Operational Visual Flight Rules (OVFR):

2.4.1 Operational Visual Flight Rules (OVFR).

2.4.2 Cloud visibility and distance conditions.

2.4.3 Speed.

2.4.4 Night flights.

2.4.5 Cruise levels.

2.4.6 Special OVFR Flights.

2.4.7 Control of OVFR flights.

2.4.8 Application of VFR rules.

2.5 Chapter V. Operational Instrument Flight Rules (OIFR):

2.5.1 Control of OIFR flights.

2.5.2 Aircraft Equipment.

2.5.3 Cruise levels.

2.5.4 Application of IFR rules.

2.6 Chapter VI. Air Defense Flight Rules (ADFR):

2.6.1 Air Defense Flight Rules (ADFR).

2.6.2 Interdiction procedures and maneuvers:

2.6.2.1 Aircraft Interceptation.

2.6.2.2 Generalities.

2.6.2.3 Interception Maniworks:

2.6.2.3.1 Maniplay for visual identification.

2.6.2.3.2 Manipulation for navigation guidance.

2.6.2.4 Guided of an intercepted aircraft.

2.6.2.5 Measures to be taken by the intercepted aircraft.

2.6.2.6 Air-to-air visual signals.

2.6.2.7 Radiocommunication between the interception control dependency or the intercepted aircraft and the intercepted aircraft.

2.6.2.8 Abstention from use of weapons.

2.6.2.9 Coordination between interception control dependencies and air traffic services dependencies.

2.7 Chapter VII. Flight plans:

2.7.1 Generalities.

2.7.2 Flight Plan Form.

2.7.3 Flight plan presentation.

2.7.4 Acceptance of flight plans.

2.7.5 Mixed flight plan.

2.7.6 Change of flight plan type in the air.

2.7.7 Landing at an aerodrome without ATS.

2.7.8 Other CAO flight plan types.

3. Book III. Organization of the CAO services.

3.1 Chapter I. Generalities.

3.2 Chapter II. Organisation of military air traffic services (ATS):

3.2.1 Generalities.

3.2.2 Objectives.

3.2.3 Functions:

3.2.3.1 Air Traffic Control Service.

3.2.3.2 Flight information service.

3.2.3.3 Alert service.

3.2.4 ATS dependencies responsibilities.

3.3 Chapter III. Organisation of the ATC services of the EAC:

3.3.1 Objectives.

3.3.2 Elements:

3.3.2.1 Control Dependencies.

3.3.2.2 Coordination Dependencies.

3.3.2.3 Communications system.

3.3.3 Responsibilities:

3.3.3.1 CAO control shields.

3.3.3.2 Military approach and aerodrome control services.

3.3.3.3 CAO Squadron.

3.3.4 Services to be provided:

3.3.4.1 Services to be provided.

3.3.4.2 Controlled airspace.

3.3.4.3 Services based on space category and flight rules:

3.3.4.3.1 OIFR Flights.

3.3.4.3.2 OVFR Flights.

3.4 Chapter IV. Organisation of air defence control services:

3.4.1 Objective.

3.4.2 Elements:

3.4.2.1 Control elements.

3.4.2.2 Coordination elements.

3.4.2.3 Communications systems.

3.4.3 Responsibilities:

3.4.3.1 Of the control elements.

4. Book IV. Control and coordination procedures.

4.1 Chapter I. Generalities:

4.1.1 General provisions.

4.1.2 Responsibilities regarding the CAO transits.

4.1.3 CAO flight programming by units.

4.2 Chapter II. Control, advisory and coordination procedures:

4.2.1 Control.

4.2.2 Anti-collision advice.

4.2.3 Civil/Military Coordination:

4.2.3.1 CAO/CAG coordination on ATC dependencies.

4.2.3.2 Coordination conflicts.

4.3 Chapter III. Control Transfer:

4.3.1 General character.

4.3.2 Transfer between CAO control dependencies.

4.3.3 Transfer between ATC dependencies of the EAC and air defense system dependencies.

4.3.4 Transfer between CAO/CAG dependencies:

4.3.4.1 Transfer coordination.

4.3.4.2 Transfer of radar control.

4.3.4.3 Control Transfer Points.

4.4 Chapter IV. Separations and authorizations:

4.4.1 Separations between CAO flights.

4.4.2 CAO/CAG Separation.

4.4.3 Authorizations:

4.4.3.1 Scope.

4.4.3.2 Authorizations to fly by taking care of their own separation in meteorological conditions of visual flight.

4.5 Chapter V. Flight Plan Changes:

4.5.1 Change of flight OIFR to OVFR.

4.5.2 Deterioration of weather conditions.

4.5.3 Change CAO to CAG or vice versa.

4.6 Chapter VI. Other identification and radio procedures:

4.6.1 CAO Sectorization

4.6.2 Radar Identification.

4.6.3 Radio Procedures.

4.6.4 The pilot of the air defense aircraft.

5. Book V. Operation with helicopters

5.1 Generalities.

5.2 Atterings and Take-offs.

5.3 Special operations.

5.4 Night flights.

6. Book VI. From the Commander of Aircraft/Head of Training.

7. Book VII. Requirements for the operation of aircraft.

7.1 Chapter I. Weather Minimos:

7.1.1 Weather Minimos (MM).

7.1.2 Weather Minimos for Landing.

7.1.3 Weather Minimos for takeoff.

7.1.4 Weather conditions at the destination aerodrome.

7.1.5 Weather Minimos over the course of a mission.

7.2 Chapter II. Low and very low flights cota:

7.2.1 Daylight flights.

7.2.2 Night flights.

7.3 Chapter III. Fuel, oil and oxygen reserves:

7.3.1 Fuel and oil reserve.

7.3.2 Oxygen reserve.

7.3.3 Other fluids.

7.4 Chapter IV. Procedures during flight:

7.4.1 Alternative Aerodrome.

7.4.2 Weather conditions en route.

7.4.3 Dangerous Conditions for Flight.

7.4.4 Flight Tripulte in Service Positions.

7.4.5 Use of oxygen.

7.4.6 Using the helmet.

7.4.7 Protection of crew and passengers in pressurised aircraft in case of loss of pressure.

7.5 Chapter V. Limitations of use of the aircraft's perfomance:

7.5.1 Using the aircraft.

7.5.2 Parachute.

7.5.3 Flights over water.

7.5.4 Flights over difficult access land areas.

7.6 Chapter VI. Military aircraft with passenger on board:

8. Book VIII. Military Aeronautical Information Service

8.1 Chapter I. Generalities:

8.1.1 Introduction.

8.1.2 Responsibilities and Functions.

8.1.3 Aircraft Information Exchange.

8.2 Chapter II. Publication of military aeronautical information (MILAIP):

8.2.1 Content.

8.2.2 Specifications.

8.2.3 Amendments to the information contained in the MILAIP:

8.2.3.1 Information to be published.

8.2.3.2 Information to be disseminated locally.

8.3 Chapter III. Amendments to the MILAIP:

8.3.1 Generalities.

8.3.2 Normal Amendment (MILAIP AMD).

8.3.3 AIRAC (MILAIRAC AMD) Amendment.

8.4 Chapter IV. Temporary Information:

8.4.1 Generalities.

8.4.2 Supplements to MILAIP (MILAIP SUP).

8.4.3 MILNOTAM.

8.4.4 Specifications.

8.5 Chapter V. Military Aeronautical Information Circulars (MILAIC):

8.5.1 Initiation.

8.5.2 Specifications.

8.6 Chapter VI. Information before and after the flight:

8.6.1 Information before flight.

8.6.2 Post-flight information.

ANNEX A

Cruise levels table.

ANNEX B

Signs to be used in case of interception.

ANNEX C

Instructions for completing the flight plan form.

ANNEX D

NATO regulations related to military air traffic that complement the provisions of this Regulation.

PREAMBLE

The operational air traffic is constituted by air transits of military aircraft, in tactical or instructional missions, which cannot, in most cases, comply with the provisions of the Circulation Regulation. Air.

The need to ensure that the flights of the military aircraft that make up the operational air circulation, are carried out according to their special characteristics and according to the specific requirements of the National Defense, without which interfere with the normal development of civil air traffic, requires the close coordination of the control of military and civilian aircraft by the Bodies providing the Air Traffic Services.

It is evident, on the other hand, the need to coordinate the use of Spanish airspace by aircraft that transit according to different requirements, giving rise to different circulations.

It is also necessary to fix the responsibility of the aircraft commanders and crew members who carry out military flights under these conditions, as well as the military personnel who are in charge of carrying them out. air traffic services to the operational air traffic.

Consequently, this Regulation is intended to lay down rules which, in the light of their special characteristics, are of exclusive application to the operational air circulation, as well as the definitions, principles and rules to govern the action of the bodies, crews and controllers related to the expressed circulation.

The Operational Air Traffic Regulation (RCAO) is compatible with the Air Circulation Regulation, being the latter of application in all the non-expressly regulated in the RCAO. It applies to all Spanish and foreign military aircraft flying in accordance with the rules of the operational air circulation in the airspace of Spanish responsibility and sovereignty, and to the Spanish military aircraft operating in Spain. abroad, provided that they do not object to the regulations in force in the State they operate.

1. BOOK I

Definitions and abbreviations

1.1 CHAPTER I

Definitions

In the text of this document:

(a) The term "service" is used generically to designate a set of properly organized personnel, equipment and equipment to facilitate air traffic; it also refers to the action and effect of the performance of certain functions related to air traffic.

b) The word "dependency" is used to designate a body, center, or entity that provides a service.

The following terms and expressions have the following meanings:

Aerodrome (ICAO): a defined area of land or water (including all buildings, installations and equipment) intended wholly or partly for the arrival, departure and movement of aircraft.

The term "aerodrome" in the provisions relating to flight plans and ATS messages shall also include sites other than those defined as aerodromes, but which may be used by some types of aircraft, such as helicopters or balloons.

Alternate or alternate aerodrome: aerodrome to which an aircraft could be directed when it is impossible or not advisable to go to or land on the intended landing aerodrome.

The aerodrome from which a flight is started can also be the alternate aerodrome in route or alternate destination aerodrome for that flight.

Military Airfield: Airfield affected the Ministry of Defense. The military aerodrome fulfils the same purposes as the air bases, but is restricted in terms of the operational capacity and the maintenance of the equipment of the air units.

Aircraft (ICAO): any machine that can be supported in the atmosphere by air reactions other than the reactions of the air against the surface of the ground.

State aircraft: State aircraft are considered:

a) Military aircraft

(b) Non-military aircraft intended exclusively for non-commercial state services.

Military aircraft: is the aircraft used in the performance of missions related to the National Defense or is sent by a military commissioner to the effect. These aircraft are subject to their peculiar regulation.

Airport (ICAO): Airport is considered to be any aerodrome where facilities and services are permanently available to assist in a regular manner in air traffic, to allow parking and repairs to the airport. air material and receive or dispatch passengers or cargo.

Aerovia (ICAO): control area or part thereof arranged in the form of a corridor and equipped with radio aids for navigation.

ALERFA: keyword used to designate the "alert phase" in an alarm situation. Used:

(a) When the uncertainty phase has elapsed, in the following attempts to establish communication with the aircraft, or in inquiries made from other relevant sources, no news of the aircraft is being made; or

b) When an aircraft has been authorized to land and does not do so within five minutes of the scheduled landing time and the communication with the aircraft could not be restored; or

c) When reports are received indicating that the operating conditions of the aircraft are not normal, but not to the extent that a forced landing is likely; unless there are favourable indications as to the security of the aircraft and its occupants: or

d) When it is known or suspected that an aircraft is being subjected to unlawful interference.

High cote: flight height above flight level 145.

Altitude (ICAO): vertical distance between a level, point or object considered as a point, and the average sea level.

Decision Altitude/Height (1) (ICAO): altitude or height specified in the precision approach to which a failed approach should be initiated if the required visual reference (2) has not been established for continue the approach.

Minimum Descent Altitude/Height (ICAO): altitude/height specified in an approach that is not accurate or in a circuit approach, below which the descent cannot be performed without visual reference.

Obstacle clearance altitude/height (ICAO): the lowest altitude or the lowest altitude above the threshold elevation of the relevant runway or above the aerodrome elevation, as appropriate, used for comply with the relevant obstacle clearance criteria.

Minimum Sector Altitude (ICAO): the lowest altitude that can be used in emergency conditions and which allows a minimum vertical margin of 300 m (984 ft) to be retained, above all obstacles in an area within the range of a circular sector of 46 km (25 nautical miles) of radio, centred on a radio aid for navigation.

Pressure Altitude (ICAO): expression of atmospheric pressure by the altitude corresponding to that pressure in the type atmosphere.

Transition Altitude (ICAO): altitude at which, or below which, the vertical position of an aircraft is controlled by reference to altitudes.

Height (ICAO): vertical distance between a level, point or object considered as a point, and a specified reference.

(1) The decision altitude refers to the average sea level and the decision height refers to the elevation of the threshold.

(2) The required visual reference means that section of the visual aids or approach area which should have been in sight for long enough to allow the pilot to make an assessment of the position of the the aircraft and the speed of the change of position, in relation to the desired flight path.

Control Area (ICAO): Controlled airspace extending upwards from a specified boundary on the ground.

Terminal Control Area (ICAO): Control area generally established at the confluence of ATS routes in the vicinity of one or more major aerodromes.

Manoeuvring Area (ICAO): that part of the aerodrome to be used for take-off, landing and shooting of aircraft, excluding platforms.

Area of movement (ICAO): the part of the aerodrome to be used for the take-off, landing and shooting of aircraft, and is integrated by the manoeuvring area and the platform (s).

Anti-collision advice (ICAO): advice provided by a dependency on air traffic services, with the indication of specific manoeuvres to help the pilot avoid a collision.

CAO anti-collision advice: advice provided by a control unit of the EAC, with the indication of specific manoeuvres to help the pilot avoid a collision and provide information on deviations significant with respect to the nominal flight path.

Radar Assistance (ICAO): the use of radar to provide aircraft with information and advice on significant deviations from the nominal flight path.

Civil competent ATS authority: the authority concerned, designated by the competent authority (Directorate-General for Civil Aviation), responsible for providing air traffic services in the airspace that is treat.

Military competent ATS authority: the appropriate authority, designated by the military competent authority, responsible for providing air traffic services in the airspace concerned.

Civil Competent Authority: Ministry of Public Works and Transport. Directorate-General for Civil Aviation.

Military Competent Authority: Chief of Staff of the Air Force. Ministry of Defense.

Aircraft (Aeroplane) (ICAO): aircraft heavier than air, mechanically propelled, which must be supported in flight mainly for aerodynamic reactions on surfaces which remain fixed in certain flight conditions.

Low Cota: Flight height between 1,000 and 5,000 ft AGL/MSL.

Air Base: Airfield affected the Ministry of Defense. It has a dual purpose: on the one hand, it allows the deployment, the instruction, the training and the realization of the aerial actions of the Units, and on the other, the supply and maintenance of the same and the satisfaction of the necessities of the life of your staff.

Air-capable vessels: these are those ships, not aircraft carriers, from which aircraft can take off, take or perform routine personnel and material transfer operations. These vessels provide air traffic control for visual take-off and landing maneuvers.

Pilot rating: the degree of instruction and skill achieved by the pilot in the handling and operation of an aircraft as a result, mainly the completion of the Instruction Plans (PI) or Training Plans Core (PAB) of the Unit. In order to achieve the qualifications that enable the execution of the missions assigned to the Unit, it will be essential that the evaluations are rigorously carried out by the instructors and controlled by the Heads of the Escudrilla. You can reach multiple categories:

SA: no aircraft fitness. No aptitude for carrying out the basic handling operations of the aircraft concerned. You have not completed PI number 1, or you have not flown the aircraft in the last six months.

CA: aircraft fitness. It has the ability to perform the elementary operations of the aircraft handling. You have completed the IP number 1 and passed the regulatory assessments, or you have completed the necessary requirements to revalidate it after you have lost it. Obtaining it implies that the holder has achieved the necessary fitness to fly as a pilot under conditions VMC and BMI the type of military aircraft in question (yellow and white cards).

LCR: limited aptitude for combat. It has the ability to fulfil the role of the Unit and to develop certain types of operations. You have completed the IP number 2 and passed the statutory assessments, or you have completed the necessary requirements to revalidate it after you have lost it (or the teacher's course in the case of schools). He has conducted daytime flights in the last forty-five days and nights in the last sixty days.

CR: fitness for combat. Has the ability to perform all the capacities (role) and to develop all the types of operation of the Unit after having carried out at least one complete Basic Training Plan and passed the evaluations, or has completed the revalidation requirements after having lost it. Has conducted daytime flights in the last thirty days and night in the last forty-five days.

Within this category, the levels (CR-1, CR-2 and CR-3) are established, depending on the experience and the degree of training achieved in the different mission modalities according to their difficulty and associated risk. To achieve these levels the following minimum experience is required:

CR-1: completed 1 PAB (or imparted the first course as a teacher).

CR-2: completed 2 PAB (or imparted the second course as a teacher).

CR-3: Complete 3 PAB (or imparted the third course as a teacher).

Transition layer (ICAO): airspace between the transition altitude and the transition level.

AFTN aeronautical fixed telecommunications network (ICAO) communications center: AFTN station whose primary function is the AFTN traffic relay of other (or other) AFTN stations connected with it.

Information and control center: subordinate control element from which control and surveillance operations are conducted within an area of responsibility.

Industry operations center: centralized element of execution of air defense missions and other air operations.

General air circulation (ICAO): air traffic operating in accordance with the Air Circulation Regulation.

Operational air circulation: military air traffic operating in accordance with the Operational Air Traffic Regulation. It includes air transits on air/air defense police missions, real or simulated.

Military aeronautical information circular: notice containing information that does not require the initiation of a MILNOTAM or the inclusion in the MILAIP, but related to flight safety, air navigation, or technical, administrative or legislative character.

Code (SSR Code) (ICAO): number assigned to a given multiple pulse response signal transmitted by a responder.

Aircraft Commander: Pilot expressly designated to exercise command of the aircraft. It shall be appointed by the authority which in each case corresponds and shall have the technical and specific qualifications for the performance of the mission.

Compatibility of circulations: a generic term used to indicate that general air and operational air circulations may share the same airspace in a coordinated manner without endangering or lives, or the aircraft, or the properties.

Instrument flight weather conditions (ICAO): weather conditions expressed in terms of visibility, cloud distance and cloud ceiling, below the specified minimum conditions for the conditions visual flight weather.

Visual flight weather conditions (ICAO): weather conditions expressed in terms of visibility, cloud distance and cloud ceiling, equal to or better than specified minimums.

Configuration (applied to aircraft): special combination of the positions of the moving elements, such as flaps, landing gear, etc., that influence the aerodynamic characteristics of the aircraft, as well as the weapons, fuel tanks, reconnaissance equipment, electronic warfare, etc., which are subject to the exterior of the aircraft by means of containers, which significantly influence their flight characteristics.

It is also said of the arrangement and interior auxiliary equipment of certain aircraft to make them fit for a certain mission.

Configuration (applied to the aircraft) (ICAO): the special combination of the positions of the moving elements, such as flaps, landing gear, etc., that influence the aerodynamic characteristics of the aircraft.

Radar Contact (ICAO): a situation that exists when the radar trace or the radar position symbol of a given aircraft is seen and identified in a radar presentation.

Advanced Air Controller: is an advanced tactical controller that directs air media actions by executing close air support.

The control action can be run from surface or from the air.

Interception controller: Armed Forces officer with proper titration that allows you to carry out tactical control of interceptor aircraft.

Radar Controller (ICAO): qualified air traffic controller, holder of an appropriate radar rating to the functions to which it is assigned.

Air Traffic Controller Enabled (ICAO): license holder air traffic controller and valid ratings, appropriate for the privileges that correspond to it.

Conventional control or procedures: air traffic control method that does not use radar separation or is not used for that facility.

Inflow control (ICAO): measures to regulate transit within a given airspace, along a particular route, or to a certain aerodrome in order to make the most of the space air.

CAO Air Traffic Control: aims to prevent collisions between aircraft and to maintain orderly movement of the air transits of the EAC in the controlled airspace CAO.

Control radar (ICAO): an employee to indicate that information obtained by radar is being used directly in the provision of air traffic control.

Coordination of air traffic: action to ensure the coexistence of different aeronautical activities in the same airspace.

Civilian/military coordination: action to coordinate civil and military aviation activities.

From the perspective of this Regulation, the necessary coordination shall be understood to permit the flexible and safe use of airspace by different types of air traffic.

Co-pilot: pilot (CA, LCR or CR), which provides piloting services without being in command of the aircraft, with the exception of the pilot who is on board the aircraft for the sole purpose of receiving flight instruction.

Air Defense: all measures designed to nullify or reduce the effectiveness of hostile air actions.

Active air defense: defensive direct actions taken to destroy or reduce the effectiveness of an enemy air strike.

Acceptor Controller/Dependency (ICAO): air traffic control (or air traffic controller) dependency that will take over control of an aircraft.

Receiver/Controller (ICAO): dependency on air traffic services (or air traffic controller) to which a message is sent.

Submitter Controller (ICAO): dependency on air traffic services (or air traffic controller) that transmits a message.

Dependency/Transfer Controller (ICAO): air traffic control unit (or air traffic controller) that is on track to transfer responsibility for providing air traffic control service to a aircraft, to the air traffic control unit (or air traffic controller) that follows along the flight path.

CAO control dependency: generic expression that applies, as the case may be, to the CAO air traffic control units, or to the Air Defense System dependencies, even if the latter are not part of the air traffic control services as such.

Air Traffic Control (ICAO) Dependency: Generic expression that applies, as the case may be, to an area control center, an approach control office, or an aerodrome control tower.

Military Air Traffic Control Dependency: Generic expression that applies, as the case may be, to a CAO control unit, an approach control office, or an aerodrome control tower.

Dependence on air traffic services (ICAO): generic expression that applies, as the case may be, to an air traffic control unit, to a flight information centre or to a service notification office air traffic.

Dependence on military air traffic services: generic expression that applies, as the case may be, to a military air traffic control unit, a military flight information center, or a preparedness office of flights.

Defeat (ICAO): the projection on the earth's surface of the trajectory of an aircraft, the direction of which at any point is generally expressed in degrees from the North (geographical, magnetic or grid).

DETRESFA: keyword used to designate a hazard phase. It is used:

(a) When the alert phase has elapsed, new unsuccessful attempts to establish communication with the aircraft and when more extensive inquiry communications, also unsuccessful, suggest that the aircraft is is in danger; or

(b) Where it is considered that the fuel that the aircraft carries on board has been exhausted, or that it is insufficient to allow it to arrive safely; or

c) When reports are received indicating that the operating conditions of the aircraft are abnormal to the extent that a forced landing or parachute launch of the crew is likely to be created; or

d) When reports are received, or it is logical to think that the aircraft is about to make a crash landing or that it has already made it or that the crew has parachuted;

unless there is certainty that the aircraft and its occupants are not threatened by any serious or imminent danger and that they do not need immediate assistance.

Combat Control Equipment: Equipment made up of Air Force personnel, organized, trained and equipped to locate, identify and signalize launch, extraction and landing zones, as well as to exercise control air traffic in those areas, to install aid for navigation and telecommunications and to make meteorological observations. All this for the conduct of air operations in areas where there is no such means, not only for the benefit of air transport operations, but for any other action that requires it.

Controlled Airspace: The airspace of defined dimensions within which air traffic control service is provided in accordance with the classification of such space.

Airspace of sovereignty: that located on the Spanish territory and its territorial sea.

Airspace of responsibility: airspace not of sovereignty in which Spain also has responsibility according to the international agreements that have been reached. In this Regulation, where reference is made, it shall be understood as assigned by ICAO (FIR, s, /UIR, s), as well as that established by the Government under international agreements for the purpose of national defence.

Air space reserved for instruction: includes the hazardous areas and restricted areas included in the aeronautical information publications, as well as the areas reserved by NOTAM, in order to facilitate the instruction of the air units and the performance of exercises or manoeuvres.

AFTN Station (ICAO): a station that is part of the aeronautical fixed telecommunications network and operates as such under the authority or control of the State.

Alert phase (ICAO): situation in which fear for the safety of an aircraft and its occupants is opened.

Emergency phase (ICAO): generic expression meaning, as the case may be, uncertainty phase, alert phase or danger phase.

Uncertainty phase (ICAO): a situation in which there is doubt about the safety of an aircraft and its occupants.

Danger Phase (ICAO): a situation in which there are justified reasons to believe that an aircraft and its occupants are threatened with serious and imminent danger and need immediate assistance.

End (ICAO): position of an aircraft that is in approach and at a distance of 7 km (4 NM) or less from the point of contact.

Long (or long final) final (ICAO): the position of an aircraft on the approach and at a distance greater than 7 km (4 NM) from the point of contact, or when the aircraft, in direct approach, is 15 km (8) NM) or more of the point of contact.

Training: see training flight.

Radar Vector Guide (ICAO): the supply to guide aircraft for navigation in the form of specific rumps based on the observation of a radar presentation.

Military aeronautics: authorization entered on a license or associated with it, and of which it forms part, in which special conditions, privileges or restrictions regarding such license are specified. It trains its holder to develop a particular aeronautical function in a particular job.

Helicopter: aircraft heavier than air, mechanically propelled, which must be supported in flight mainly to aerodynamic reactions produced by air on a system of rotating planes or rotors moved by the helicopter. engine.

Heliport (ICAO): aerodrome intended to be used by helicopters only. It is also referred to as the operating area for helicopters within an aerodrome or air base.

Approximate approach time (ICAO): time the ATC expects an aircraft arriving, after having experienced a delay, to leave the waiting point to complete its approach to land.

The time to actually leave the waiting point depends on the approach authorization.

Expected time of arrival: on the flights OIFR/IFR the time at which the aircraft is expected to arrive on a designated point, defined with reference to the aids for navigation, from which a procedure of Instrument approach, or, if the aerodrome is not equipped with navigation aids, the time at which the aircraft will arrive on the aerodrome. For OVFR/VFR flights, the time at which the aircraft is expected to arrive on the aerodrome.

Identification: Determination of the identity of an air object by means of a combination of media, including visual recognition, flight plan correlation, electronic interrogation, trace behavior, and instructions for the time to route or recognise air traffic.

Friend/Enemy Identification: A system that uses the electronic transmission to which the teams on board the friendly forces respond automatically, making it possible to distinguish them from enemy forces.

Aircraft Identification (ICAO): group of letters or figures, or a combination of both, identical to the call flag of an aircraft for the air-based communications or the flag expressed in key, which is used to identify aircraft in communications between centres of air traffic services.

INCERFA: keyword used to designate the "uncertainty phase" in an alert situation. Used:

(a) Where no communication has been received from the aircraft within thirty minutes of the time when a communication was to have been received from it, or subsequent to the time at which it was first dealt with, unsuccessfully, to communicate with that aircraft, the first thing to happen; or

b) When the aircraft does not arrive within thirty minutes of the expected arrival time of late announced by it, or the one calculated by the dependencies, the one of the two later results;

unless there are no doubts about the safety of the aircraft and its occupants

Air incident: Air event that could compromise or compromise the safety of air navigation endangering people, aircraft or property.

Place Indicator (ICAO): four-letter key group, formulated in accordance with the provisions prescribed by the ICAO and assigned to the place where a fixed aeronautical station is located.

Weather information (ICAO): weather report, analysis, forecast and any other statement concerning existing or planned weather conditions.

Positive radar information: is understood to be the reliable radar information of primary radar associated with or not of secondary radar information.

Interception: encounter in flight with another aircraft, or follow up, which is carried out in a pre-planned manner.

Interceptor: An aircraft that performs an interception.

Head of training: aircraft commander expressly designated to exercise command of a training.

Military aeronautical license: authorization entered on an aptitude card, of which it is a part, to exercise the aeronautical functions of a particular specialty among those that entitles an aeronautical title.

Average cote: flight height between 5,000 feet AGL/MSL and flight level 145.

Minimum fuel (ICAO): indicates that the aircraft has fuel that does not allow delay, or very little delay, upon arrival at the destination. This is not an emergency situation, but indicates that the emergency is possible if undue delay occurs.

Aerodrome use minima (ICAO): the limitations of the use of an aerodrome, either for take-off or for landing, in terms of visibility, of visual range on the runway, of altitude/height of the aerodrome. decision or altitude/minimum height of descent, or of the conditions of cloudiness.

Mode (SSR Mode) (ICAO): letter or number assigned to a specific pulse space of the interrogation signals transmitted by an interrogator. There are four modes, A, B, C, and D that correspond to four different spacing of interrogation impulses.

Simulated engine: approach of practice to a track in order to simulate an approach with loss of engine power. The approach can start at a relatively high altitude (high point) on a track and can continue in the relatively high and wide tail wind stretch with a high rate of descent and continuous turn towards the end section.

Very low cote: flight height equal to or less than 1,000 feet AGL/MSL.

Cruise level (ICAO): level that is maintained for a considerable part of the flight.

Transition level (ICAO): the lowest level of flight available to use above the transition altitude.

Flight level (ICAO): a constant atmospheric pressure surface related to a particular pressure reference, 1013.2 hectopascals (hPa) and which is separated from other similar surfaces by certain intervals of pressure.

Military NOTAM (MILNOTAM): notice containing information regarding the establishment, condition or modification of any installation, services, procedures or aeronautical hazards that are directly and exclusively affecting the Military air navigation is required to be published for the knowledge of military personnel related to flight operations.

In the event that, even if indirectly, the general air navigation is affected, NOTAM will be published and the MILNOTAM will be omitted.

Mach number (ICAO): relationship between true and sound speed.

Military NOTAM Office (ICAO): office in charge of the publication of military NOTAM.

Office of flight preparation: office that aims to receive reports regarding air traffic services and flight plans that are presented prior to departure.

Flight Plan (ICAO): information specified that, with respect to a projected flight or part of an aircraft flight, is subject to the air traffic services dependencies.

Updated flight plan (ICAO): flight plan comprising modifications, if any, that result from incorporating subsequent authorizations.

Platform (ICAO): area defined at a land aerodrome, intended to accommodate aircraft, for the purposes of boarding or landing of passengers, mail, cargo, fuel supply, parking or maintenance.

Air police: use of interceptor aircraft in peacetime, with the purpose of preserving the integrity of a specific airspace.

Carrier: ship capable of launching and recovering aircraft. These vessels provide air traffic control for the instrumental or visual take-off and landing maneuvers.

Military aeronautical information publication (MILAIP): basic publication in which all aeronautical information relating to air bases, aerodromes, heliports and military installations is included. It includes all such information that one way or another can affect aircraft safety or flight operations.

Control Transfer Point (ICAO): a particular point in the flight path of an aircraft in which the responsibility for providing air traffic control service to the aircraft is transferred from a dependency or control position to the next.

ATS Route (ICAO): specified route that has been designated to channel the transit stream as required to provide air traffic service. The ATS route expression applies, as the case may be, to aircrafts, routes with advice, routes with or without control, arrival or departure routes, etc.

CAO Routes: is an ATS route of military exclusive use for operational air circulation flights.

Scramble: Take off order to one or more aircraft as a result of a mission related to air defense. Aircraft that take off in these circumstances do not make a flight plan.

Alert Service (ICAO): a service provided to notify relevant bodies of aircraft in need of search and rescue assistance and to assist such bodies as appropriate.

CAO anti-collision counseling service: see CAO anti-collision counseling.

Aerodrome control service (ICAO): air traffic control service for the aerodrome transit.

Approach control service (ICAO): air traffic control service for the arrival and departure of controlled flights.

Area Control Service (ICAO): Air traffic control service for controlled flights in the control areas.

Air Traffic Control Service (ICAO): service provided for the purpose of:

1. Prevent collisions:

a) Between aircraft; and

b) In the area of manoeuvres, between aircraft and obstacles;

2. Accelerate and maintain orderly air traffic movement.

CAO Air Traffic Control Service: see CAO air traffic control.

Military Aeronautical Information Service (MILAIS): a service to ensure that the information necessary for the safety, regularity and efficiency of military air navigation is disclosed.

Air Force Information Service (AMIS): a service provided to the Air Defense System to classify aircraft in flight.

Flight Information Service (ICAO): a service whose purpose is to advise and provide useful information for the safe and effective performance of flights.

Military air traffic services: generic expression that applies, as the case may be, to military air traffic control services (EAC control, approach control or aerodrome control), flight information and alert.

Air Traffic Service (ICAO): generic expression that applies, as the case may be, to flight information services, alert, air traffic advice, air traffic control (area control, approach control or Aerodrome control).

Cloud roof (ICAO): height to which, on earth or water, lies the base of the lower layer of clouds below 6,000 meters (20,000 feet) and covers more than half of the sky.

Flight time: total elapsed time since the aircraft starts to move on its own force to proceed to take-off, until it stops at the end of the flight.

Military aeronautical title: official and permanent recognition of having exceeded the requirements necessary for the performance of an aeronautical function.

Air traffic (ICAO): all aircraft that are in flight and those that are in use by the manoeuvring area of an aerodrome.

Radar Trace (ICAO): a generic expression used for the visual indication, in an asymbolic form, in a radar presentation, of the position of an aircraft obtained by primary or secondary radar.

Crew member: flight crew assigned to the command, piloting or service on board an aircraft.

Visibility (ICAO): distance, determined by atmospheric conditions and expressed in units of length, to which prominent non-illuminated objects may be seen and identified during the day and during the night prominent objects illuminated.

Ground Visibility (ICAO): visibility at an aerodrome, indicated by a competent observer.

In-flight visibility (ICAO): forward visibility, measured from the pilot station of an aircraft in flight.

acrobatic flight (ICAO): manoeuvres intentionally carried out with an aircraft, involving a sudden change of position, or an abnormal attitude or variation of speed.

Controlled flight (ICAO): any flight that is subject to an air traffic control authorisation.

CAO flight: any flight effected in accordance with the flight rules of the operational air traffic.

Training flight (ICAO): flight effected by more than one aircraft which, after agreement between the pilots and with the permission of the competent authority, operates as a single aircraft for air navigation purposes and information position.

ADFR flight: flight effected in accordance with air defense flight rules.

IFR flight (ICAO): flight performed in accordance with instrument flight rules.

OIFR flight: flight performed in accordance with flight rules for operational instruments.

OVFR flight: flight performed in accordance with operational visual flight rules.

VFR flight (ICAO): flight performed in accordance with visual flight rules.

Controlled OVFR flight: controlled flight performed in accordance with operational visual flight rules.

Special OVFR flight: OVFR flight to which the air traffic control has granted authorisation to be carried out within a control area under meteorological conditions below the VMC.

Flying flight: flight mode to very low. It is a flight as close to the ground surface as the vegetation and obstacles allow.

Control Zone (ICAO): controlled airspace extending upwards from the land surface to a specified upper limit.

Air Defense Identification Zone: Defined dimensions airspace within which a rapid identification, location, and control of aircraft are required.

Dangerous zone (ICAO): airspace of defined dimensions in which hazardous activities for aircraft flight can be deployed at certain times.

Prohibited area (ICAO): airspace of defined dimensions on the territory or waters of a State, within which the flight of aircraft is prohibited.

Restricted Zone (ICAO): airspace of defined dimensions on the territory or waters of a State, within which the flight of aircraft with specified specified conditions is restricted.

1.2 CHAPTER II

Abbreviations

A/S/A: Air-Surface-Air.

ACC: Area Control/Area Control Center.

ADFR: Air defense flight rules.

ADIZ: Air Defense Identification Zone.

ADROE: Air Defense showdown rule.

ADNC: Air Defense Notification Center.

AFIL: Flight plan presented from the air.

AFTN: Fixed aeronautical telecommunications network.

AGA; Aerodromes, air routes and land aids.

AGL: On the level of the terrain.

AIC: Aeronautical Information Circular.

AIP: Aeronautical Information Publishing.

AIRAC: Regulatory and control of aeronautical information.

AIS: Aeronautical Information Service.

ALERFA: Alert phase.

AMD: Amendment.

AMIS: Air Move Information Service.

AMSL: On the middle level of the sea.

APP: Approach Control Office/Proximation Control Service.

ASACS: Control and aerial surveillance system.

ATC: Air traffic control in general.

ATS: Air Traffic Service.

ATZ: aerodrome transit zone.

AWACS: Airborne alert and control system.

AWY: Aerovia.

BC: Low Cot.

BAS: Basic Speed.

CAG: General air circulation.

CA: Fitness (pilot qualification category).

CAO: Operational Air Circulation.

CAP: Air Patrol Combat.

CAS: calibrated speed.

CAVOK: Visibility, clouds, and current weather conditions better than prescribed values or conditions.

CCT: Ground combat controller.

CI: Interinterception Controller/Cirros.

COC: Combat Operations Center.

COM: Communications.

CR: Pilot with combat fitness.

CRC: Information and control center.

CTA: Control area.

CTL: Control.

CTR: Control zone.

DA: Air Defense/Decision Altitude.

DAA: Active air defense.

DAS: Density speed.

DETRESFA: Relief phase.

DGAC: Directorate General of Civil Aviation.

DH: Decision Height.

EAS: Equivalent speed.

ECAO: Operational Air Traffic Squad.

EDA: Air Defense Exercise.

ESCAO: Operational air circulation Squadron.

EVA: Air Surveillance Squadron.

ETA: Expected time of arrival/Stimo reach the ...

ETD: Expected time of exit/Stimo to exit at ...

FAC: Advanced Air Controller/Facilities and Services.

FAL: Facilitation.

FIR: Flight information region.

FL: Flight level.

FT: Pies (unit of measure).

GCD: Dangerous air zone on flight at the FIR/UIR of the Canary Islands.

GCP: Air zone prohibited from flying in the airspace of sovereignty in the Canary Islands.

GCR: Air zone restricted to flight in the airspace of sovereignty in the Canary Islands.

GEN: General.

GEP: Air zone banned from flying over North African sovereignty plazas.

GER: Air zone restricted to flight in the airspace of sovereignty in North Africa.

GRUCEMAC: Central Command and Control Group.

GRUCOA: Air Control Group.

GS: Speed on the ground.

HF: High frequency (3,000 to 30,000 KHz).

HPA: Hectopascal (unit of measure).

I: Interceptor.

IAS: Indicated Speed.

IFF: Amig-enemy identification.

IFR: Rules of flight by means of the air circulation regulation.

BMI: Instrument flight weather condition.

INCERFA: Uncertainty phase.

KG: Kilogram (unit of measure).

KM: Kilometer (unit of measure).

LCR: Pilot with limited aptitude for combat.

LED: Dangerous airspace zone located in the FIR/UIR of Barcelona/Madrid/Seville.

LEP: Air zone prohibited to flight located in the air space of sovereignty of the FIR/UIR of Barcelona/Madrid/Seville.

LER: Air zone restricted to flight located in the airspace of sovereignty of the FIR/UIR of Barcelona/Madrid/Seville.

M: Metro (unit of measure).

MAP: Aircraft maps and maps.

MB: Militar (unit of measure).

MBC: Very low cote.

MCPR: Mission under positive radar control.

MDA: Minimum descent Altitude.

MDAR: Royal Air Defense Mission.

MDH: Minimum drop height.

ME: Training Mission.

MET: Meteorology/Weather.

MHZ: Megahertz.

MIL: Military.

MILAIC: Circular military aeronautical information.

MILAIP: Publication of military aeronautical information.

MILAIRAC: Regulatory and control of military aeronautical information.

MILAIS: Military aeronautical information service.

MILNOTAM: Military NOTAM.

MM: Weather Minimos/Intermediate beacon.

MSL: Average sea level.

NIL: Nothing/I have nothing to convey to you.

NM: nautical mile.

NOTAM: Notice containing information regarding the establishment, condition or modification of any aeronautical installation, service, procedure or danger, whose timely knowledge is essential for the personnel in charge of flight operations.

ICAO: International Civil Aviation Organization.

OIFR: Operating instrument flight rules.

OVFR: Operational visual flight rules.

PEC: Joint Strategic Plan.

PO: Operating Procedure/Dust Remolino.

QNH: Altimeter subscale setting to obtain elevation by being grounded.

RAC: Rules of the EAC and Air Traffic Military Services (MILAIP) /Air Regulations and Air Traffic Service (AIP).

RCA: Air Circulation Regulation.

RCAO: Operational Air Circulation Regulation.

ROE: Clash Rule.

RTF: Radiotelephony.

SA: No aptitude (pilot qualification category) /sand Tempest.

SAR: Search and Save.

SAS: Semi-automatic system.

SIF: Selective identification feature.

SIGMET: Information regarding weather events en route that may affect the security of aircraft operations.

SIMA: Command and control system for air defense.

SOC: Industry Operations Center.

SQOC: Squad operations center.

SNOWTAM: NOTAM Series that notifies the presence or removal of hazardous conditions due to snow, muddy snow, ice or water in the moving area by means of a concrete model.

SUP: Supplement.

TMA: Terminal control area.

TAS: True speed.

TTW: Tension time or war.

TWR: Control Tower.

UCCAO: Operational air circulation control unit.

UCTA: Air Traffic Coordination Unit.

UHF: Ultrahigh frequency (300 to 3,000 MHz).

UIR: Top flight information region.

UTC: Coordinated universal time.

VFR: Visual flight rules.

VHF: Very high frequency (30 to 300 MHz).

VIP: Very important person.

VMC: Visual flight weather conditions.

WOC: Wing Operations Center

2. BOOK II

From the operational air circulation

2.1 CHAPTER I

Air circulation types

2.1.1 Types of air circulation.

The flight of military aircraft may be included in any of the following types of air traffic:

(a) General Air Circulation (CAG): when aircraft fly according to the rules contained in the Air Circulation Regulation (RCA).

(b) Operational Air Circulation (EAC): when aircraft are flying in accordance with the CAO standards developed in this Regulation.

2.1.2 Operational Air Circulation (CAO).

2.1.2.1 It is military air transits that by the nature of their mission do not operate in accordance with the Air Circulation Regulation (RCA), but in accordance with the Regulation of Operational Air Circulation (RCAO).

2.1.2.2 Air transits of the EAC:

A) Flights of military aircraft, irrespective of the type or nationality:

(a) A/from Spanish aerodromes, aircraft carriers or ships with air capacity to a work area or between different areas of work, shooting ranges, hazardous and restricted areas, exercise zones, etc., or between air bases or military airfields.

b) In air spaces reserved for teaching, instruction, maneuvers or exercises.

(c) A/from Spanish aerodromes, aircraft carriers or ships with air capacity to an area of operations that is in a situation of tension, crisis or war.

B) Flights of Spanish military aircraft:

a) In air police missions or air defense exercises, in peacetime.

b) On active air defense missions in time of peace and in situations of tension, crisis or war.

C) Exceptionally the transits of non-military aircraft carrying out certain actions related to the National Defense and that for the reserved character of the same do not agree that they proceed according to the RCA.

2.1.3 Compatibility between CAO and CAG.

2.1.3.1 The use of airspace for the activities carried out by the two types of air circulation shall be based on appropriate coordination between them.

2.1.3.2 To do this, the following aspects must be taken into account:

a) All rules governing the two types of circulation must be compatible.

b) In those volumes of airspace in which, by the availability of human, technical or operational means, the constant knowledge of the position of the aircraft and the safety of the aircraft is guaranteed, the compartmentalisation of airspace.

(c) Where the trajectories followed by aircraft circulating in accordance with the EAC standards, the evolutions of such aircraft or the type of mission or training they are executing make it difficult to predict, in advance Sufficient to allow for effective coordination, the exact position of the aircraft of the EAC, a temporary reserve of airspace shall be made, ensuring that such reservation is activated only as long as the circumstances are identified.

2.1.3.3 Every controller should facilitate coordination between the different types of traffic.

2.2 CHAPTER II

Application of the Operational Air Traffic Regulation (RCAO)

2.2.1 RCAO Principles.

2.2.1.1 The RCAO aims to provide military aircraft with the freedom of action necessary for the development of operations, teaching, training or training at all times, preventing and avoiding risk of collisions in flight.

2.2.1.2 The establishment of this Regulation contributes to ensuring the safety of aircraft, whatever their condition, nationality or type, and is therefore to be considered, as a first principle, to be taken into account. The safety of aircraft shall take precedence over any other type of consideration.

2.2.1.3 To this end the controllers of the EAC shall be responsible for preventing collisions between aircraft of the EAC and between these and those of the CAG.

2.2.2 Scope of the RCAO.

2.2.2.1 This Regulation shall apply in the airspace of sovereignty and in the areas of responsibility allocated to Spain under international conventions.

2.2.2.2 It will also apply to Spanish military aircraft, which fly in accordance with the rules of the EAC, in other states, provided that it does not object to the legislation and rules of flights of the state that fly over.

2.2.2.3 It will also apply to foreign military aircraft that use the airspace of Spanish sovereignty and to take advantage of the RCAO.

2.2.2.4 Finally, it will apply to foreign military aircraft that, flying outside the airspace of Spanish sovereignty, want air traffic services CAO, provided that there is a possibility and it is appropriate provision of such services.

2.2.3 RCA application.

2.2.3.1 Military aircraft which do not fly in accordance with this Regulation shall apply to the CAR.

2.2.3.2 To military aircraft flying in accordance with the RCAO, the CAR shall apply to them, with an additional character, on that which is not expressly established in the RCAO.

2.3 CHAPTER III

General Rules

2.3.1 Aircraft Commander.

2.3.1.1 Aircraft commander shall be the pilot specifically designated to exercise command of the aircraft. It shall be appointed by the Command which in each case corresponds and must possess the technical and specific qualifications for the performance of the mission.

2.3.1.2 When the crew consists of several members, the designation of aircraft commander shall be on the pilot of greatest employment or seniority, with the qualifications required for the mission, except for the teaching flights or instruction, in which the person acting as a teacher or instructor shall be designated.

2.3.1.3 The aircraft commander, manipulates or not the controls, shall be responsible for the operation of the aircraft to be carried out in accordance with the RCAO or RCA, if applicable. You may cease to follow them in circumstances that make such a breach absolutely necessary for security reasons. In this case you will need to account for your superiors as soon as possible.

2.3.2 Head of Training.

2.3.2.1 Chief of training shall be the aircraft commander expressly designated to exercise command of the aircraft. If it is not expressly designated, it shall be the head of the training, irrespective of the position it may hold in the training, the highest-ranking aircraft commander who is entitled to do so, or in the case of equal graduation, the longest-serving aircraft commander.

2.3.2.2 The head of training, regardless of the position he or she occupies in the training, shall be responsible for the operation of the latter being carried out in accordance with the RCAO, or the RCA where appropriate. You may cease to follow them in circumstances that make such a breach absolutely necessary for security reasons. In this case you will need to account for your superiors as soon as possible.

2.3.3 Protection of people and property.

No aircraft shall be liable to be negligent or recklessly in such a way as to endanger life or property.

2.3.3.1 Minimum flight scores.

2.3.3.1.1 On a general basis.

Except where there is permission from the military competent authority, or where it is necessary to land or take off, or when it is essential for the performance of the assigned mission, the minimum flight heights shall be:

A) On land, above the highest obstacle situated within a radius of 600 m, or equivalent to the distance travelled by the aircraft in ten seconds of flight, if the distance is greater than 600 m:

a) 2,000 ft (600 m) for aircraft for hunting and attack or for non-propeller-driven transport.

b) 1,000 ft (300 m) for other fixed plane aircraft.

c) 500 ft (150 m) for helicopters.

B) Over the Sea:

a) 500 ft (150 m) for fighter and attack aircraft or non-propeller-driven transport aircraft.

b) 330 ft (100 m) for other fixed plane aircraft and helicopters.

2.3.3.1.2 Particular Cases.

Except where there is permission from the military competent authority, or where it is necessary to land or take off, or when it is essential for the performance of the assigned mission, aircraft shall avoid flying over agglomerations of buildings in towns, villages or inhabited places or on a meeting of persons in the open air, at a height below:

000 ft

Peoples and villages less than 10,000 inhabitants.

Biturbine helicopters

Monomotors and bimotors to piston and monoturbine helicopters

Rest of aircraft

factories.

ft

1,000 ft

3,000 ft

1,000 ft

thermal and prey power stations.

Hospitals, rest centers, and other character installations humanitarian.

(300 m)

(300 m)

(900 m)

Flights sensibly parallel to roads.

Glances in which the average length does not pass 1,000 m.

1,000 ft

2,000

(150 m)

(300 m)

(600 m)

People's meetings, livestock, sports facilities, busy beaches, etc.

Populations of more than 10,000 inhabitants.

500 ft
(150 m)

2,000 ft
(600 m) (*)

3,000 ft
(900 m)

Snowy mountains with danger of nuclear alludes and power plants.

5,000 ft
(1,500 m)

5,000 ft
(1,500 m)

5,000 ft
(1,500 m)

(*) For single-turbine helicopters, see 5.3.

2.3.3.1.3 At all times the height to which it is flown should allow, in case of emergency, to make a landing or to leave the aircraft with the least possible risk to the persons or property found in the surface.

2.3.4 Launch of people and objects.

No person, object or spray shall be made from aircraft in flight unless such launch:

(a) Be a consequence of the mission (paratroopers, "rappel", armament, etc.), in which case it will be made in the area marked to the effect.

b) Be in emergency in order to preserve the safety of the passage, crew and aircraft, in which case it shall be avoided as far as possible to cause damage to persons and property.

2.3.5 Trailer.

No aircraft shall be towed to another, nor to another object or person, unless it is properly conditioned for the trailer and this is the consequence of the assigned mission. The overflight of populated areas should be avoided as far as possible. It will not be towed below 5,000 ft (1,500 m) except for the approach, landing, take-off and tactical missions that so require.

2.3.6 acrobatic flight.

The acrobatic flights will be performed in the areas reserved for air training. Outside those areas, they shall be carried out in areas bounded by temporary reservations of airspace or prior coordination/approval of the competent ATS units.

2.3.7 Forbidden, restricted, and dangerous zones.

2.3.7.1 No aircraft will fly in prohibited areas to the flight unless the mission's compliance forces them to do so.

2.3.7.2 No aircraft will fly in restricted areas to the flight unless compliance with the mission forces you to do so and observe the conditions imposed by the restriction.

2.3.7.3 Military aircraft operating in a hazardous area included in aeronautical information publications, or in an area temporarily reserved by NOTAM, will have a preference for passage over the rest, but this rule shall not exempt the aircraft commander/head of training from proceeding in the most effective way to avoid a collision.

2.3.8 Prevention of collisions.

In order to prevent possible collisions, surveillance on board aircraft in flight shall not be neglected, regardless of the type of flight or the type of airspace in which the aircraft is flying, or as long as the aircraft is in the area of flight. movement of an aerodrome.

2.3.9 Right of Step.

The aircraft that has the right of way will maintain its direction and speed, but none of these rules will exempt the aircraft commander/head of training from the obligation to proceed in the most effective way to avoid a collision.

Note: Any aircraft required by the following rules to depart from the path of another shall avoid passing over or below it or crossing ahead, unless it does so at a sufficient distance and takes into account the effect of turbulent wake.

2.3.9.1 Approximation:

When two aircraft are approaching, or almost head-on, and there is a danger of collision, both aircraft will alter their direction to the right.

2.3.9.2 Convergence.

When two aircraft converge at an approximately equal level, the one with the other on your right will yield the step, with the following exceptions:

(a) mechanically propelled aircraft shall yield the passage to airships, gliders and balloons;

b) The airships will yield the passage to gliders and balloons;

c) The gliders will yield the passage to the balloons;

d) The mechanically propelled aircraft will yield the step to which they are towing to others or to some object.

2.3.9.3 Scope.

2.3.9.3.1 It is called "aircraft that reaches" that which approaches another one from behind, following a line that forms an angle of less than 70 degrees with the plane of symmetry of the one in front, that is, that it is in such a position with respect to the other aircraft which, at night, could not see any of its navigation lights on the left (babor) or on the right (starboard).

2.3.9.3.2 Any aircraft that is reached by another will have the right of way and the aircraft that the scope is ascending, descending or in horizontal flight, will be kept out of the trajectory of the first, changing its direction to the right. No subsequent change in the relative position of both aircraft shall exempt the aircraft from this obligation to the other aircraft until it has been passed and completely left behind.

2.3.9.4 Landing.

2.3.9.4.1 In-flight aircraft, and also those operating on land or water, will give way to aircraft that are landing or in the final phases of an approach to land.

2.3.9.4.2 When two or more aircraft are approaching an aerodrome to land, the highest level will yield the step to which they are lower, but the latter will not be able to pass through this rule or to cross ahead of another. is in the final stages of an approach to land, or to reach it. However, the mechanically propelled aircraft will yield the step to non-mechanically propelled aircraft.

2.3.9.5 Emergency landing.

2.3.9.5.1 Any aircraft that notice that another is forced to make an emergency landing will give you the step.

2.3.9.5.2 The aircraft commander/head of training who observes such a circumstance shall immediately inform the control unit to which he is in contact. It shall also, without endangering its aircraft, make it easier to provide as much data as it can observe from the aircraft, crew and passengers if it is to facilitate the performance of the rescue teams.

2.3.9.6 Unpaste.

Any aircraft in the field of manoeuvres at an aerodrome will transfer the passage to aircraft that are taking off or manoeuvring to take off.

2.3.9.7 Movement of aircraft on the surface.

2.3.9.7.1 In the event that there is a danger of collision between two aircraft in the movement area of an aerodrome, the following shall apply:

(a) When two aircraft are approaching in front or almost head-on, both shall be stopped or, if possible, alter their direction to the right to be kept at a sufficient distance;

b) When two aircraft are on a converging course, the one with the other on their right will yield the step;

(c) Any aircraft that is reached by another aircraft shall have the right of passage and the aircraft that the range shall be kept sufficient distance from the path of the other aircraft.

2.3.9.7.2 However, the control TWR, following the instructions you have on this subject, will be able to order other types of maneuvers to give different preferences, taking into account the urgency and importance of the mission.

2.3.10 Priority by type of air circulation in peacetime.

As a general rule, aircraft operating under the Air Defense Flight Rules (ADFR) will have priority over the rest of the aircraft included in the aircraft of the CAG.

Note: the rules below will not exempt air crews or controllers from acting accordingly to avoid a collision between aircraft.

2.3.10.1 Outside of the airspace reserved for instruction.

Outside the airspace reserved for military instruction (restricted, hazardous or activated by NOTAM for air exercises):

(a) Aircraft in air defence/air policing missions shall have priority over the aircraft of the CAG.

(b) Aircraft on SAR and/or humanitarian missions shall have priority over other aircraft of the EAC and CAG, with the exception of aircraft in air defence/air policing missions.

2.3.10.2 Inside the airspace reserved for instruction.

2.3.10.2.1 In the airspace reserved for military instruction the aircraft of the CAO shall be given priority over the aircraft of the CAG.

2.3.10.2.2 It is the responsibility of the controllers of the CAG not to authorize an aircraft flying under RCA rules within an airspace reserved for military instruction without a prior authorization of the dependence of the air traffic services of the relevant EAC.

2.3.10.3 Proximity to civil aircraft.

2.3.10.3.1 The separation between aircraft following the rules of the CAG and the aircraft following the rules of the EAC shall be governed by the provisions of the CAR.

2.3.10.3.2 No aircraft will fly so close to another so that it can cause collision hazard.

2.3.10.3.3 In any case, unless it is an interception controlled by the Air Defense System or is in controlled airspace following the instructions of the air traffic control, no CAO aircraft may approach a civil aircraft at a lateral distance of less than 3 km and a vertical distance of 1000 ft (300 m) under VMC conditions.

2.3.10.4 Proximity to military aircraft.

2.3.10.4.1 It shall be applicable as referred to in paragraph 2.3.10.3 of this Regulation when one of the aircraft flies in accordance with the rules of the CAG.

2.3.10.4.2 In the rest of the cases, the distance allowed to approximate the military aircraft to each other is the one that imposes the mission.

2.3.11 Formations.

2.3.11.1 Training shall be considered when the flight plan is included in the flight plan or the head of the flight plan is communicated to the air traffic control units.

2.3.11.2 Aircraft flying in formation as a result of the assigned mission shall do so in accordance with the rules and procedures laid down for this purpose. The Stanag 3379 (In flight visual signal) will apply.

2.3.11.3 The existence of different types of training, as a consequence of the mission or training being carried out, makes it not decisive, when considering whether the flight is made in formation, the volume of space which occupies this or the distance to which the aircraft fly to each other. However, provided that the training takes up more than one flight level, the head of training or leading pilot shall report this fact to the corresponding ATS units.

2.3.11.4 When two or more aircraft in flight are integrated into a training, the leading training or pilot shall communicate the type of training, as well as any changes, to the CAO control unit notifying:

Training (Indicative) happened to:

Flight (Indicative) go to:

Implicate to be in view.

Closed (1).

Close.

Spread.

Open.

Open.

radar contact with the aircraft that precedes it.

Radar (4).

Snake.

(1) Aircraft are very close to each other. The separation between them depends on the type of aircraft, usually a fuselage/wingspan, flying in different horizontal planes separated vertically with output for the ends of the wings.

(2) Depends on the mission. They normally occupy a single flight level, being able to occupy two levels depending on the type of training and the number of aircraft that compose it.

(3) It is mainly used to not fatiguing crews on trips or on long-running flights. The distance is that which allows the crews to control the navigation, maintain the integrity of the formation and monitor the airspace to avoid a collision. The maximum separation of each element, with respect to the leading pilot, is 1 NM lateral or longitudinally, and 100 ft vertically.

(4) The separation between aircraft is determined by the use of the onboard radar except in the take-off and landing maneuvers. All aircraft occupy the same flight level and the separation varies according to the type of radar of the aircraft, being able to reach a maximum distance of 7 NM (12 Km).

2.3.12 Altimeter Settings.

With the exception that the performance of the assigned mission requires a different altimetric setting, or that contrary instructions are received from the air traffic dependencies, the altimeters shall be governed by:

A) The QNH provided by the route air traffic services or the destination or take-off aerodromes, when it is flown:

a) Below the transition altitude;

b) When descending the transition level is crossed;

c) When not encouraged to ascend, it is dumped within the transition layer;

d) When the approach is initiated for landing from a "fixed" above the transition level.

B) 1.013 ' 2 hPa ./mb. (29.92 inches):

a) When ascending is dumped in the transition layer;

b) When you are flying over the transition layer.

2.3.13 CAO Flight Rules.

CAO flights will be conducted in accordance with one of the following flight rules:

a) OVFR (Operational Visual Flight Rules).

b) OIFR (Operational instrument flight rules).

c) ADFR (Air Defense Flight Rules).

2.4 CHAPTER IV

Visual Operating Flight Rules (OVFR)

2.4.1 Operational Visual Flight Rules (OVFR).

A flight is performed according to the OVFR rules when the aircraft pilot, respecting the rules set out in this chapter, can in itself avoid collisions with other aircraft, terrain or fixed obstacles.

2.4.2 Cloud visibility and distance conditions.

2.4.2.1 OVFR flights will always be carried out under visual flight conditions (VMC). At all times the visibility and distance to the clouds must be equal to or greater than those indicated in the following table:


300 m vertically


SPACE
AEREO

A-B

C-D-E

F-G

Above 3,000 ft AMSL or above 1,000 ft on the ground, from both values the largest.

A 3,000 ft AMSL or below, or 1,000 ft on the ground, of both values on Greater

DISTANCE FROM CLOUDS

m horizontally

Out of clouds and to the surface view

VISIBILITY
IN flight.

8 km to 10,000 ft AMSL or higher *
5 km. below 10,000 ft AMSL

5 km * *

* When the transition altitude is less than 10,000 ft AMSL the FL 100 should be used instead of 10,000 ft.

** (a) Flight visibilities below 5 km up to 1,500 m may be allowed by the relevant military authorities in very low flight operations when the prevailing visibility conditions give rise to the opportunity to observe the air transits or obstacles, with sufficient time to avoid a collision.

(b) Helicopters may operate with a flight visibility of less than 1,500 m if they are manoeuvring at a speed that is adequate to observe the transit, or any obstacle, in sufficient time to prevent a collision.

2.4.2.2 Except when authorised by the air traffic control unit in flight OVFR it shall not be taken off or landed at any aerodrome within a control area, nor shall it be entered in the aerodrome transit area or in the traffic circuit of that aerodrome:

a) If the cloud ceiling is less than 450 m (1,500 ft); or

b) If ground visibility is less than 5 km.

2.4.3 Speed.

OVFR flights are not subject to speed limitations, depending on the classification of airspace, except for transit separation, as directed by air traffic control units.

2.4.4 Night flights.

OVFR flights, between sunset and sunset, may be performed under visual flight conditions, provided that:

(a) In the take-off and landing aerodromes, and in the vicinity of them, the cloud roof is greater than 450 m (1,500 ft) and the visibility on land greater than 5 Km; and

b) In the route and operation zone the weather conditions are CAVOK.

2.4.5 Cruise levels.

Unless otherwise indicated in the air traffic control authorisations, the OVFR flights in horizontal cruise flight when they operate above 900 m (3,000 ft) with respect to the land or water shall be carried out at a flight level appropriate to the loss, as specified in the table of levels set out in Annex A.

2.4.6 Special OVFR Flights.

2.4.6.1 The OVFR flights performed prior to the authorisation of the air traffic control unit under conditions of visibility lower than those expressed in 2.4.2.2 are given the name of special OVFR.

2.4.6.2 When ground visibility is not less than 1,500 m special OVFR flights may be allowed, provided that they maintain the listening at the appropriate frequency, for:

a) Enter a control zone to land or take off;

b) Exit directly from a control zone;

c) Operate locally within a control zone.

2.4.7 Control of OVFR flights.

2.4.7.1 Unless it is essential for the performance of the mission, or is authorised by the military competent authority, or after coordination of the competent civil/military ATS authorities, the OVFR flights shall not operate, with the exception of the airspace reserved for instruction or manoeuvres, in:

FIR/UIR Madrid, Barcelona.

a) At speeds greater than 1.0 Mach.
b) Above flight level 200.

FIR/UIR Canarias.

a) At speeds above 1.0 Mach.
b) Above flight level 150.

All flights performed at speeds and levels higher than those expressed in the above table will be performed by the CAO air traffic control dependencies or by the control dependencies of the Air Defense.

2.4.7.2 OVFR flights prior to a controlled flight, or part of a controlled flight, shall obtain the authorisation of air traffic control. They shall also observe the provisions of air traffic control provided that:

(a) Be made in airspace where air traffic control service is provided;

b) Form part of the aerodrome transit in controlled aerodromes; or

c) Operate with special OVFR flights.

2.4.7.3 When a flight plan has been formulated for which an air traffic control service is not required and is taken off or landed at an aerodrome located in a control area, or at a controlled aerodrome, it shall be requested the relevant authorisations of the air traffic dependency which provides air traffic control service in that controlled area of control or aerodrome.

2.4.7.4 The authorisation referred to in 2.4.7.3 will be subject to the cloud and visibility ceiling set out in the procedures of the VFR/OVFR corridors set out in the aeronautical information publications. Those procedures shall take into account the operational needs of the EAC and the technical characteristics of aeroplanes or helicopters.

2.4.8 Application of VFR rules.

In accordance with the provisions of 2.2.3 the rules and procedures contained in the RCA for VFR flights will complement the OVFR rules set out in this regulation.

2.5 CHAPTER V

Operational Instrument Flight Rules (OIFR)

2.5.1 Control of OIFR flights.

OIFR flights will always be controlled or advised by the CAO control dependencies.

2.5.2 Aircraft Equipment.

Aircraft shall be equipped with appropriate instruments and navigation equipment appropriate to the ATS/CAO routes in which they are to be flown and to the navigation, civil or military aids, to be used.

2.5.3 Cruise levels.

Unless otherwise indicated in the air traffic control authorisations or in the aeronautical information publications, the OIFR flights in horizontal cruise flight shall be carried out at an appropriate flight level to defeat, as specified in the table of levels set out in Annex A.

2.5.4 Application of IFR rules.

2.5.4.1 According to the provisions of 2.2.3 the rules and procedures contained in the RCA for controlled IFR flights will complement the OIFR rules set out in this regulation.

2.5.4.2 The speed limitation set according to the airspace classification, except for transit separation, is not applicable, as indicated by air traffic control units.

2.6 CHAPTER VI

Air Defense Flight Rules (ADFR)

2.6.1 Air Defense Flight Rules (ADFR).

2.6.1.1 They are transits operating in accordance with the Air Defense Flight Rules (ADFR) for the purposes of this Regulation, the following:

a) Air police.

b) Interceptations/escort to aircraft in which VIP authorities travel.

c) Interceptors in air defense exercises (EDA).

d) Active air defense (DAA).

2.6.1.2 Air transits acting according to ADFR:

a) Operate without air space reserve.

b) Unpaste by using "scramble" that can be deferred in certain cases.

c) A flight in formation is considered a single aircraft.

d) Do not need to formalize a flight plan.

e) They have priority over the rest of the aircraft.

2.6.2 Interdiction procedures and maneuvers.

The word "interception", in this context, does not include:

(a) The interception and escort services provided, upon request, to an aircraft in distress in accordance with the provisions of the CAR Ninth Book based on international civil aviation conventions.

(b) Interception and escort services provided to aircraft on which VIP authorities are travelling, which shall be governed by the procedures established by the Air Operational Command (MOA).

c) Interception maneuvers performed in compliance with the instruction plans.

2.6.2.1 Aircraft Interceptation.

2.6.2.1.1 The interception of civil aircraft will be governed by the following rules, in compliance with the International Civil Aviation Convention ratified by Spain.

2.6.2.1.2 State aircraft interception shall be governed by the rules set out in the relevant operational plans.

2.6.2.2 Generalities.

2.6.2.2.1 In accordance with Article 3 (d) of the Convention on International Civil Aviation, Spain undertakes to take into account the safety of the navigation of civil aircraft, by establishing regulations applicable to civil aircraft. State aircraft. As the interception of civil aircraft represents in all cases a possible danger, the ICAO Council has made special recommendations and urged the Contracting States to implement them by means of appropriate measures. regulations and administrative provisions. The uniform application by all interested parties is considered to be essential in the interests of the safety of civil aircraft and their occupants.

2.6.2.2.2 The interception of civil aircraft should be avoided and should only be undertaken as a last resort. If undertaken, the interception shall be limited to determining the identity of the aircraft, unless it is necessary to make it return to its planned defeat, to direct it beyond the limits of the national airspace, to guide it outside an area prohibited, restricted or dangerous or give instructions to land at a designated aerodrome. Civil aircraft flights shall not be subject to interception practices.

2.6.2.2.3 In order to eliminate or decrease the need to intercept civil aircraft:

(a) Interception control dependencies shall make every effort to ensure the identification of any aircraft that may be a civil aircraft, and shall provide that aircraft with any necessary instructions or instructions, by means of the dependencies of the air traffic services concerned. To this end, rapid and secure means of communication will be established between the interception control units and the air traffic services ' dependencies, and agreements will be established on the exchange of information between those dependencies on civil aircraft flights, in accordance with the provisions of the CAR Third Book;

(b) The prohibited areas for all civil flights and areas where these flights are not permitted without special authorisation from the State shall be clearly enacted in the aeronautical information publications (AIP) in accordance with the provisions in force, together with the indication that there is a risk, as the case may be, of being intercepted when entering those areas. Where these areas are very close to the ATS routes enacted or to other routes of frequent use, the State shall take into account, when demarcating those areas, the availability and total accuracy of the navigation systems to be used by the civil aircraft and the possibility of such aircraft being kept outside the demarcated areas;

(c) Where necessary, consideration should be given to the establishment of new navigation aids for the purpose of ensuring that civil aircraft can safely circumnavigate prohibited areas or, where required, restricted.

2.6.2.2.4 To eliminate or reduce the dangers inherent in intercepts, undertaken as a last resort, every effort must be made to ensure coordination between the land dependencies and the pilots be treated. To this end, the necessary measures will be taken to ensure that:

(a) All pilots at the command of civil aircraft are aware of the measures to be taken and of the visual signals to be used, as set out in Annex B;

(b) The operators or pilots in command of civil aircraft shall implement the existing provisions on aircraft operation, relating to the need for aircraft to be able to communicate in 121,5 MHz and to have on board the interception procedures and visual signals;

c) All air traffic services personnel are fully aware of the measures to be taken, in accordance with the provisions of the CAR;

(d) All pilots at the command of the interceptor aircraft are aware of the general limitations of the characteristics of the civil aircraft and of the possibility that the intercepted civilian aircraft may be located in state of emergency due to technical difficulties or unlawful interference;

e) Clear and unambiguous instructions are given to the interception control dependencies and to the pilots at the command of possibly intercepting aircraft that cover the interception maneuvers, the aircraft guide intercepted, the movements of the intercepted aircraft, the air-to-air visual signals, the radio communication methods with the aircraft intercepted and, with particular reference to the determination of Article 3a of the Protocol to the Convention civil aviation;

(f) Interception control dependencies and interceptor aircraft are equipped with radio-telephony equipment compatible with the technical specifications established by the ICAO so that they can communicate with the aircraft intercepted at the 121.5 MHz or 243.0 MHz emergency frequency if it is military;

(g) As far as possible, provision should be made for secondary surveillance radar installations so that the interception control units can identify the civilian aircraft in areas where they are, given the case, could be intercepted. These facilities shall allow the recognition of the four-digit discrete codes in Mode 3/A, including the immediate recognition of the codes 7,500, 7,600 and 7,700 in Mode 3/A.

2.6.2.3 Interception Maniworks.

The standard method below is established for the manoeuvres of the aircraft that intercepts a civil aircraft in order to avoid any risk to the intercepted aircraft. This method takes due account of the limitations of the characteristics of the civil aircraft, the need to avoid flying so close to the intercepted aircraft that there may be a danger of collision, and to avoid crossing the path of flight of the aircraft or execute any other manoeuvres, such that the wake turbulence may be dangerous, especially if the intercepted aircraft is light.

2.6.2.3.1 Maniplay for visual identification.

For the manoeuvres of the interceptor aircraft whose objective is to visually identify a civil aircraft the following method shall apply:

Phase I:

The interceptor aircraft should approach the intercepted aircraft from behind. The main interceptor aircraft, or the only interceptor aircraft, should normally be left, slightly above and ahead of the intercepted aircraft, within the pilot's field of view and initially not less than 300 m of the aircraft. Any other participating aircraft shall be well removed from the intercepted aircraft, preferably above and behind. Once the speed and position have been established, the interceptor aircraft shall, if necessary, continue with stage II of the procedure.

Phase II:

The main interceptor aircraft, or the only interceptor aircraft, must begin to approach the intercepted aircraft slowly, at the same level, without approaching any more than is absolutely necessary to obtain the aircraft. information that is needed. The main interceptor aircraft, or the only interceptor aircraft, shall take precautions to avoid the overloading of the flight crew or the passengers of the intercepted aircraft, having always present that the manoeuvres considered as normal for an interceptor aircraft can be assessed as hazardous by the passengers and crew of a civil aircraft. Any other participating aircraft shall continue to be well removed from the intercepted aircraft. Upon completion of the identification, the interceptor aircraft shall be removed from the proximity of the intercepted aircraft, as indicated in Phase III.

Phase III:

The main interceptor aircraft, or the only interceptor aircraft, must change direction slowly from the intercepted aircraft, executing a little pronounced bite. Any other participating aircraft shall be kept well apart from the intercepted aircraft and meet the main interceptor aircraft.

2.6.2.3.2 Maniworks for navigation guide.

If after the identification manoeuvres of the previous phases I and II, it is considered necessary to intervene in the navigation of the intercepted aircraft, the main interceptor aircraft, or the only interceptor aircraft, shall normally be left slightly above and in front of the intercepted aircraft, to allow the pilot-in-command of the latter to view the given visual signals.

It is essential that the pilot-in-command of the interceptor aircraft is certain that the pilot-in-command of the other aircraft has realised that it is being intercepted and has acknowledged the signals sent. If, after repeated attempts to attract the attention of the pilot-in-command of the intercepted aircraft using the signals listed in Annex B, the efforts are unsuccessful, other signalling methods may be used for this purpose, even as a last resort the visual effect of the afterburner subject to the fact that a dangerous situation is not raised for the intercepted aircraft.

It is supported that weather or topographical conditions may occasionally force the main interceptor aircraft, or the only interceptor aircraft, to be placed on the right, slightly above and ahead of the aircraft. the intercepted aircraft. In such cases, the pilot-in-command of the interceptor aircraft must be very careful that the pilot-in-command of the intercepted aircraft has it in sight at all times.

2.6.2.4 Guided of an intercepted aircraft.

2.6.2.4.1 The navigation guide and the relevant information must be provided by radio-telephony to the intercepted aircraft, provided that radio contact can be established.

2.6.2.4.2 When navigation guidance is provided to an intercepted aircraft, it shall be ensured that the visibility is not less than that corresponding to the meteorological conditions of visual flight and that the manoeuvres required for that aircraft do not constitute hazards that add up to those already in place in the event that their operational performance has decreased.

2.6.2.4.3 In the exceptional case where an intercepted aircraft is required to land on the national territory, care must be taken that:

(a) The designated aerodrome is suitable for landing without danger of the type of aircraft concerned, especially if the aerodrome is not normally used for civil air transport operations;

b) The terrain surrounding it is suitable for circuit, approach and frustrated approach maneuvers;

c) The intercepted aircraft has sufficient fuel to reach the aerodrome;

(d) If the intercepted aircraft is a civil transport aircraft, the aerodrome has a runway whose length is equivalent to at least 2,500 m at the average sea level and the strength of which is sufficient to support the aircraft; and

e) Whenever possible, the designated aerodrome is one of those described in detail in the relevant aeronautical information publication.

2.6.2.4.4 Where a civil aircraft is required to land at an aerodrome that is not familiar to it, it is essential to provide sufficient time to prepare for the landing, bearing in mind that the pilot-in-command the civil aircraft is the only aircraft that can judge the safety of the landing operation in relation to the length of the runway and the mass of the aircraft at that time.

2.6.2.4.5 It is particularly important to provide the intercepted aircraft with all the information necessary to facilitate safe approximation and landing, wherever possible.

2.6.2.5 Measures to be taken by the intercepted aircraft.

2.6.2.5.1 An aircraft that is intercepted by another aircraft:

a) You shall immediately follow the instructions given by the interceptor aircraft, interpreting and responding to the visual signals in accordance with the specifications of 2.6.4.2.3, a);

b) It shall immediately notify, if possible, the reliance on appropriate air traffic services;

c) It shall immediately try to communicate by radio with the interceptor aircraft or with the appropriate interception control unit, making a general call on the 121.5 MHz emergency frequency, indicating the identity of the intercepted aircraft and the nature of the flight and, if no contact has been established and possible, repeating this call at the 243.0 MHz; emergency frequency

d) If it is equipped with SSR responder, it shall immediately select Code 7,700, in Mode 3/A, unless it receives other instructions from the appropriate air traffic services dependency.

2.6.2.5.2 If any radio received instruction from any source is in conflict with the radio instructions given by the interceptor aircraft, the intercepted aircraft will require clarification immediately while continues to comply with the radio-given instructions by the interceptor aircraft.

2.6.2.6 Air-to-air visual signals.

The visual signals to be used by the interceptor aircraft and the intercepted aircraft are those set out in Annex B. It is essential that the interceptor aircraft and the intercepted aircraft strictly apply these signals and correctly interpret the signals given by the other aircraft, and that the interceptor aircraft pays particular attention to any signals given by the intercepted aircraft to indicate that it is in distress or emergency.

2.6.2.7 Radiocommunication between the interception control dependency or the interceptor aircraft and the intercepted aircraft.

2.6.2.7.1 When performing an interception, the interception control dependency and the interceptor aircraft must:

a) First, attempt to establish communication in both directions with the aircraft intercepted in a common language, at the emergency frequency 121.5 or 243.0 MHz, using the so-called " control of interception "," interceptor (call flag) "and" intercepted aircraft " respectively; and

b) If this did not result, attempt to establish communication in both directions with the aircraft intercepted at any other frequency, or frequencies, that may have prescribed the appropriate ATS authority, or to establish the appropriate ATS dependency mediation.

2.6.2.7.2 If radio contact had been established during the interception, but it was not possible to communicate in a common language, it was intended to provide instructions, acknowledge receipt of instructions and transmit all other essential information by means of the phrases and pronunciations shown in the following table, transmitting each sentence twice.

Phrases for use of interceptor aircraft

phrase

Call sign.

Follow.

Sigame.

Descend to land.

Descend to land.

Aterrice at this aerodrome.

Proceed.

You can follow.

Phrases for use of intercepted aircraft

phrase

Call sign (call flag) (1)

My call flag is ...

Wilco.

I will complete instructions.

Can not.

Impossible to comply.

.

Repeat instructions.

Am lost.

Unknown Position.

Mayday.

I find myself in danger

I have been the object of illicit proxy

Permission to land on (place)

Descend.

Permission to descend

(1) The call flag to be given is the one used in radio-telephone communications with air traffic services and corresponds to the identification of the aircraft recorded in the flight plan.

(2) Under the circumstances, it will not always be possible or convenient to use the term "HIJACK".

2.6.2.8 Abstention from use of weapons.

2.6.2.8.1 In case of interception of civil aircraft in peacetime, the ADROES approved in force will apply.

2.6.2.8.2 The use of warning bursts and tracer bullets to call attention poses a risk, and measures will be taken to prevent their use in order not to endanger the lives of people on board or aircraft safety.

2.6.2.9 Coordination between interception control dependencies and air traffic services dependencies.

Close coordination will be maintained between the interception control dependency and the corresponding reliance on air traffic services during all phases of the interception of a civil aircraft, at the end of the that it remains well informed of the dependence of the air traffic services on the events, as well as of the measures required of the interception.

2.7 CHAPTER VII

Flight Plans

2.7.1 Generalities.

2.7.1.1 These rules apply exclusively to flights that are wholly or partly flying according to the CAO flight rules.

2.7.1.2 All CAO flights must formulate the corresponding flight plan with the exception of Air Defense flights, SAR flights, and other transits on missions whose discretion, according to the authority competent, must prevail over other considerations.

2.7.1.3 A flight that in part or its totality is adjusted to the EAC and that plans to fly over foreign airspace must also fill in the flight plan the requirements of the States to fly.

2.7.2 Flight Plan Form.

2.7.2.1 The formulation of a CAO flight plan is necessary before any flight is initiated under the rules of this circulation. The flight plan shall contain all the details necessary for its completion.

2.7.2.2 The flight plan form, as well as the instructions for completion, is given in Annex C. This form is based on the ICAO model, and printed in Spanish and English.

2.7.2.3 Both the form and the instructions for completion must be made available in all the military air traffic services ' dependencies to facilitate their preparation by the crews of the flight.

2.7.3 Flight plan presentation.

2.7.3.1 The aircraft commander/head of training shall be responsible for the completion and presentation of the flight plan.

2.7.3.2 Unless otherwise prescribed by the competent ATS authority, the CAO flight plan shall be submitted:

a) Ten minutes before the scheduled time of the off-call, at least when the aerodrome control service is required only.

(b) Sixty minutes before the scheduled time of the hour, at least when the control or advice is specified.

2.7.3.3 The flight plan presentation before departure must be made at the flight preparation office or air traffic service notification office at the aerodrome of departure. If there are no such offices at the aerodrome of departure, the flight plan must be transmitted by fax, e-mail, telex or telephone or, if these means are not available, by radio, to the air traffic services assigned to the airport. serve the aerodrome of departure.

2.7.3.4 Aircraft that take off from possible aerodromes, helisurfaces or opportunity fields where there is no means for the transmission of flight plans, once in the air when they have contact with the aircraft. air traffic control services, shall formulate the relevant AFIL flight plan.

2.7.3.5 A new flight plan shall be amended or submitted by cancelling the old flight plan, as appropriate, in the event that there is a delay with regard to the expected time of the flight of more than:

a) Thirty minutes for a controlled or advised flight.

b) An hour for an uncontrolled flight, for which a flight plan has been submitted.

2.7.4 Acceptance of flight plans.

2.7.4.1 The first dependency on air traffic services that receives a flight plan or a change in the flight plan:

a) You will check that the conventional format and premises have been respected;

b) Check that it has been completed, and, as far as possible, that it has been completed accurately;

c) Take appropriate measures, where necessary, to make the message acceptable to air traffic services;

d) It will indicate to the sender the acceptance of the flight plan or the change of the flight plan.

2.7.4.2 For the performance of a CAO flight it is necessary that it has previously been accepted by the competent authority of the CAO, who will issue:

a) An acceptance message that constitutes the authorization to execute a flight; or

b) A rejection message indicating the reasons for this.

2.7.4.3 The non-acceptance of a flight plan may occur due to saturation of the operational capacity of the control or to be out of service, for controlled flights CAO, some of the elements of the control of transit air.

2.7.5 Mixed flight plan.

2.7.5.1 Mixed flight plan is the one in which a CAG flight phase and another CAO flight phase are foreseen.

2.7.5.2 A mixed flight plan must be formulated before take-off, specifying the phases of the flight to be carried out in each of the circulations in order to avoid confusion and to facilitate traffic control. air.

2.7.5.3 These flight plans will necessarily specify in addition to the usual data:

a) The circulation type change point (s).

b) The estimated time (s) to that point (s).

c) The required flight level (s) in the CAG.

2.7.5.4 Any delay in the estimated schedule for the phase corresponding to the CAG shall be communicated without delay to the air traffic control units concerned so that they are aware of the delay.

2.7.6 Changing the type of flight plan in the air.

The change of type of flight plan (CAG-CAO or vice versa) required during the flight will be presented at a time when there is assurance that the appropriate reliance on air traffic services will be received at least ten minutes before the time the aircraft is calculated to make such a change.

2.7.7 Landing at an aerodrome without ATS.

2.7.7.1 Where there is no reliance on air traffic services at the aerodrome of arrival, the arrival report shall be given, where required, to the nearest air traffic control unit, as soon as possible thereafter. to land and by the fastest means available.

2.7.7.2 When it is known that the means of communication at the aerodrome of arrival are inadequate and no other means are available for the dispatch of arrival messages, the aircraft shall transmit by radio immediately. before landing, an arrival report.

2.7.7.3 Arrival reports made from aircraft will contain the following items of information:

a) Identification of the aircraft;

b) Output Aerodrome;

c) Target Aerodrome (if the landing was not made in this one);

d) Arrival Aerodrome;

e) Time of arrival.

2.7.7.4 Whenever it requires a report of arrival, failure to comply with this provision may result in a serious disturbance in aeronautical services and result in high costs having to carry out operations unnecessary search and rescue.

2.7.8 Other CAO flight plan types.

2.7.8.1 Prior authorisation from the military competent authority may be made for other types of flight plan, different from the one set out in the previous paragraphs. They shall contain only those data which are essential for the provision of the CAO air traffic control, with the remainder of the data in the unit to be used in case of need, especially in search and search operations. save.

2.7.8.2 The transmission system for this type of flight plan shall be determined by the military competent authority, preferably by e-mail in case of availability.

3. BOOK III

Organization of CAO services

3.1 CHAPTER I

Generalities

3.1.1 The control of the operational air traffic (EAC) requires, in order to ensure the flexible use of airspace and aircraft safety, in addition to specific air traffic control (ATC) services associated with the aircraft. the provision of air traffic services (ATS) by dependencies, both military and civilian, and appropriate civil/military coordination to facilitate compatibility between the CAG and the EAC.

3.1.2 Furthermore, the control of the EAC includes, on the one hand, the air traffic control provided by the ATC units of the EAC, and on the other hand, the control of the transits that fly according to the Air Defense Flight Rules by the elements of the Air Defence System, even if the latter are not part of the air traffic control services themselves.

3.1.3 In this book they are developed:

(a) In the second chapter the organization of the military services ATS, of which the control service of the EAC is a part.

b) In the third chapter the organization of the ATC services of the EAC

c) In the fourth chapter, the organization of the Air Defense System for the control and conduct of the CAO's transits acting in missions of the Air Defense.

3.2 CHAPTER II

Organization of Military Air Traffic Services (ATS)

3.2.1 Generalities.

Military air traffic services, for the purposes of this regulation, is a generic expression that applies to air traffic control services (operational air traffic control, approach control or control). (aerodrome), flight information and alert.

3.2.2 Objectives.

a) Prevent collisions between aircraft.

b) Prevent collisions between aircraft in the area of manoeuvres and between those and the obstacles in that area.

c) Accelerate and maintain orderly air traffic movement.

d) Advise and provide useful information for the safe and effective development of the flight.

e) Notify relevant bodies of aircraft in need of search and rescue assistance and aid to such bodies as necessary.

3.2.3 Functions.

ATS services include three services with the following denominations:

a) Air Traffic Control Service (ATC).

b) Flight information service.

c) Alert service.

3.2.3.1 Air Traffic Control Service.

To meet targets a), b), and c) 3.2.2. This service is divided into the following three parts:

A) Control of the operational air circulation or control of the air transits operating in accordance with the Regulation of Operational Air Traffic. It is supplied by:

a) ATC dependencies of the CAO.

b) Air Defense System.

B) Approach control. Air traffic service submissive for controlled flights of both the CAG and the CAO arriving or departing from terminal areas or control zones, the control service of which is the responsibility of ATS military dependencies. It is also considered to be supplied on aircraft carriers to controlled flights of the EAC in the instrument of arrival or departure.

C) aerodrome control. Provision of the air traffic control service for the aerodrome transit of all flights at the air bases and aerodromes whose control service is the responsibility of ATS military dependencies. It is also considered to be supplied on aircraft carriers and ships with air capacity to the EAC flights in the visual manoeuvres of arrival or departure.

3.2.3.2 Flight information service.

3.2.3.2.1 It is intended to update and supplement aircraft in flight with the aeronautical information that has been received prior to the start of the flight of the relevant aeronautical or meteorological information services. The information provided includes aspects relating to air, meteorological or operational traffic.

3.2.3.2.2 It is supplied by the air traffic agencies or agencies concerned in 3.2.3.1, to aircraft to which the information may be affected and to which air traffic control is provided.

3.2.3.3 Alert service:

3.2.3.3.1 It is intended to notify relevant bodies of aircraft in need of search and rescue assistance, and to assist such bodies as appropriate.

3.2.3.3.2 The alert service is provided by all air traffic control units or items, related in 3.2.3.1 to all aircraft in distress or in distress.

3.2.4 ATS dependencies responsibilities.

Overall:

A) Provide the air traffic control service, in the airspace block of its liability, for which they shall:

a) Dispose of the information about the projected motion of each aircraft, and variations thereof, and data on the progress of the aircraft.

b) Determine, on the basis of the information received, the relative positions held by the known aircraft.

c) Exorder authorisations and information in order to avoid collisions between aircraft under their control and to accelerate and maintain orderly air traffic movement.

d) Coordinate the authorizations that are required with other dependencies.

B) Provide the flight information service to all aircraft that are likely to affect the information and to which:

a) They are supplied with air traffic control service.

b) The relevant dependencies of air traffic services are known.

C) Provide alert service.

a) All aircraft to which air traffic control service is provided.

(b) As far as possible, to all other aircraft which have submitted a flight plan, or to which, by other means, they are aware of air traffic services.

c) To all aircraft known or suspected to be subject to unlawful interference.

3.3 CHAPTER III

Organization of the ATC services of the CAO

3.3.1 Objectives.

In addition to those established in general in the second chapter, the ATC services of the EAC have as objectives:

(a) Provide aircraft on operational mission, different from that of Air Defense, the freedom of action necessary for the performance of their tactical or instructional missions.

b) Ensure the effectiveness, timeliness and safety of the CAO flights.

c) Provide an alternative emergency system for the conduct of Air Defense aircraft.

d) Facilitate the fluidity of the CAG by appropriate coordination with the EAC, which will allow for the flexible use of airspace.

3.3.2 Elements.

3.3.2.1 Control Dependencies.

3.3.2.1.1 These are the operational air traffic control (ECAO) schools, established in the control centres of Madrid, Seville, Barcelona and the Canary Islands, as well as those which can be established in other areas. air traffic control dependencies.

3.3.2.1.2 They also participate in the control of the EAC, although they are not part of the ATC services of the EAC:

a) The military and aerodrome ATC dependencies;

b) Control dependencies of aircraft carriers and aircraft with air capacity as set out in 3.2.3.1; and

(c) The ATC dependencies of the civil air traffic control system as they provide air traffic control services to the aircraft of the EAC.

3.3.2.2 Coordination Dependencies.

3.3.2.2.1 They are cooordination dependencies:

a) Operational air circulation Squadron (ESCAO), acting as a coordination unit.

b) Operational air circulation control (ECAO) control, acting as ATC dependencies.

3.3.2.2.2 They also participate in coordination, although they are not part of the CAO control services, the following elements or dependencies:

a) Air Unit Operations Centers (SQOC).

b) Military base and aerodrome operations centers (WOC).

c) Military ATS services.

d) Centers of the air defense command and control system (SIMCA).

3.3.2.3 Communications system.

3.3.2.3.1 The communications system should allow air/surface/air and surface/surface communications.

3.3.2.3.2 Air/surface/air communications include the precise communications system for radio coverage in the airspace where the CAO control dependencies exercise their functions.

3.3.2.3.3 Surface/surface communications include accurate communications to perform assigned control and coordination functions, linking CAO control dependencies to:

a) Squadron of the operational air circulation.

b) Air Defense System Control Elements.

c) adjacent CAO control dependencies.

d) Other CAO control dependencies.

e) Air and aerodrome approach and aerodrome control dependencies, interlocked in their area of responsibility or liable to affect them operationally.

f) ATS civil dependencies, or other, that are deemed necessary at the time, in their area of responsibility.

3.3.3 Responsibilities.

3.3.3.1 CAO control shields.

a) Exercise control of the EAC for:

a) Intercoming directly over aircraft.

b) Provide separation between aircraft.

c) Prevent accidents.

d) Ensure control transfers.

e) Contribute to the safety of air transits.

f) Achieve the expeditious and orderly flow of air traffic.

B) Provide anti-collision advisory service in air spaces and aircraft that are specified.

C) Coordinate control of the CAO with the remaining civil and military ATC dependencies by:

a) Exchange of air traffic flow information.

b) Obtaining take-off and landing authorizations.

c) Information on the extent of occupation of hazardous areas and air spaces reserved for aerial instruction.

d) Establishment of letters of agreement or operational.

D) Provide the freedom of action and discretion required in the execution of military operations.

E) Getting greater fluidity of air traffic in general.

F) Coordinate air traffic flow control in real time or tactical (less than one hour).

G) Provide the Air Defense System with information on aircraft transits.

H) Notify the civil control centers of the authorization or point-in-time denials of overflights by the Air Defense System.

I) Advise the Units as regards the choice of the type of flight CAO.

J) Accept flight plans or flight scheduling proposals.

3.3.3.2 Military approach and aerodrome control services.

In addition to those established in general, in relation to the EAC, they shall:

a) Facilitate air traffic control services in their areas of responsibility.

b) Coordinate with the control dependencies of the EAC and with those of the CAG to ensure a smooth and safe transit.

c) To exchange information with the different control dependencies of the CAO on air transits under its responsibility.

d) Communicate to the control dependencies of the CAO the hours of take-off and landing of the aircraft with flight plan CAO.

3.3.3.3 CAO Squadron:

(a) Coordinate the EAC and the CAG with the relevant civil organ of the air traffic control service.

b) functionally coordinate the activity of the control dependencies CAO with each other and with respect to the rest of the ATC, civil and military agencies.

c) Plan and control the air traffic flow in advance between 1 and 24 hours (pre-tactic).

3.3.4 Services to be provided.

3.3.4.1 Services to be provided.

3.3.4.1.1 In addition to the general provisions of 3.2.3 on the provision of the flight information service and the alert service, the ATC units of the EAC shall facilitate the air traffic control service. which, for the purposes of this Regulation, includes the following functions or services:

a) Air traffic control.

b) Anti-collision advice.

c) Coordination.

3.3.4.1.2 Air traffic control is intended to prevent collisions between aircraft and to keep the movement of air transits in the controlled airspace in order. It can be:

a) Control radar, if the information obtained by radar is being used in the provision of the air traffic control service.

b) Control by procedures, or conventional control, if the provision of the air traffic control service is based on the position reports provided by the pilot.

3.3.4.1.3 Anti-collision advice is intended to make information on collision hazards more effective than by simply providing the flight information service and facilitating the movement of the transits. air services to which advice is provided.

3.3.4.1.4 The aim of the coordination is to facilitate the development of the two circulations (CAG, CAO) in the same airspace in order to ensure the safety of aircraft. It is fundamentally based on:

(a) The establishment and implementation of joint procedures to facilitate the use of airspace;

(b) The exchange of information between the air traffic control units of the EAC and the CAG; and

c) Transmission to the Air Defense System of all flight plans that penetrate within the air space of Spanish responsibility, or other that the Air Defense System requires, as well as its modifications and activation of these, for identification purposes.

3.3.4.2 Controlled airspace.

3.3.4.2.1 For the purposes of the EAC, it is controlled airspace:

(a) Air space of the FIR/UIR of Madrid, Barcelona and the Canary Islands between FL150 and FL460 (including), except prohibited, restricted and dangerous areas.

b) Aerovies.

(c) Terminal control areas, control zones and aerodrome transit zones defined in the civil or military aeronautical information publications, in which the air traffic control service is provided.

3.3.4.2.2 The rest of the airspace is considered as an uncontrolled airspace in which anti-collision advice can be provided, as the technical means allow it.

3.3.4.2.3 The air traffic control service will be provided:

(a) In the spaces specified in paragraphs (a) and (b) of 3.3.4.2.1 by the control dependencies of the EAC, in accordance with the provisions of this Regulation, CAG/CAO coordination rules and letters of agreement.

(b) In the spaces specified in paragraph (c) of 3.3.4.2.1 by the ATC of approach or aerodrome under the provisions of the RCA, rules of coordination between CAG/CAO, letters of agreement or operational and, in the Case of military ATC dependencies, RCAO and operating procedures if applicable.

3.3.4.3 Services based on the space category and flight rules.

3.3.4.3.1 OIFR Flights:

a) Air traffic control in controlled airspace.

b) Anti-collision advice outside of controlled airspace.

3.3.4.3.2 OVFR Flights:

a) Air traffic control from FL 200 (inclusive) at the FIR/UIR in Madrid and Barcelona under VMC conditions.

b) Air traffic control from FL 150 (inclusive) at the FIR/UIR of the Canary Islands under VMC conditions.

c) Air traffic control in TMAUs, CTA, s and CTRs.

d) Anti-collision advice between FL 150 and FL 200 (inclusive) at the FIR/UIR in Madrid and Barcelona.

3.4 CHAPTER IV

Organization of air defense control services

3.4.1 Objective.

3.4.1.1 Air Defense aims to put in the air as soon as possible the means necessary to conduct actions that prevent, or at least limit, the effectiveness of an enemy air strike.

3.4.1.2 In time of peace, the elements of the Air Defense System contribute to ensuring the control of the airspace of sovereignty and the responsibility according to the international agreements contracted by Spain and those defined in the PEC. The word "control" has the meaning of knowing permanently how much happens in the airspace considered and the ability to control, inspect and intervene necessary to exercise sovereignty in time of peace, crisis or war.

3.4.1.3 To do this, air police actions (in time of peace) and active air defense (in crisis or war situations) can be carried out for identification, interception, intervention and neutralization. In accordance with the provisions of this Regulation, air defense and air space control and Air Defense Regulations (ADROE, s) operational plans drafted in accordance with international law and government guidelines.

3.4.2 Elements.

3.4.2.1 Control elements.

3.4.2.1.1 The key elements are:

a) Industry Operations Centers (SOC) and Information and Control Centers (CRC).

b) Semi-automatic rooms (SAS) of the air surveillance squadrons converted into CRC,s.

3.4.2.1.2 In exceptional circumstances, you can act as control elements:

a) CAO ATC control dependencies.

b) Air control groups (GRUCOA), aircraft carriers, aircraft with air capacity, "picket radar", etc.

3.4.2.2 Coordination elements.

They are coordination elements:

a) Squadron of the operational air circulation.

b) Drive operations centers (WOC, s, or SQOCs).

c) CAO control dependencies.

d) Other where available.

3.4.2.3 Communications system.

Typically includes links:

a) Air/surface/air. Coverage required across the national responsibility scope.

b) Surface/Surface. Precise, dedicated and switched links to ensure communication traffic between the controls and their units, as well as all those necessary to perform the coordination reflected in this regulation.

3.4.3 Responsibilities.

3.4.3.1 Of the control elements.

It is up to the fundamental control elements to take the following actions and competences in relation to the control of the EAC:

A) Coordinate at their level with foreign air defense control centers in the appropriate cases.

B) Notify the control dependencies of the CAO the information that is of a reserved nature and is not appropriate to be disseminated.

C) Immediately notify the appropriate dependency when you source a "scramble" indicating:

a) Scramble. Air Police/DAA.

b) Indicative, type and number of aircraft.

c) The required output profile.

d) IFF/SIF.

e) Frequency or call channel.

f) Other information requested.

D) Establish and maintain appropriate radio/radar contact with Air Defense transits until their responsibility is transferred to the appropriate control dependency.

E) Provide, on the basis of positive radar information, radar or vertical separation within or outside the controlled airspace, between aircraft, operating according to ADFR and other aircraft.

F) In case of loss of radar contact, do not set it up or consider it appropriate, you should inform the pilot of this and give you instructions so that:

a) If you are in VMC conditions, remain in those conditions;

b) If it is in a BMI condition, maintain or vary the flight level, after coordination with the CAO control unit or with the ATS unit of the CAG, as appropriate, as well as any other relevant instructions.

G) Take the necessary steps to ensure that, in the event of loss of radio/radar contact, the following information is immediately available for appropriate dependencies:

a) Indicative, type and number of aircraft.

b) Last known position and level.

c) Rumbo and assigned level.

d) Flight conditions, if known.

e) IFF/SIF.

H) Immediately inform the appropriate dependence of the CAO or the CAG when it loses or does not establish radio/radar contact with the aircraft under its control and provide all relevant information.

I) Provide the appropriate dependency, when the aircraft, initiated its recovery, to be transferred, the following information:

a) Indicative, type and number of aircraft.

b) Current position.

c) Level.

d) Type of approach, fuel reserve expressed in minutes of flight and other reports deemed necessary.

e) Aquella other information that may be required by letter of agreement or operational with the dependency upon which the aircraft is transferred.

J) In the case of conducting training missions, in airspace reserved for instruction, it shall:

(a) Provide, on the basis of positive radar information, between the transits under its control and the other aircraft:

1. Essential transit information if the pilot operates under VMC conditions.

2. Radar or vertical separation as set out in this regulation, if it operates under IMC conditions.

b) Coordinate with the corresponding CAO control dependency as soon as you no longer need the reserved airspace, if this takes place before the end of the planned airspace reservation period.

4. BOOK IV

Control and coordination procedures

4.1 CHAPTER I

Generalities

4.1.1 General provisions.

The procedures laid down in the Air Traffic Regulation for the provision of air traffic control services are applicable in all cases that do not object to this Regulation. It is of particular importance as regards:

a) Authorizations.

b) Fraseology.

c) Emergency procedure and communications failure.

d) Identification procedures.

e) Radar vector guide.

f) Turbulent Shelf.

4.1.2 Responsibilities regarding the CAO transits.

4.1.2.1 The aircraft commander/head of training is responsible for its operation and security.

4.1.2.2 The responsibility for controlling the flights to which the CAO control service is provided and for the coordination of the different types of circulations preventing possible collisions of the flights is responsible for the CAO controller. aircraft under your control.

4.1.2.3 Any CAO flight to which control or anti-collision advice is provided shall be at all times under the control of a single air traffic control unit, in accordance with 3.3.4.2.3.

4.1.3 CAO flight programming by units.

4.1.3.1 With the object of an orderly planning of the traffic flow through the CAO dependencies, as well as for the necessary flexible use of the airspace, by the activation/deactivation and coordination of the airspace reserved for military instruction, it is necessary to know in good time the instruction programming of the Units.

4.1.3.2 The scheduling of flights requiring control or anti-collision advice CAO, or the use of airspace reserved for military instruction, must have entry into the CAO dependencies located in the FIR, s/UIR, s affected by the air activity as early as possible. This will not be less than the times expressed in the following table:

Flight Period

Presentation

Workdays

Between 8 and 15 local hours.

60 minutes before the scheduled time of out-chocks.

15 and 24 local hours.

Before 14 local hours

24 and 8 local hours.

The preceding business day before 14 hours local.

, Sundays, and holidays ..

The preceding business day before the 14 local hours

Exceptionally, for non-scheduled urgent missions, the programming may be amended 60 minutes before the scheduled time of out-calls.

4.1.3.3 The programming of the Units will include the following data:

a) Indicative.

b) Mission.

c) Type and number of aircraft.

(d) Air/Airlift Base/Airplane/Ship with Air Capacity.

e) Zone to use and route if applicable.

f) The expected zone utilization time.

g) Any other information required for mission development.

4.1.3.4 To send this information, the facsimile system or, alternatively, the telephone system will be used.

4.1.3.5 The recipients of the programming will be:

a) CAO operations offices (between 8 and 14 local hours).

b) CAO control position of the control rooms (rest of the time).

4.1.3.6 The control dependency CAO will coordinate with the affected ACC and the adjacent ones, the use of the common airspace, the reservation of spaces, if applicable, and the particular itineraries according to the programming that it knows.

4.2 CHAPTER II

Control, counseling, and coordination procedures

4.2.1 Control.

The CAO control dependencies within the airspace block of your responsibility will exercise air traffic control for what you should:

a) Know at all times the situation of the aircraft to which they provide control services.

b) Establish and maintain T/A communication with the aircraft of the EAC until the responsibility for control is transferred to another dependence on air traffic services.

c) Ensuring that the transfer of aircraft control between the various air traffic dependencies is made in an agile and safe manner.

d) Provide separations to aircraft in the manner specified in paragraphs 4.4.1 and 4.4.2 of this Regulation.

e) Assign SSR codes when applicable.

(f) to transmit to the CAO aircraft any useful indication of the density of the transit, the presence of air transits in its vicinity and, in the event of an eventual risk of collision, to order the appropriate evasive maneuver.

g) Provide at the request of the aircraft commander/head of training or pilot-in-command, data for navigation aid, weather reports of the route and terminals, possibilities for recovery at aerodromes, etc.

h) Ensure that in case of loss of radio/radar contact the following information is immediately available:

1. Indicative, aircraft type and mission number;

2. Last known position and level;

3. Rumbo and assigned level;

4. º Flight Conditions;

5. Destination;

6. ETA for approach/penetration and type of ETA.

4.2.2 Anti-collision advice.

4.2.2.1 The anti-collision assessment does not provide the degree of safety or assume the same responsibilities as the control service with regard to collision prevention, since the information regarding the provision of the In the space in which counselling is provided it may be incomplete or of doubtful accuracy and integrity.

4.2.2.2 The CAO dependency when providing anti-collision advice should, using the terms "be advised" or "suggested", when measures are proposed for aircraft:

a) Advise aircraft to leave at the specified time and fly to the cruise levels indicated in flight plans, if no conflict with another known transit is anticipated.

(b) Suggest to aircraft the measures to be taken to avoid potential collision hazards.

c) Transmit information relating to transit to aircraft comprising the same information as prescribed for the CAO control service.

d) Provide aircraft with radar information and advice on significant deviations from the expected flight path, as long as the technical means permit.

4.2.2.3 Aircraft using anti-collision advice should:

A) Establish radio contact with the CAO dependency that provides the anti-collision advice in the airspace in which the flight is to be performed.

B) Meet the procedures applicable to controlled flights, except that:

a) The flight plan and changes to it are not subject to authorization;

b) It is for the aircraft to decide whether or not to follow advice or suggestions and to communicate its decision, without delay, to the reliance on the anti-collision assessment.

4.2.3 Civilian/military coordination.

4.2.3.1 CAO/CAG coordination on ATC dependencies.

The coordination that will be developed between the control dependencies CAO and the civil ATC units will be carried out in two different steps, the first one, at the operational level of the unit ATC/head of the unit CAO (operational management step), and second, between service controllers (control step).

In the operational management step the coordination of plans for unscheduled flights will be carried out, but made in good time.

In the control step, the air traffic control coordination shall be performed in real time.

4.2.3.2 Coordination conflicts.

4.2.3.2.1 In order to speed up the flexible use of airspace and to achieve efficient management of airspace, the following rules should be observed in the event of a civil/military coordination conflict:

a) Operational management ladder: in case of discrepancies in coordination at this step, these discrepancies will be referred to the respective higher bodies. The operational air circulation squad is the body responsible for resolving such conflicts within the EAC.

(b) Control Escalation: in peacetime, the authority to take a decision affecting immediate or real time coordination shall be the civil operative responsible for all service controllers, civilians or CAO. If the CAO controller disagrees with the decisions taken, you will abide by the regulations by making the regulatory conduit aware of the reasons for its disagreement.

4.2.3.2.2 Coordination conflicts related to the use of areas reserved for military instruction or air exercises shall be resolved by the head of CAO controllers of service.

4.3 CHAPTER III

Control Transfer

4.3.1 General character.

4.3.1.1 In this chapter the term "dependency" is used to refer interchangeably, to a control dependency, to a controller or both, as appropriate.

4.3.1.2 The responsibility for controlling an aircraft will not be transferred from a dependency (or controller) to another, without the consent of the acceptor (or controller).

4.3.2 Transfer between CAO control dependencies.

4.3.2.1 The object of transfer of control, radar or procedures, any aircraft to which control or anti-collision advice is provided, when it passes from the airspace of responsibility of a dependency of CAO control to another.

4.3.2.2 The dependency that transfers responsibility for the control must inform the dependency that accepts that control of:

a) Indicative of the aircraft or training.

b) Number of aircraft and type.

c) Position.

d) Rump, speed, and flight altitude.

e) IFF/SIF encoding.

f) Armament and mission (if applicable).

g) How many observations are relevant to the continuation of the mission.

You must also communicate the call sign of the accepting dependency and the channel or frequency of call, to the aircraft commander/head of training or pilot-in-command, object of transfer, keeping to the listening, if possible, until you receive confirmation from the accepting dependency that you have assumed control of the aircraft or training.

4.3.2.3 The dependency that accepts responsibility for control will assume such responsibility upon the radar identification of the transferred aircraft or training.

4.3.2.4 When the radar transfer is not possible, transfer of control by procedures will be carried out at the transfer points previously established through the appropriate agreements, in order to the control transfer is performed with maximum security guarantees.

4.3.3 Transfer between ATC dependencies of the EAC and air defense system dependencies.

4.3.3.1 Control transfer is the subject of any aircraft to which control or anti-collision advice is provided by an ATC unit of the EAC, the destination of which is an area reserved for military instruction, and this intended to be controlled during the mission by an Air Defense System dependency.

4.3.3.2 The ATC dependence of the EAC will inform the Air Defense System dependency, in good time, of the routing of the air traffic to the zones reserved for military instruction.

4.3.3.3 Before the end of the mission in the areas reserved for military instruction, the Air Defense System dependency will inform, in good time, of the recovery to the ATC dependence of the CAO corresponding.

4.3.3.4 Control transfers shall be made prior to the entry/exit point of the zone. Those points shall be those set out in accordance with letters of agreement or those laid down during the coordination of the transfer. It is likely to be a point of transfer of control any next point or at the limits of the training zone.

4.3.3.5 The transferor dependency will communicate to the accepting dependency the appropriate parts of the updated flight plan, information concerning the position and, if required, route and speed of the aircraft, immediately prior to the transfer, and any other control information relevant to the requested transfer.

4.3.3.6 Accepting dependency should:

(a) Indicate that it is in a position to accept the control of the aircraft under the conditions expressed by the transferring unit, unless, on the basis of prior agreement between the two agencies, the absence of such an indication is due be understood as an acceptance of the specified conditions; or indicate the necessary changes in this respect; and

b) Specify any other information or permission concerning the next part of the flight that the aircraft needs at the time of the transfer.

4.3.3.7 Unless otherwise agreed between the controllers concerned, the accepting dependency will notify the transferring dependency of the time when the radio communication has been established in both directions. with the aircraft and assumed control of the aircraft.

4.3.4 Transfer between CAO/CAG dependencies.

It shall be the object of the CAO/CAG control transfer or vice versa of the aircraft to which it supplies air traffic control service when in the course of the flight's development it is involved in its control of the control of the EAC or of the the CAG.

4.3.4.1 Transfer coordination.

4.3.4.1.1 The transferor dependency shall communicate to the accepting unit the appropriate parts of the updated flight plan, as well as any control information relevant to the requested transfer.

4.3.4.1.2 When the radar control transfer is to be performed, the control information relevant to that transfer shall include information concerning the position and, if required, the route and speed of the aircraft. immediately before the transfer.

4.3.4.1.3 Unless the contrary has been agreed between the two agencies concerned, the accepting dependency will notify the transferring unit of the moment when the radio communication has been established in both senses with the aircraft in question and assumed control of the aircraft.

4.3.4.1.4 Accepting dependency should:

(a) Indicate that it is in a position to accept the control of the aircraft under the conditions expressed by the transferring unit, unless, by prior agreement between the two agencies, the absence of such an indication is due be understood as an acceptance of the specified conditions; or indicate the necessary changes in this respect; and

b) Specify any other information or permission concerning the next part of the flight that the aircraft needs at the time of the transfer.

4.3.4.2 Transfer of radar control.

The transfer of radar control of an aircraft, from a CAO controller to a CAG controller, or vice versa may be performed provided that:

a) The radar identity has been transferred to the radar controller that accepts or has been directly established by it;

(b) Radar controllers that are not physically adjacent to each other have, at all times, oral communications in both directions, enabling the communication to be instantaneously established;

(c) Radar separation in relation to other radar-controlled flights shall be in accordance with the minimum permitted to use them during the transfer of radar control between the sectors or radar dependencies concerned;

d) The acceptor radar controller is informed about instructions regarding level or vector guidance applicable to aircraft at the point of transfer;

e) The radar controller performing the transfer shall continue to communicate by radio to the aircraft in question until the accepting radar controller decides to assume responsibility for providing radar service to the aircraft. The aircraft must subsequently be instructed to change to the appropriate frequency, and from that point the responsibility is for the accepting radar controller.

4.3.4.3 Control Transfer Points.

Letters of agreement should be established between adjacent CAO/CAG control dependencies for the definition of preferred transfer points.

4.4 CHAPTER IV

Separations and authorizations

4.4.1 Separations between CAO flights.

4.4.1.1 In case of radar control:

a) Horizontal, 5 NM (can be reduced to 3 NM when the military ATS authority prescribes it).

b) Vertically, 1,000 ft to FL 290 and 2,000 ft above FL 290.

4.4.1.2 In case of conventional control they will apply the same as specified by the RCA.

4.4.2 CAO/CAG Separation.

4.4.2.1 The separation to be applied by the CAO controllers between the aircraft or formations of its circulation and the aircraft of the CAG, when there is adequate coordination with the corresponding ATC dependency of the CAG, shall be those established in the CAR in relation to the type of separation that the ATC dependence of the CAG applies.

4.4.2.2 When coordination with the ATC dependency of the CAG is not possible, the CAO controllers:

(a) They shall, if the aircraft is required under their control, be dislocated to maintain a minimum separation of not less than the minimum set in the RCA; and

(b) Avoid, in so far as the characteristics of the flight permit, that the CAO transit is crossed in front of the traffic of the CAG at distances less than:

1. 15 NM, unless there is constant vertical separation.

2. 25 NM, when vertical separation decreases rapidly and approximates to the applicable minimum.

4.4.3 Authorizations.

4.4.3.1 Scope.

4.4.3.1.1 Air traffic control authorities will have the sole purpose of complying with the requirements of supplying air traffic control services, and do not give the right to violate any rules applicable to air traffic control. or for other purposes.

4.4.3.1.2 The issuance of authorizations by air traffic control units means that aircraft are authorized to continue, but only in respect of known air traffic.

4.4.3.1.3 The authorizations are based on the known traffic conditions that affect the security of the operations.

4.4.3.1.4 If air traffic control authorization is not convenient, the aircraft commander/head of training may request and obtain, if feasible, an amended authorization.

4.4.3.2 Authorizations to fly by taking care of their own separation in meteorological conditions of visual flight.

4.4.3.2.1 It is the authorization that is given to an aircraft or training to fly its own separation, always under VMC flight conditions.

4.4.3.2.2 It is up to the authorised flight to ensure that, for the duration of the authorisation, it will not operate as close to other flights as may create a collision hazard.

4.4.3.2.3 A controlled OVFR flight must remain, at all times, in visual meteorological conditions. Therefore, the issuing of an authorisation to a controlled OVFR flight, subject to its own separation and to remain in visual meteorological conditions, has no other object than to indicate that, for the duration of the authorisation, the flight is shall not imply that the air traffic control provides separation.

4.4.3.2.4 When requested by an aircraft, and the procedure has been previously approved, a controlled flight operating under VMC conditions during the daytime hours may be given permission to fly its own. separation and provided that it remains in VMC conditions. In these cases they will govern the following rules:

(a) The authorisation shall be given for a specific part of the flight during the rise or fall, subject to the other restrictions prescribed in the regional air navigation agreements;

(b) If there is a possibility that the flight cannot be performed in visual meteorological conditions, alternative instructions shall be provided if the flight at VMC cannot be maintained during the period of time. validity of the authorization;

(c) If the pilot of an OVFR flight observes that the conditions are deteriorating and considers that operating on VMC will become impossible, he/she will report before entering IMC and proceed in accordance with the alternative instructions received;

d) Information on essential transit to controlled flights that may be affected by such essential transit shall be provided.

4.5 CHAPTER V

Flight Plan Changes

4.5.1 Change of flight OIFR to OVFR.

4.5.1.1 OIFR to OVFR flight change is only acceptable when a CAO control unit receives a message transmitted by the pilot-in-command containing the specific expression "I cancel my IFR operational flight" (Cancelling my operational IFR Flight), with the changes, if any, to be made in your updated flight plan. The change of flight OIFR to OVFR should not be suggested either directly or implicitly.

4.5.1.2 The CAO dependency will acknowledge receipt using the phraseology "IFR Operational Flight cancelled at" (Operational IFR flight cancelled at) ... (time).

4.5.1.3 When a dependency on air traffic services has information that weather conditions for instrument flights are likely to be encountered along the flight path, this data should be notify pilots who wish to move from OIFR rules to OVFR rules.

4.5.1.4 Any dependence on transit services that is notified of the intention of an aircraft to change from OIFR to OVFR shall notify all other service dependencies as soon as possible. air traffic to which the OIFR flight plan was directed, with the exception of dependencies by whose regions or areas have already passed.

4.5.2 Deterioration of weather conditions.

4.5.2.1 The weather conditions for the performance of flights to MBC and BC will be -VMC. When in the course of a mission the conditions, not foreseen, are BMI, must be linked, maintaining VMC, with the dependence AAO suitable before passing to IMC, in order to receive the relevant authorisation and to facilitate the coordination of air traffic.

4.5.2.2 The CAO and Air Defense System control units will establish procedures (fireplaces, frequencies of self-information, ...) in coordination with the Units, and civil ATC units, in case of Failure to contact radio and/or radar, ensure that aircraft pass to IMC safely, until the final authorization is obtained.

4.5.3 Change CAO to CAG or vice versa.

4.5.3.1 The change of flight CAO to CAG or vice versa, is only acceptable when a unit of air traffic services receives a message transmitted by the aircraft commander/head of training or pilot-in-command which contains the specific expression "Requested to change my flight plan to CAG/CAO" (Request to change my flight plan to CAG/CAO) together with the changes, if any, to have them, to be made in your flight plan.

4.5.3.2 Air traffic control dependencies should not suggest the change of flight plan either directly or implicitly.

4.5.3.3 The control unit will authorize the flight change using the phraseology "CAO/CAG flight plan changed to the (CAO/CAG flight plan changed at) ... time", to which the pilot must acknowledge receipt.

4.5.3.4 In the case of controlled flights, the change shall not be accepted until it has been coordinated with the corresponding air traffic control unit and obtained the authorisation of that dependency.

4.5.3.5 Any dependence on air traffic services which receives notification of the intention of an aircraft to change its flight CAO to CAG or vice versa shall notify all other dependencies as soon as possible. of the air traffic services to which the flight plan was directed, with the exception of the dependencies by whose regions or areas the flight has already passed, and those other than those affected by the change.

4.6 CHAPTER VI

Other indentification and radio procedures

4.6.1 CAO Sectorization

The configuration of the CAO sectors, in each Area Control Center, will be determined by the characteristics of both the center and the air traffic volume of each of the circulations (CAG, CAO) in the space. air in question.

4.6.2 Radar Identification.

The identification of any aircraft or training shall be done in accordance with the provisions of the CAR.

4.6.3 Radio Procedures.

4.6.3.1 Except for exceptional cases, non-controlled CAO flights shall be in compulsory radio contact, or permanent listening, with a CAO control unit, on a frequency allowing such a dependency to establish, in case of necessity, an immediate link for the uncontrolled flights.

4.6.3.2 All communications must always be recorded except cause of force majeure.

4.6.3.3 Before take-off, the aircraft commander/head of training or pilot-in-command shall receive the appropriate authorisation from the corresponding ATC unit. Once in the air and authorized by the ATC dependency you are in contact with, you will tune in to the appropriate frequency to link to the corresponding CAO control dependency. The radio call to establish the initial contact shall comprise at least:

a) Indicative of call.

b) Number of aircraft and type.

c) Position.

d) Altitude/flight level.

e) IFF/SIF encoding.

f) Any other information that facilitates the execution of the control.

Complete the instructions you receive from the air traffic dependencies.

4.6.4 Air Defense Aircraft Pilot:

A) Before take-off, you get the proper authorization.

B) Meet the instructions you receive from the air traffic control dependencies.

C) Will ensure the separation between its aircraft and the intercepted aircraft so that it can safely identify it, complying with the rules governing the interception of aircraft to which it does Reference to point 2.6 of this Regulation.

D) Requesting, with the necessary advance notice, the type of approach to be performed.

E) In case of being informed of loss of contact radar:

a) If you are in VMC conditions, you will maintain these.

b) If you are in IMC conditions:

1. You must maintain the last authorized level at which you are until you obtain the appropriate authorization for the appropriate dependency.

2. If you cannot establish contact with the corresponding control unit, you will change the transponder to the radio failure mode according to the IFF/SIF employment rules, and proceed to the recovery base by the most direct route to the fixed, from which you must start the penetration/approach, at the expected time if you received it, or at the fixed time (of the two, whichever is later).

5. LIBRO V

Operation with helicopters

5.1 Generalities.

This book aims to complement the requirements for all aircraft, in general, by looking at the special characteristics of helicopters and their mode of operation.

5.2 Atterings and Take-offs.

5.2.1 With respect to helicopters, any operation involving the boarding or landing of persons or cargo is also considered to be landing or take-off, even if the aircraft does not have the aircraft in contact with the ground.

5.2.2 Helicopters for their landings and take-offs may use aerodromes, heliports, aircraft carriers, air-capable vessels or specially authorized heliports.

5.2.3 The use of the possible heliports, which are areas that meet the minimum safety conditions to be used by helicopters on a temporary basis, will be subject to the permission of the owner of the land, with the exception of helicopters in special operations which are exempt from applying for such permission due to the characteristics of their operation.

5.2.4 Where necessary for the performance of the mission, any other possible surface, chosen by the aircraft commander, may be used to meet the necessary security conditions and to be counted, except when it is an emergency, with the express permission of the owner for use. In this case, the necessary precautions must be taken to prevent damage to persons or property.

5.2.5 When a flight involves landing on heliports/possible surfaces, this circumstance must be notified to the relevant air traffic service, as well as when possible, the resumption of the flight.

5.3 Special operations.

5.3.1 Special operations are carried out on tactical, SAR, transport of authorities (VIP) missions, sanitary transport and evacuations and fire fighting.

5.3.2 Helicopters in special operations shall use, by letter of agreement with the various competent bodies, operational criteria and possible exemptions related to:

a) Form of flight plan.

b) Air traffic control at certain times and locations when required by the mission.

c) Qualifying for night flights when permanent visual contact with the terrain is guaranteed.

d) Use of aerodromes outside the published schedule.

e) Obligation to have more than one engine to fly over populations of 50,000 or more.

5.3.3 The exemptions referred to in the previous paragraph shall only apply where the nature of their mission so requires.

5.3.4 The competent bodies referred to in 5.3.2 are the General Staff of the Air Force and those of those who are dependent on the centres, agencies, and aerodromes or heliports, affected by the exemptions.

5.4 Night flights.

Regardless of what is established in 2.4.4, helicopters for their special features and night vision devices, on the route and in the exercise zone, may operate:

(a) Night flights without night vision goggles, with a visibility greater than 10 km and a cloud ceiling of more than 450 m (1500 ft).

b) Night flights with night vision goggles, with a visibility of more than 5 km and a cloud ceiling of more than 300 m (1000 ft).

6. BOOK VI

From the aircraft commander/head of training

6.1 Your military and aeronautical spirit will lead you to the exact fulfillment of the mission entrusted to you. To achieve its goal, all moral, intellectual and material resources will be at stake.

6.2 Any pilot designated aircraft commander/head of training shall be maintained in good psycho-physical conditions and shall inform their respective controls of any alteration thereof which may affect the the safety of the flight or the performance of its tasks, and shall be concerned, where appropriate, that the members of his/her crew/training are also in adequate psycho-physical conditions.

6.3 Since your appointment as aircraft commander/head of training for the performance of a particular mission, you will assume responsibility for your operational, technical and material preparation, fully identifying with it. until in their minor details, collecting the relevant information, processing the regulatory documentation and imparting to the crew members the precise instructions and instructions.

6.4 Prior to flight will ensure the satisfactory operation of the aircraft and its equipment. To take over the aircraft, you will find that you are fit for the mission. After the flight has been completed, it shall be ensured that the regulatory post-flight inspections, which correspond to the crew, have been carried out and that the relevant documentation has been completed. Your liability for the aircraft will cease once it has been delivered to the relevant maintenance service.

For the purposes of this RCAO the flight shall be deemed to be completed once the chocks have been put, the engine or engines stationary and the post-flight inspection carried out and received news from the crew.

6.5 The aircraft commander/head of training, in accordance with the provisions of the order of mission received, shall retain full responsibility for the aircraft/training command even if, on a personnel transport mission, it is find on board of the same or higher-age employment authority or military officer, unless the latter belongs to its direct command line, in which case it may give the aircraft commander the orders or instructions it considers to be relevant.

6.6 For flight and ground manoeuvres the aircraft commander/head of training shall comply with the orders of operations received and the requirements of the air traffic regulations in force; he may only leave to complete the latter where, by the nature of the mission, the command so determines and, under its sole responsibility, where there are well-founded reasons affecting or likely to affect flight safety.

6.7 It shall be responsible for the safety of the aircraft/training, crew, passage, mail and cargo; of the discipline on board the crew; of the manoeuvres carried out by the aircraft/training on both ground and air and everything related to the government and internal regime of the same.

6.8 The aircraft commander shall be responsible, if appropriate, for the required order or authorisation by the boarding staff, has the regulatory team and has been aware of the emergency procedures, and that the loading and stowage of the material and equipment is done in accordance with the provisions.

6.9 The aircraft commander/head of training when he/she has to move to another air base or aerodrome shall be informed, prior to the flight, that the personnel, auxiliary equipment and other means of logistical support are available to the flight. precise.

6.10 When the aircraft/training lands on a base or aerodrome other than that in which its unit is parked, the aircraft commander/head of training shall take care that the landing of the passengers and the unloading of the aircraft equipment and equipment shall be carried out in accordance with the technical standards; control the supply and loading of aircraft; it shall be ensured that the required maintenance actions have been carried out; and shall, where appropriate, take appropriate measures to security in relation to the documents or classified material which is transported.

6.11 On flights abroad, in addition to completing what is specified in the above articles, you will be concerned that both the crew, aircraft and cargo, satisfy the requirements laid down in the Treaties or applicable agreements.

6.12 When arriving at an air base or foreign aerodrome, the air traffic requirements governing the air base or aerodrome shall be reported and shall provide the precise collaboration with regard to their enforcement by the crew.

6.13 In emergency situations, on land or in flight, the aircraft commander/head of training shall take the precautions leading to the protection of personnel, weapons and equipment, and shall not, where appropriate, leave the aircraft in flight until the passage and crew have been carried out, unless otherwise specified in technical conditions.

6.14 When the aircraft commander/head of training, and especially if he carries weapons or hazardous material, provides for the need to launch the same or the imminence of accident, he will endeavour to address it in such a way that, The event will cause the least possible damage to people and property.

6.15 In the event of an accident, if circumstances permit, you must take the measures at your disposal for the rescue and relief of the personnel and the protection of the material. It shall take account of the fact as quickly as possible to the air traffic control unit or to the corresponding Salvamento Coordinator Centre/Secondary Centre of Salvage, to the military authority of the Region or Air Zone in the territory of which the and the head of its unit, and shall adopt the relevant provisions for the custody of the aircraft.

6.16 In the cases provided for in the orders of command, the destruction shall be carried out, both in peace and at war, of the classified material and documents in its possession or the aircraft.

7. BOOK VII

Requirements for aircraft operation

7.1 CHAPTER I

Weather minimums

7.1.1 Weather Minimos (MM).

7.1.1.1 Weather minima (MM) are referred to as the prescribed meteorological conditions for the purpose of determining the use of an aerodrome, either for take-off or for landing; it shall also be used for decide to carry out a partial or complete mission.

7.1.1.2 The weather minima for the use of an aerodrome, depending on the aids to be used, are included in the military publications of aeronautical information (MILAIP and high and low cote pilot manuals).

7.1.1.3 Weather minimums for the use of an aerodrome are expressed:

a) For landing. Depending on the minimum visibility and altitude/minimum height values at which it is possible to arrive by reference to the instruments on board.

This minimum altitude or height is given the name of:

1. º Altitude/decision height (DA/DH), in precision approximations.

2. º Altitude/minimum descent height (MDA/MDH), in the non-precision approximations.

b) For takeoff. Depending on the visibility of the cloud track and roof. For practical purposes the visibility and altitude/height of the cloud roof, when not expressly established, coincide with the values of the minima for landing.

7.1.1.4 The corresponding military authorities in each Army will be able to set individual pilot meteorological minima, adding corrective factors of visibility and altitude/height, for reasons of flight safety. The following concepts shall be taken into account in setting the meteorological minima for a pilot:

a) Qualification of the pilot.

b) The type and category of the aircraft.

c) The location of the aerodrome and aids with which it counts.

d) Alternative Aerodrome and its aids.

7.1.1.5 The concepts set out above will determine values to be added, by the corresponding military authorities, to the meteorological minimums published in the airfields ' tokens.

7.1.2 Weather Minimos for Landing.

7.1.2.1 Unless it is for a larger reason, no pilot shall fall below the meteorological minima assigned to it, or those at the aerodrome where appropriate, according to the approach used. In the event of the failure to comply with this rule, once on the ground, you will communicate it to your immediate superior, explaining the circumstance that forced you to make that decision.

7.1.2.2 In the case of close-formation approximations (two aircraft at most, except emergency) and if the conditions of the runway permit, the weather minima shall be those of the pilot who has the most high.

7.1.3 Weather Minimos for takeoff.

7.1.3.1 For fighter/attack aircraft the minima of a pilot for take-off shall be the same, in terms of visibility and cloud roof, as landing for that aerodrome.

7.1.3.2 For transport aircraft, provided that there is an appropriate alternative and the aeroplane has the necessary navigation systems on board, the minima for take-off shall be those laid down for that purpose on the sheets published at airports and air bases. In the case of not being published take-off minimums, these will be half of the corresponding ones for landing.

7.1.3.3 For helicopters the minima for take-off will be 200 meters of visibility and the ceiling will be sufficient to rise to 100 feet and accelerate to the speed of instrumental rise.

7.1.3.4 In all other cases the weather minima for takeoff, will be the same as for landing.

7.1.4 Weather conditions at the destination aerodrome.

No flight shall be continued until the proposed landing aerodrome, unless the last available meteorological information indicates that the conditions at such aerodrome, or at least one of the aerodromes of alternative, in the expected hours of arrival, shall be at least the meteorological minima fixed for such aerodromes.

7.1.5 Weather Minimos over the course of a mission.

The missions whose execution requires obtaining and maintaining visual contact with the terrain/blank/objective/restocking will always be carried out in VMC. Special attention shall be paid to the phases of the flight requiring the completion of the flight phases at VMC-meetings without visibility between similar aeroplanes or cisterns-in which the specific manuals are respected for this purpose.

7.2 CHAPTER II

Low and very low cote flights

Note: With this generic term, those altitudes/flight heights equal to or below 5,000 feet above ground or water are designated. A more precise acotation of the altitudes/flight heights, including the scraping flights, have been set in book I: Definitions.

7.2.1 Daylight flights.

7.2.1.1 Low-flying altitudes/heights of units whose mission requires them, or may require, to fly at very low levels will be determined by taking into account the type and characteristics of the aircraft, nature and need of the aircraft. mission and degree of training of the crews. The flight height shall not be less than 300 ft above the ground or water, with the exception of helicopters in special operations.

7.2.1.2 The corresponding military authorities in each Army shall establish in accordance with the above circumstances the conditions under which these activities may and should be developed by appropriate regulation.

7.2.1.3 The rest of the missions shall be flown to the minimum heights referred to in book II of this Regulation, or failing that, as established in the CAR.

7.2.2 Night flights.

7.2.2.1 Flight altitudes/heights on night missions as in 7.2.1 will be determined based on the type and characteristics of the aircraft, nature and necessity of the mission and degree of training of the crews. The flight height shall not be less than 500 ft above the ground or water, with the exception of helicopters in special operations.

7.2.2.2 The corresponding military authorities in each Army shall, in accordance with the above circumstances, establish the conditions under which these activities may and should be developed by appropriate regulation.

7.3 CHAPTER III

Fuel, oil and oxygen reserve

7.3.1 Fuel and oil reserve.

7.3.1.1 No flight shall be initiated if, taking into account the weather conditions and any delay in flight, the aeroplane does not carry sufficient fuel or oil to complete the flight without danger. In addition, a reservation shall be made to provide for contingencies and for the aeroplane to be able to arrive at the alternate aerodrome when it is included in the flight plan in accordance with 7.4.1.

7.3.1.2 Each unit shall establish the fuel and oil reserve referred to in the preceding paragraph, according to the type and characteristics of its aircraft.

7.3.1.3 The establishment of the said fuel and oil reserve will be made for the assumptions of needing an alternate aerodrome, and when this is not necessary.

7.3.2 Oxygen reserve.

7.3.2.1 No flights are to be initiated on aircraft with cabin under pressure unless they carry sufficient supply of breathable oxygen to supply to all crew members and to the proportion of passengers who are appropriate to the circumstances of the flight being undertaken, in case of lower pressure during any period of time when the atmospheric pressure in any compartment by which it is occupied is less than 700 hPa.

7.3.2.2 Transport aircraft with passengers on board shall not start flights when flying at altitudes where the atmospheric pressure in the compartments of the staff (crew or passenger) is less than 700 hPa, Less than a sufficient supply of breathable oxygen is carried to supply:

(a) All crew members and 10 per 100 of the passengers for the entire time period, exceeding thirty minutes, where the pressure in the compartments occupied is between 700 and 620 hPa;

(b) To crew and passengers during any period of time when the atmospheric pressure in the compartments occupied by them is less than 620 hPa.

7.3.3 Other fluids.

These rules will apply to any other fluid required for the safe operation of the aircraft.

7.4 CHAPTER IV

Procedures during flight

7.4.1 Alternative Aerodromes.

In the schedule of flights made in the unit, at least one alternate aerodrome shall be included for each aircraft/training scheduled for a flight mission. These shall be included in the flight plan, where one is required, unless:

(a) The duration of the flight and the prevailing weather conditions are such that there is reasonable certainty that at the expected time of arrival at the scheduled landing aerodrome and for a period of two hours before and after that time, the approach and landing can be made in visual flight weather conditions; or

b) The intended landing aerodrome is isolated and an appropriate alternate aerodrome is not available.

7.4.2 Weather conditions en route.

7.4.2.1 No flight to be carried out in accordance with the operational visual flight rules (OVFR) shall not be initiated or continued unless the latest meteorological reports, or a combination of the same and the forecasts, indicate that the weather conditions along the route, or in that part of the route by which you want to fly in OVFR, are such, at the appropriate time, that they allow compliance with those rules.

7.4.2.2 No flight to be carried out with the flight rules for operational instruments (OIFR) shall be initiated unless the available meteorological information indicates that the weather conditions laid down in the Proposed landing aerodrome or at least one alternative landing aerodrome shall be at the expected time of arrival equal to or greater than the weather minima.

7.4.2.3 No flight shall be initiated which has to be carried out under conditions of ice formation, known or intended, unless the aeroplane is properly equipped to deal with such conditions. No ice flight shall also be initiated on the planes or on any other part of the aircraft unless there is sufficient assurance that the take-off and subsequent ascent may be carried out without endangering the aircraft or its crew.

7.4.3 Dangerous Conditions for Flight.

The hazardous conditions for the flight on the route, including weather conditions, shall be communicated as soon as possible to the corresponding ATS unit. The reports thus issued shall give details that are relevant to the safety of other aircraft.

7.4.4 Flight Tripulte in Service Positions.

Each flight crew member who is on duty in the cockpit shall remain in his position, subject to his seat with safety harness (braces and belt), unless his absence is necessary for completion. of tasks related to the use of the aeroplane, or for physiological needs.

7.4.5 Use of oxygen.

7.4.5.1 All crew members engaged in essential services for the operation of the aircraft in flight shall continuously use the breathable oxygen provided that the circumstances under which the aircraft is required to operate. supply, according to 7.3.

7.4.5.2 All flight crew members of aircraft with a pressure cabin flying at an altitude at which the atmospheric pressure is less than 376 hPa shall be at their disposal, in the place where they provide service flight, an oxygen mask of the type of rapid placement, in a condition to supply oxygen at will.

7.4.6 Using the helmet.

With the exception of aircraft where protective helmet cannot be used, no flight shall be initiated unless all crew members are fitted with the corresponding protective helmet. The protective helmet shall be used for take-off and landing operations, on very low-bound flights, as well as when the flight conditions make it advisable.

7.4.7 Protection of crew and passengers in pressurised aircraft in case of loss of pressure.

7.4.7.1 The cabin crew must be protected to ensure, with a reasonable degree of probability, that they do not lose their sense in the event of loss of pressure and, in addition, must have the means of protection which allow first aid to be administered to passengers after the emergency situation is controlled.

7.4.7.2 Passengers must be protected by means of devices or operational procedures capable of ensuring with a reasonable degree of probability that they will survive the effects of hypoxia in the event of loss pressure.

7.5 CHAPTER V

Aircraft Performance Utilization Limitations

7.5.1 Using the aircraft.

Aircraft shall be used in accordance with the limitations set out in the manual of the same and manual of operational use.

7.5.2 Parachute.

7.5.2.1 With the exception of transport aircraft when carrying passengers without parachute, all aircraft shall carry a sufficient number of parachutes for all crew, provided that the characteristics of the flight and/or of the plane allow the parachute jump.

7.5.2.2 In the case of not being able to carry the parachute, by the type of seat or type of parachute, and be carried on board all the crew will carry positions and well subjects, at least the harnesses of the parachute.

7.5.3 Flights over water.

7.5.3.1 No flight shall be initiated that passes in its entirety or part of its water travel, if it is not provided with the prescribed equipment of survival at sea.

7.5.3.2 The corresponding military authorities in each Army shall establish the conditions under which the use of life jackets or rafts or both equipment at the same time, according to the type and characteristic of the aircraft of their units and, taking into account the distance in which they are attached to the water. They shall also establish that other survival equipment at sea, which is not included as the envelope of the boats or vests, is carried on board.

7.5.4 Flights over difficult access land areas.

7.5.4.1 Aircraft that are used on land areas where search and rescue would be very difficult, will carry at least one survival radio equipment, stowed in such a way that its immediate use is easy. in case of emergency and operating on the emergency frequencies of VHF or UHF (121.5 Mhz and 243.0 Mhz).

7.5.4.2 The equipment will be portable, will not depend on your operation of the plane's power supply, and you will be able to handle it off the personal non-technical aircraft.

7.5.4.3 The aircraft will also be equipped with the signal devices and life saving equipment (including livelihoods), appropriate to the area on which to fly.

7.6 CHAPTER VI

Military aircraft with passenger on board

The aircraft commander shall ensure that crew members and passengers are aware of the location and use of:

a) The seat belts.

b) Emergency exits.

c) Life jackets.

d) The oxygen supply equipment.

e) Other emergency equipment intended for individual use.

8. BOOK VIII

Military Aeronautical Information Service

8.1 CHAPTER I

Generalities

8.1.1 Introduction.

8.1.1.1 The purpose of the Military Aeronautical Information Service (MILAIS) is to ensure that the aeronautical information necessary for the safety of air navigation is disclosed:

a) Operational air circulation (CAO).

(b) General air circulation (CAG), when using air bases, aerodromes, control units and facilities under the Ministry of Defence.

8.1.1.2 The MILAIS gathers, compiles, and publishes the aeronautical information regarding the air bases, aerodromes, control units, facilities, etc. belonging to the Ministry of Defense. This includes:

a) Direction and coordination of military aeronautical information publications (MILAIP), with their amendments (normal or AIRAC type) and supplements.

b) Publication and distribution of NOTAM, military (MILNOTAM).

c) Direction and coordination of the publication of military aeronautical information circulars (MILAIC).

8.1.1.3 The publications of the MILAIS, collect information regarding the procedures and norms to follow in the military dependencies of the air traffic services in the area of responsibility that is fixed at 8.1.2.

8.1.2 Responsibilities and Functions.

8.1.2.1 The Ministry of Defense, Air Force, is responsible for the information published by the MILAIS. The responsibility covers the aeronautical information:

(a) A military exclusive character on the air bases that share the runways with a public airport of general interest.

b) To be generated in the air bases or aerodromes open to civil traffic.

c) To be generated in military airbases and airfields not included in any of the two preceding paragraphs.

d) To be generated in any other Ministry of Defense dependency not included in the preceding paragraphs.

8.1.2.2 The procedures included in the publications of paragraph 8.1.1.2 will be applied by aircraft using facilities where air traffic services are provided by dependent units of the Ministry of Defense, in accordance with the scope of responsibility set out in 8.1.2.1.

8.1.2.3 Aeronautical information that may affect the operations of civil aircraft will be provided through the Spanish Aeronautical Information Service (AIS Spain), a body responsible for gathering, compiling, editing and publish the aeronautical information to be used by the general air circulation in accordance with the provisions of the Air Circulation Regulation.

8.1.2.4 Standards collected in the MILAIP are required for military aircraft. When these aircraft fly in accordance with the rules of the general air circulation, in addition to the above rules, they will take into account those included in the AIP, supplements to it and NOTAM, s in force (aeronautical publications distributed by the AIS Spain).

8.1.2.5 The MILAIS will control that the information necessary for the safety and efficiency of air navigation, generated in the field of the Ministry of Defense, is made available to:

a) Air crews.

b) Flight zone listeners.

c) Military dependencies of ATS services.

d) AIS España.

e) Aeronautical information services of NATO countries, according to Stanag 7005.

8.1.2.6 The effectiveness of the MILAIS depends mainly on the provision of the necessary and accurate information within the appropriate time limits for publication. In order to achieve this objective, appropriate and appropriate coordination between the air and aerodromes flight preparation offices and the MILAIS office is necessary to ensure that the information is delivered and distributed to them. time.

8.1.2.7 The MILAIS office should verify and coordinate this information thoroughly before submitting it for publication, in order to verify that all necessary information has been included and that it is correct in all its details.

8.1.2.8 The controls will take the necessary steps to ensure that the information provided by the units dependent on them is accurate and timely. This implies the adoption of measures to ensure that all units, centres and dependencies related to aircraft operations, maintenance of aircraft facilities or supply of services to aircraft, communicate in a timely manner. the necessary information to the MILAIS office.

8.1.2.9 Before incorporating modifications to the navigation aids dependent on the Ministry of Defense, the services responsible for the same will take into account the deadline that the MILAIS needs for the preparation, production and publication of the relevant texts. Therefore, there is a need for timely and close coordination between the services concerned and the MILAIS to ensure that the information is delivered in due course.

8.1.2.10 The services referred to in the previous paragraph shall verify and coordinate the texts to be published by MILNOTAM or NOTAM before submitting them to the MILAIS, to ensure that before their distribution has included all the necessary information and that it is correct in all its details.

8.1.3 Aircraft Information Exchange.

8.1.3.1 The international exchange of MILNOTAM (distributed by Telecommunications) will be carried out in accordance with the provisions of the Stanag 7025.

8.1.3.2 The MILAIS shall establish the necessary contacts with the aeronautical information services of other NATO Member States in order to facilitate the exchange of aeronautical information.

8.1.3.3 The aeronautical information publications, the MILNOTAM, s and the aeronautical information circulars that are distributed internationally, will contain the English version of the parts that will be in clear language.

8.2 CHAPTER II

Military Aeronautical Information Publication (MILAIP)

8.2.1 Content.

8.2.1.1 The MILAIP (military AIP) is the military publication that contains aeronautical information of a permanent nature, and the temporary changes of long duration (at least one year). Contains essential information for aircraft operations.

8.2.1.2 This publication contains updated, separate in-book information regarding:

a) GEN: Generalities.

b) AGA: Aerodromes.

c) COM: Communications.

d) MET: Meteorology.

e) RAC: Rules of the EAC and military air traffic services.

f) FAL: Facilitation.

g) SAR: Search and save.

h) MAP: Aircraft charters.

8.2.1.3 When the information collected in the MILAIP, is reproduced from the one contained in the AIP Spain, it will be indicated this origin in the relation of leaves in force of the MILAIP, as well as its correspondence with the AIP Spain.

8.2.1.4 Similarly, the aeronautical information of the MILAIP, which affects the general air circulation, will also be contained in the AIP Spain.

8.2.1.5 The aeronautical information contained in the AIP Spain is applicable for military aircraft in the airfields shared by an air base/military airfield and a general public airport. When this information is essential for military aircraft operations, a duplicate of the military aircraft shall be included in the MILAIP.

8.2.2 Specifications.

8.2.2.1 The MILAIP will be amended or reproduced with the frequency required to keep you up to date. The use of amendments or annotations by hand shall be reduced to a minimum. The normal method of amendment will be through replacement sheets.

8.2.2.2 The frequency referred to in the previous point will be specified in the MILAIP, part 1-generalities (GEN).

8.2.2.3 Each MILAIP amendment will be assigned a serial number, which will be consecutive.

8.2.2.4 When no amendment is published in the regular intervals set, or publication dates, the corresponding NIL (none) notification will be made that will be distributed by any appropriate method.

8.2.2.5 All aeronautical information publications will be dated. In the case of publications in the form of loose leaves, each page will be dated. The date shall clearly indicate the day, month (by name) and the year in which the aeronautical information was incorporated.

8.2.2.6 The information previously reported via MILNOTAM, the amendment to the MILAIP by hand, or the new information on a printed page again, will be identified by a symbol or annotation.

8.2.2.7 In order for stakeholders to keep up to date the series of aeronautical information publications will be published frequently a checklist containing the date of each page. The page number and date of the checklist will appear in the list itself.

8.2.3 Amendments to the information contained in the MILAIP.

Any variation of the contents of the MILAIP shall be disseminated in accordance with the procedures specified in Chapters III and IV, as either permanent or temporary information.

8.2.3.1 Information to be published.

It shall be published by any or more of the procedures included in Chapters III and IV any information derived from:

a) Establishment, closure or major changes affecting the operations of air bases or aerodromes.

b) Establishment, disposal and major changes affecting the operations of aeronautical services (AGA, AIS, ATS, COM, MET, SAR, etc.).

c) Establishment or elimination of electronic and other aid for air navigation and aerodrome. This includes: interruption or resumption of any service; change of frequencies, change in notified service hours, change of identification, change of orientation (directional aids); change of location, increase or decrease in a 50 per 100 or more power, changes in the schedules of the radio broadcasts or in their content, and the irregularity and insecurity of operation of any electronic assistance for air navigation and air-based communications services.

d) Setting, removing, or important changes in visual aids.

e) Interruption or resumption of operation of the important components of the air base and aerodromes lighting systems.

f) Establishment, elimination or major changes in the procedures of air navigation services.

g) Presence or elimination of major defects or impairments in the exercise area.

h) Establishment, elimination, or major changes in aircraft braking devices (barriers).

i) Amendments and limitations on the supply of fuels, lubricants and oxygen.

j) Major changes in the available search and rescue services and facilities.

k) Establishment, interruption or resumption of the service of the hazard headlamps indicating major obstacles to air navigation.

l) Changes to provisions requiring immediate action, for example, in respect of prohibited areas due to air search and rescue activities.

m) Presence of hazards for air navigation (including obstacles, military maneuvers, exhibitions, competitions, important skydiving activities outside of enacted sites).

n) Erecency, removal or modification of major obstacles to take-off/ascent air navigation, frustrated approach, approach and track strip.

n) Establishment or suspension (including activation or deactivation), as applicable, of prohibited, restricted or dangerous zones, or changes in their character.

o) Assignment, override, or change of place indicators.

p) Significant changes in the level of protection that are normally available at an aerodrome for the purpose of rescue and fire extinguishing; only when the rescue or extinction capacity of the aerodrome is significantly changed fires.

q) Presence, elimination, or major changes of hazardous conditions due to snow, melting snow, ice or water in the area of movement.

8.2.3.2 Information to be disseminated locally.

The following information is generally available locally or verbally by the TWR controller, without being included in any aeronautical publication:

(a) Normal maintenance work on platforms and taxiing streets that do not affect the movement security of aircraft;

b) Track signaling work, when aircraft operations can be safely performed on other available tracks, or the equipment used can be removed when necessary.

(c) Temporary obstacles in the vicinity of aerodromes that do not affect the operation of aircraft.

(d) Partial failure of the lighting facilities at the aerodrome, where it does not directly affect aircraft operations.

e) Temporary partial failure or activation/deactivation of the aircraft braking barriers.

f) Temporary partial failure of air-based communications when it is known that suitable alternative frequencies may be used.

g) The lack of signal services for platform maneuvering and traffic control.

h) The fact that signs are not in service to indicate a location or destination or other information in the aerodrome movement area.

i) Temporary changes in medical services available at aerodromes (first aid).

j) Other information of an analodly temporary nature that does not directly affect the operation of the aircraft.

8.3 CHAPTER III

Amendments to the MILAIP

8.3.1 Generalities.

8.3.1.1 The MILAIP is updated by the amendment system. These consist of printed pages, whether new or replacement and/or handwritten corrections to be included in the MILAIP. The changes are identified by vertical lines outside the texts that have been modified and a list of handwritten corrections (in case of minor changes).

8.3.1.2 When the amendment concerns information contained in the two aeronautical information publications (AIP Spain and MILAIP), the publication of the amendment with AIS Spain will be coordinated and published on the same date.

8.3.1.3 There are two types of amendments:

a) Normal Amendment (MILAIP AMD).

b) AIRAC (MILAIRAC AMD) Amendment.

8.3.2 Normal Amendment (MILAIP AMD).

8.3.2.1 This procedure publishes the permanent character information that has been previously notified by NOTAAM/MILNOTAM, or is a minor or editorial change.

8.3.2.2 The AMD MILAIP is published at regular intervals. The notified information shall enter into force on the date of the amendment.

8.3.2.3 Each amendment is assigned a consecutive serial number clearly identifying its amendment character.

8.3.2.4 The page of the cover is blue and will include the NOTAM/MILNOTAM, s that must be canceled.

8.3.2.5 The MILAIS office is the body responsible for receiving and studying the information from the units or other military agencies, preparing and distributing the MILAIP AMD. If the information concerns the operations of the civil aircraft, the MILAIS office will coordinate with the AIS Spain the publication of the information, with the possibility to include in the MILAIP, AIP Spain, or both, according to the type of information.

8.3.3 AIRAC (MILAIRAC AMD) Amendment.

8.3.3.1 This procedure publishes the information of a permanent nature of importance for the operations and which enters into force on dates after the publication. The entry dates in effect for the AMD MILAIRAC, s match those of the "AIRAC Publishing System".

8.3.3.2 The publication of aeronautical information such as MILAIRAC AMD, which in its day is to be incorporated into the MILAIP, is intended for the user to have such information in his possession in advance sufficient for his/her knowledge and study of the same.

8.3.3.3 The AMD MILAIRAC will be published at least forty-two days in advance of the date of entry into force of the information. This documentation will be in a separate folder until the effective date. The cover page will be pink and contain a brief description of the content of the amendment; the date of entry into force of the information will be clearly highlighted in the text.

8.3.3.4 The information contained in an AMD MILAIRAC shall not be modified, at least for another twenty-eight days after the date of entry into force, unless the notified circumstance is temporary and does not subsidize the entire period.

8.3.3.5 The information to be published must arrive at the MILAIS with sufficient time to be verified and prepared for publication. The MILAIS will determine, in each case, the time it takes before the date of publication of the AMD MILAIRAC to prepare and publish the information, depending on the degree of complexity of the information. The date of publication of the MILAIRAC AMD, s will be announced annually in a MILAIC.

8.3.3.6 If the modification to be published as MILAIRAC AMD occurs in the dependencies of the Ministry of Defense, it will be communicated to the office MILAIS, by the dependency where it originates. This information, once normalized, will be published in the MILAIP, AIP Spain, or both.

8.3.3.7 To reduce the impact on aircraft operations and to be able to set alternative measures, information on:

will be published in advance of its entry into force.

a) Establishment, closure, or major premeditated changes affecting the:

1. Position, height, and obstacle lighting for navigation.

2. Pists, stop zones, taxiways and platforms.

3. Hours of service, aerodromes, facilities and services.

4. Dangerous, prohibited and restricted zones.

b) Establishment or elimination of electronic and other aid for air navigation and aerodromes:

1. Premeditated radio maintenance periods for navigation.

2. ° Change of frequencies.

3. º Change in reported service hours.

4. Identification Change.

5. Change Orientation (directional aids).

6. Location Change.

(c) Establishment, elimination or major changes in procedures affecting limits (horizontal and vertical), regulations and procedures applicable to general and operational air circulations at:

1. Regions of flight information.

2. Control Areas.

3. Control Zones.

4. Areas with advisory service.

5. Routes.

d) Wait and approach, arrival and departure procedures, noise attenuation and any other relevant ATS procedure.

e) Establishment of prohibited, restricted, dangerous and ADIZ zones. (Prohibited and restricted zones will be established by Ministerial Order.)

f) Erecency, elimination or modification of major obstacles to air navigation in the areas of take-off/ascent, frustrated approach, approach and track strip.

g) Assignment, override, or change of place indicators.

(h) Establishment of the service of the hazard headlamps indicating the major obstacles to air navigation.

i) Establishment, disposal or major changes affecting the operations of aeronautical services such as:

1. Customs, Immigration and Health Services.

2. Aerodrome Service Hours, provided that you assume a constraint on the current schedule.

3. Weather facilities and services, as well as their procedures.

4. ATS Services in general.

5. Air Search and Rescue Service.

8.4 CHAPTER IV

Temporary information

8.4.1 Generalities.

8.4.1.1 All aeronautical information of a temporary nature will be published by means of supplements to the MILAIP (MILAIP SUP) or MILNOTAM. When the information is significantly affected by the air operations, the MILAIP SUP, s, shall be published in advance of its entry into force, in a similar manner to the MILAIRAC AMD,s.

8.4.1.2 It shall, whenever possible, communicate with seven days in advance, at least, the activation of the dangerous, restricted or prohibited zones that have been established, and the performance of activities that require temporary restrictions on airspace, which are not due to emergency operations.

8.4.1.3 Zone activations for large national or international exercises, will be done by means of supplements to the MILAIP and AIP Spain and must be published at least four weeks in advance. When it cannot be published in advance, a MILNOTAM/NOTAM may be published, and subsequently the corresponding supplement, in the event that the information requires the publication of graphs.

8.4.1.4 Any subsequent cancellation of the activities or any reduction in the hours of activity or of the dimensions of the airspace concerned shall be communicated as soon as possible.

8.4.2 Supplements to MILAIP (MILAIP SUP).

8.4.2.1 Changes of a long duration (three months or more) and temporary information of importance to operations that are extensive and/or require graphics are published by this system.

8.4.2.2 The supplements pages will be yellow. Each section will be numbered consecutively based on the calendar year.

8.4.3 MILNOTAM.

8.4.3.1 The MILNOTAM contains temporary character information of direct importance for aircraft operations when:

A) Do not exceed three months, or

B) Short term available to publish:

a) Permanent changes of importance to operations.

b) Long-running incidents that need to be quickly reported.

8.4.3.2 The MILAIS will publish two series of MILNOTAM:

Series I. International military distribution.

National Military Distribution Series.

8.4.3.3 The MILAIS will inform the AIS Spain of the information that, due to affect the general air circulation, will have to be published in the series of the AIP Spain:

Series A. International Distribution.

Series C. National Distribution.

8.4.3.4 In order to avoid duplication, the information, when affecting the general air circulation, will be published in the civil series and when it concerns exclusively the operational air traffic in the military series.

8.4.3.5 The MILNOTAM/NOTAM for notifying that no air navigation aids, facilities or communications services are in service shall, wherever possible, give an idea of the period in which they are off-duty or the time the service is expected to be reset.

8.4.4 Specifications.

8.4.4.1 Each temporary information will be distributed as MILNOTAM, as MILAIP SUP, or both procedures.

8.4.4.2 Information distributed as MILNOTAM will be replaced by a SUP MILAIP when the duration of the reported circumstances is likely to exceed three months, or the MILNOTAM has been in effect for three months. months.

8.4.4.3 The aeronautical fixed telecommunications network (AFTN) will be used for the distribution of the MILNOTAM.

8.4.4.4 The MILAIS will determine the MILNOTAM, s that must be disseminated to the other countries of NATO. The information to be distributed in accordance with Stanag 7005 shall be limited, as far as possible, to the requirements set out therein.

8.4.4.5 Each MILNOTAM will be as concise as possible and will be written in a way that is clearly understood, without referring to another document.

8.4.4.6 If clearly separated, multiple MILNOTAM, s can be included in a single sheet or in a single message transmitted by telecommunications.

8.4.4.7 In MILNOTAM, s must be indicated if they contain permanent or temporary character information. Those containing permanent character information will carry the appropriate MILAIP references.

8.4.4.8 All information contained in a MILNOTAM that makes the MILAIP amendment necessary, shall be confirmed by amendment or official review of such publication, with the minimum of delay.

8.4.4.9 When the information of a MILNOTAM has been confirmed by an amendment from the MILAIP, this particular will be clarified either in the amendment itself or in the next list of MILNOTAM verifications.

8.4.4.10 When a MILNOTAM is issued to cancel, or replace a previous MILNOTAM, the previously issued MILNOTAM serial number will be indicated.

8.4.4.11 The indicators of place, contained in the text of all MILNOTAM, will correspond to those of the official list of ICAO. If the ICAO has not assigned place indicators, it will be written in clear language.

8.4.4.12 A checklist of the MILNOTAM, s in force, will be issued by the AFTN at intervals of no more than one month. In addition, a summary printed, in clear language, of the MILNOTAM, s in force, shall be prepared, which shall be released at intervals of not more than one month, by post, to the recipients of the MILNOTAM, s and to the others who request it.

8.4.4.13 A list of existing MILAIP SUP verification will be published at intervals of no more than three months. When none have been published, this information can be communicated by:

a) The MILNOTAM monthly printed summary in effect, provided that this summary is assigned the same distribution as the MILAIP SUP, s; or

b) The summary of amendments to the MILAIP, issued within the period in which a checklist of the MILAIP SUP,s should appear.

8.5 CHAPTER V

Military Aeronautical Information Circulars (MILAIC)

8.5.1 Initiation.

8.5.1.1 A MILAIC will be started whenever it is necessary to publish the aeronautical information that does not conform to the requirements of:

a) The specifications required for inclusion in an aeronautical information publication, or

b) The specifications required to start a MILNOTAM.

8.5.1.2 It will also start whenever it is convenient to enact:

a) A long-term forecast for major changes in legislation, regulations, procedures or facilities.

b) Information of a purely clarification or advisory nature, which may affect flight safety.

(c) Information or notification of a clarifying or advisory nature relating to technical, legislative or purely administrative matters.

8.5.2 Specifications.

8.5.2.1 The publication of a MILAIC does not exempt the obligations set out in Chapters III and IV.

8.5.2.2 The MILAIC, s will be issued in printed form. Each MILAIC will be assigned a serial number to be consecutive and based on the calendar year.

8.5.2.3 The MILAIS will select the MILAIC, s that have to have international distribution. The MILAIC, s will have the same international distribution as the MILAIP SUP,s.

8.5.2.4 It will be issued, with the same distribution as the MILAICUs, at least once a year, a summary list of the existing aeronautical information circulars.

8.6 CHAPTER VI

Previous and post-flight information

8.6.1 Information before flight.

8.6.1.1 At any aerodrome normally used for air operations, flight operations personnel, crews and services responsible for providing information prior to flight, aeronautical information shall be provided. essential for the safety, regularity and efficiency of air navigation.

8.6.1.2 This information should include:

a) Aeronautical information publications (AIP and MILAIP);

b) NOTAM, s, and MILNOTAM.s, decrypted when necessary;

c) Aeronautical information circulars (AIC and MILAIC); and

d) Maps and letters.

8.6.1.3 Additional updated information concerning the departure aerodrome will be provided, if possible, regarding the following:

a) Construction or conservation work in the area of manoeuvres or adjacent to it.

(b) Uneven parts of the manoeuvring area, whether or not they are marked, for example, broken parts of the surfaces of the tracks and run-in streets.

c) Presence and depth of snow, ice or water on the tracks and taxiways, including their effect on braking.

e) Aircraft parked or other objects on or next to the streets.

f) The presence of other temporary hazards (including birds, etc.).

g) The failure or irregular operation of a part or of the entire aerodrome lighting system, including the approach, threshold, track, taxiway, obstacle, off-service areas of the aerodrome manoeuvring area and the aerodrome's electrical power source.

h) Breakdowns, irregular operation and variations in the operational status of the ILS (including radiobalises), as well as the following elements, GCA, DME, SSR, VOR, NDB, TACAN VHF/UHF channels of the mobile service aeronautical, visual range observation system on the runway, and secondary source of electrical energy.

8.6.2 Post-flight information.

The dependencies on which information is received from the air crews, with respect to the state and unknown operating conditions of the air navigation facilities, shall provide the MILAIS with such information. information to distribute as circumstances require.

ANNEX A

Cruise Level Table

Cruise levels to be observed when required by this Regulation are as follows (1):

Defeat (2)

From 000 ° to 179 ° (3)

OIFR Flights

OVFR

Flight Level

Altitude

Flight Level

Altitude

Metres

Feet

Pies

0

-

-

-

-

-

10

300

1,000

-

-

-

30

900

3,000

35

1,050

1,500

5,000

55

1,700

5,500

70

2,150

7,000

75

2,300

7,500

90

2.750

9,000

95

2,900

9,500

110

3,350

11,000

115

3,500

11,500

130

3,950

13,000

135

4,100

13,500

150

4.550

15,000

155

15,000

4,700

15,500

170

5,200

17,000

175

5.350

17,500

190

5,800

19,000

195

19500

19,500

6,400

6.400

21,000

215

6.550

21,500

230

7,000

23,000

235

7.150

23,500

250

7,600

25,000

255

7.750

25,500

270

8,250

27,000

275

8,400

27,500

290

8.850

29,000

300

30,000

30,000

330

10.050

33,000

340

10.350

11,300

37,000

380

11,600

38,000

410

12,500

41,000

420

12,800

42,000

450

13,700

45,000

460

14,000

490

14,950

49,000

500

15,250

50,000

etc.

etc.

etc.

etc.

etc.

Defeat (2)

180 ° to 359 ° (3)

OIFR Flights

100

310

OVFR

Flight Level

Altitude

Flight Level

Altitude

Metres

Feet

meters

Pies

0

-

-

-

-

-

20

600

2,000

-

-

-

40

4,000

4,000

45

1,350

60

60

6,000

65

2,000

2,000

2.450

8,000

8,000

8,000

8,000

85

2,600

10,000

10,000

10500

3,200

10,500

120

3.650

12,000

125

3,800

12,500

140

14,000

145

4,400

4,400

14,500

160

16,000

16,000

165

5.050

16,500

180

5,500

18,000

185

5.650

18,500

200

20,000

20,000

205

6.250

20,500

220

22,000

22,000

22,000

225

6.850

22,500

240

24,000

24,000

245

7.450

24,500

260

26,000

26,000

265

8.100

26,500

280

8.550

28,000

285

8,700

28,500

9.450

31,000

320

9.750

32,000

350

10.650

35,000

360

10.950

36,000

390

11,900

39,000

400

12,200

40,000

430

13,100

43,000

440

13,400

470

14,350

47,000

480

14,650

510

15,550

51,000

520

15,850

etc.

etc.

etc.

etc.

(1) Except where, under regional air navigation agreements, a modified table of cruise levels is prescribed, based on a minimum nominal vertical separation of less than 600 m (2,000 ft) but not more than 300 m (1,000 (ft), to be used, under specified conditions, by aircraft flying above flight level 290 within certain areas of airspace.

(2) Magnetic Defeat.

(3) Except where under regional air navigation agreements it is prescribed that from 090 to 269 and from 270 to 089, it is intended to address the prevailing directions of transit and specify the corresponding procedures of appropriate transition.

ANNEX B

Interceptor aircraft signals

Meaning

Intercepted aircraft response

1

Day. -Move away from a slightly above position to the left of the intercepted aircraft and after receiving Respond to a slow turn, usually to the left, towards the desired direction.
Night. -Same and, in addition, turn on and off the navigation lights at irregular intervals.
Note 1.-The weather or terrain conditions may force the interceptor aircraft to be slightly above and ahead and to the right of the intercepted aircraft, and to make the subsequent turn to the right.

You have been intercepted. Sigame.

Aircraft:
Day. -Praise and follow the interceptor aircraft.
Night. -Same and, in addition, turn on and off the navigation lights at irregular intervals.
Helicopters:
Day or night. -Balancing the aircraft, turning the navigation lights on and off at irregular intervals, and following the interceptor aircraft.

Understanding. -I will comply.

Note 2. -If the intercepted aircraft cannot maintain the speed of the interceptor aircraft, the interceptor aircraft is expected to perform a series of standby circuits in racecourses and praise each time you pass to the intercepted aircraft.

2

Day or night. -abruptly move away from the ' intercepted aircraft, making an upward turn of 90 ° or more, without crossing the flight line of the intercepted aircraft.

Prosiga.

Aircraft:
Day or night. -Praise.
Helicopters:
Day or night. -Balancing the aero-
ship.

Understanding. -I will fulfill it.

3

Day. -Fly in circuit around the aerodrome, deploy the landing gear and fly over the runway at the landing direction or, if the intercepted aircraft is a helicopter, fly over the helicopter landing zone.
Night. -Same and, in addition, keep landing headlights continuously on.

Aterrice at this aerodrome

Aircraft:
Day. -Deploy the landing gear, follow the interceptor aircraft and, if after overflying the runway, it is considered that it can be landed safely, proceed to the landing.
Night. -Same and, in addition, carry continuously on the landing headlamps (if you own them).
Helicopters:
Day or night. -Follow the interceptor aircraft and proceed to the landing, continuously driving the landing headlights (if you own them).

Understanding. -I will comply.

TOKENS TO BE USED IN CASE OF INTERCEPTION

Signals initiated by the intercepted aircraft interceptor and response aircraft

Interceptor aircraft signals

Meaning

Intercepted aircraft response

4

Aircraft:
Day. -Refolding the landing gear as it passes over the runway to a height of more than 300 meters (1,000 feet), but not exceeding 600 meters (2,000 feet) above the aerodrome level and continuing to fly around the Aerodrome.

The aerodrome you have designated is inadequate.

Day or night. -If the intercepted aircraft is desired to follow the interceptor aircraft until an alternate aerodrome, the interceptor aircraft replaces the landing gear and uses the signals Series 1, prescribed for entercepting aircraft.

Understanding. -Sigame

-Encender and turn off the landing headlights passing on the track at a height of more than 300 meters (1,000 feet), but not exceeding 600 meters (2,000 feet) above the aerodrome level, and continue flying in circuit around the aerodrome. If you are not in a position to use the landing headlights, do with any other available lights.

If you want to release the Intercepted aircraft, the interceptor aircraft will use the series 2 tokens, prescribed for the interceptor aircraft.

Understanding. -Prosiga

5

Aircraft:
Day or night. -Encender and repeatedly turn off all available lights at regular intervals, but to distinguish from the flashing lights.

Impossible to comply.

Day or night. -Use the series 2 tokens, prescribed for interceptor aircraft.

Understanding.

6

Aircraft:
Day and night. -Encender and turn off all available lights at irregular intervals.
Helicopters:
Day or night. -Encender and turn off all available lights at irregular intervals.

In danger.

Day or night. -Use the signals in series 2, prescribed for interceptor aircraft.

Understanding.

ANNEX C

Instructions for completing the flight plan form

Generalities.

Accurately match the prescribed formats and how to indicate the data.

Begin Inserting the data into the first space. When there is excess space, leave it blank.

Always insert the hours with four digits, UTC.

Insert the expected durations with four digits (hours and minutes).

Shaded space preceding box 3. For the exclusive use of ATS and COM services, unless the responsibility for originating the flight plan messages has been delegated.

Note: The term "aerodrome" in flight plans also includes sites other than those defined as aerodromes, but may be used by some types of aircraft, e.g. helicopters or balloons.

Instructions for inserting ATS data.

Complete Boxes 7 to 18, as follows.

Also complete box 19, as follows.

Note: The numbers in the form boxes are not consecutive, as they correspond to the numbers in the ATS message type sections.

Box 7: aircraft identification (maximum seven characters).

On domestic flights insert the tactical radiotelephone call sign employing the unit (e.g., Buho, Dollar, Dogo, etc), with a maximum of five characters followed by two figures. Existing specific instructions for such flights will be followed on flights to or abroad.

Box 8: flight rules and flight type (one or two characters).

Flight Rules.

Insert one of the following letters to indicate the class of flight rules that the pilot proposes to observe:

I: if they are OIFR (IFR).

V: if they are OVFR (VFR).

Y: if they are OIFR (IFR) first.

Z: if they are OVFR (VFR) first.

Type of flight.

Insert one of the following letters to indicate the type of flight:

M: if military, using CAG.

X: if military, using CAO or mixed.

Box 9: number and type of arenave and category of turbulent wake.

Number of aircraft (one or two characters).

Insert the number of aircraft, if it is more than one.

Aircraft type (two or four characters).

Insert the appropriate designator, as specified in the ICAO Doc. 8643-Aircraft Type Designations-, or the Spanish military designator in force if it is a Spanish military aircraft in domestic flight.

Insert ZZZZ and indicate in box 18 the number (s) and type (s) of aircraft, preceded by TYP/, if the designator has not been assigned, or if it is a training flight comprising more than one type.

Turbulent wake category (one character).

Insert an oblique bar, followed by one of the following letters, to indicate the turbulent wake category of the aircraft:

H: heavy, to indicate a maximum certificated take-off mass aircraft type of 136,000 kg or more.

M: mean, to indicate a maximum certificated take-off mass aircraft type of less than 136,000 kg, but more than 7,000 kg.

L: Light, to indicate a maximum certified take-off mass aircraft type of 7,000 Kg or less.

Box 10: Equipment.

Radio communications equipment, navigation aids and approach.

Insert a letter, as follows:

N: If no COM equipment or equipment for navigation and approach aids is carried, for the route considered, or if the equipment does not work, or

S: if standardized COM equipment and aids for navigation and approximation are carried out for the route considered and if such equipment works, and/or (1).

Insert one or more of the following letters to indicate the COM equipment and aids for navigation and approach, available and working:

A: LORAN A.

B (unassigned).

C: LORAN C.

D: DME.

E: Decca.

F: ADF.

G (unassigned).

H: HF RTF.

I: inertial navigation.

J (unassigned).

K (unassigned).

L: ILS.

M: Omega.

OR: VOR.

P: DOPLER.

Q (unassigned).

R: RNAV route team.

T: TACAN.

U: UFH RTF.

V: VHF RTF.

W, X, Y: when prescribed by ATS.

Z: other equipment installed on board (2).

SSR Equipment.

Insert one of the following characters, to indicate the type of SSR equipment, in operation, installed on board:

N: NIL.

A: Responder-Mode A (4 digits-4,096 codes).

C: Responder-Mode A (4 digits-4,096 codes) and mode C.

X: Responder-Mode S without aircraft identification or pressure altitude transmission.

P: Responder-Mode S, including pressure altitude transmission but no aircraft identification transmission.

I: Responder-Mode S, including aircraft identification transmission but no pressure altitude transmission.

S: Responder-Mode S, including pressure altitude transmission and aircraft identification transmission.

Box 13: Output aerodrome and time.

Insert the four-letter ICAO place indicator at the departure aerodrome, or if no place indicator has been assigned;

Insert ZZZZ, and indicate in box 18, the name of the aerodrome, preceded by DEP/, or if the flight plan has been received from an aircraft in flight;

(1) VHF RTF, ADF, VOR and ILS equipment are considered to be standardised, unless any other combination is prescribed by the competent ATS authority.

(2) For CAO and/or mixed flights the UHF RTF and TACAN equipment shall also be considered to be standardised.

(3) If the letter Z is used, please specify in box 18 any other type of equipment installed on board, preceded by COM/and/or NAV/, as appropriate.

Insert AFIL, and indicate in box 18, the four-letter ICAO location indicator of the ATS unit from which data from the supplementary flight plan can be obtained, preceded by DEP/;

Then, without any space.

Insert for a flight plan presented before departure, the scheduled time of out-calls, or for a flight plan received from an aircraft in flight, the expected or current time of passage on the first point of the route to which the flight plan flight plan is concerned.

Box 15: route.

Insert the first cruise speed as in (a) and the first cruise level as in (b), with no space between them.

Then, following the arrow, insert the route description, as in (c) or (d).

(a) Cruise speed (maximum five characters).

Insert "true speed", for the first part or all of the cruise flight, depending on:

"Kilometers per hour", using the letter K followed by four digits (example: K0830); or

"Nuts", using the letter N followed by four digits (example: N0486); or

"Mach number", when the competent ATS authority has prescribed it, rounding to the nearest hundredths of Mach unit, by means of the letter M followed by three digits (example M082).

(b) Cruise level (maximum five characters).

Insert the projected cruise level for the first part or for the entire route to be flown, by:

"Flight level", expressed by an F followed by three digits (example: F085, F330); or

Standard metric level in tens of metres, expressed by an S followed by four digits (example: S1130); when indicated by the competent ATS authorities; or

"Altitude in hundreds of feet", expressed by a three-digit A followed (example: A045; A100); or

"Altitude in tens of meters", expressed by an M followed by four figures (example: M0840).

(c) Route for CAO flights.

Insert if the aerodrome or outbound air base is located on a CAO route, or connected to it by an exit procedure, the first point designator or the route navigation help followed by the CAOP key with space, or

If the aerodrome or outbound air base is not on a CAO route, or connected to it, the DCT key, followed by the meeting point with the route, followed by the CAOP key with space; or

If you fly out of the CAO route, the points normally separated by no more than 30 minutes of flight or 370 Kms (200 NM), including each point where you plan to change speed or level, change defeat, or changing flight rules.

Note: In the case of normalized output only the transition fix that connects to the CAO path will need to be specified.

The way to insert the CAO routes, points, hours, as well as to describe the route will be the same as the one set for the ICAO flight plan.

(d) Route for mixed flights.

Insert the chronological description of the phases of the CAG or CAO route depending on the flight alternation.

Insert the circulation type change point followed by the separator bar/, the time, and finally the CAGE or CAOP keyword depending on whether the change is from CAO to CAG or from CAG to CAO (example: ABT/H1200 CAOP).

Then, insert the DCT key to join the circulation type change point with the first point of the next route phase, provided there is no route that one.

Box 16: Destination aerodrome and planned total duration, alternate aerodrome.

Destination aerodrome and total duration (eight characters) (1).

Insert the four-letter ICAO place indicator from the destination aerodrome, followed, without a space, of the expected total duration, or if no place indicator has been assigned.

Insert ZZZZ followed, without a space, of the expected total duration and indicate in box 18 the name of the aerodrome, preceded by DEST/.

Box 18: Other data.

Insert 0 (zero) if there is no other data, or any other information required, preferably in the order indicated below, by the appropriate indicator followed by an oblique bar and the information you have consignment:

EET: Significant point (s) or limits of the FIR and total duration foreseen up to those points, or FIR limits designators where prescribed in regional air navigation agreements or by the ATS authority competent (2).

Examples: EET/CAPO745 XYZO830, EET/EINNO204.

RIF: The details concerning the route taken by the new destination aerodrome, followed by the four-letter ICAO location indicator for that aerodrome. The revised route must be an in-flight refresh of the authorization.

Examples: RIF/DTA HEC KLAX, RIF/ESP G94 CLA APPH, RIF/LEMD.

REG: Aircraft registration marks, if different from the identification of the aircraft entered in box 7.

SEL: SELCAL key, if prescribed by the competent ATS authority.

OPR: The name of the operator, if it is not clear from the identification of the aircraft entered in box 7.

STS: Reason for special treatment by ATS (examples: hospital aircraft, a stationary engine; STS/ONE ENG INOP).

TYP: Aircraft type (s), preceded (s), if necessary, of the aircraft number (s), when ZZZZ is inserted in box 9.

PER: Aircraft characteristics data, when prescribed by the competent ATS authority.

COM: Important data relating to communications equipment as required by the competent ATS authority (example: COM/UHF only).

NAV: Important data relating to navigation equipment as required by the competent ATS authority (example: NAV/INS).

Four-letter ICAO from the location of the ATS dependency from which data from the supplemental flight plan can be obtained, when AFIL is inserted in box 13.

DEST: The name of the destination aerodrome, if ZZZZ is inserted in box 16.

ALTN: The name of the alternate aerodrome (s), if ZZZZ is inserted in box 16.

RMK: Any other observation in clear language, when required by the competent ATS authority or when deemed necessary.

Box 19: supplementary information.

Autonomy.

After E/, insert a four-digit group to indicate fuel autonomy in hours and minutes.

(1) In the case of a flight plan received from an aircraft in flight, the expected total duration is counted from the first point of the route to which the flight plan applies.

(2) It is not mandatory to insert the intended total duration up to the limits of the FIR Madrid and Barcelona.

People on board.

After P/, insert the total number of persons (passengers and crew) on board, when required by the competent ATS authority.

Insert TBN (to be reported) if the total number of people at the time of the flight plan is not known.

Emergency and survival equipment.

R (Radio).

Strike out or if the 243.0 MHz UHF frequency is not available.

Strike v if the 121.5 MHz VHF frequency is not available.

Strike out and if emergency radiobauses are not available for aircraft location (ELBA).

S (Survival Team).

Strike all indicators if no survival equipment is carried on board.

Strike out p if you don't take polar survival gear on board.

Strike out if no survival equipment is on board for the desert.

Strike out m if marine survival equipment is not carried on board.

Strike out if you don't take survival equipment for the jungle on board.

J (Chalecos).

Strike all indicators if no life jackets are on board.

Strike out if the life jackets are not fitted with lights.

Strike out if the life jackets are not equipped with fluorescein.

Strike out U or V or both, as noted in R, to indicate the radio communication means to wear the vests.

D (Tyres).

(Number). Strike out the D and C indicators if no pneumatic boats are carried on board; and

(Capacity). Insert the total capacity, number of persons, of all the pneumatic boats carried on board; and

(Cover). Strike out the C indicator if the pneumatic boats are not covered; and

(Color). Insert the colour of the pneumatic boats if they are carried on board.

A (Color and brand of the aircraft).

Insert the color of the aircraft and important marks.

N (Observations).

Strike the N indicator if no observations exist, or

Please indicate any other survival equipment on board and any other observations relating to such equipment.

G (Pilot).

Insert the name of the aircraft commander/head of training.

ANNEX D

NATO regulations related to military air traffic that complement the provisions of this Regulation

Stanag's from the F group (Flight Safety).

(Flight security).

Stanag 3379. In-Flight visual signals.

Signs to use by pilots to drive to an emergency aircraft, when a communications failure makes it impossible to communicate the nature of the problem and the urgency of the situation.

Stanag 3117. Aircraft marshallimg signals.

Signs to use by the signers.

Stanag's of the ATS group (Air traffic services).

(Air Traffic Services).

Stanag 3817. Standard R/T phraseology to be used for aircaft.

Standard Fraseology to be used by aircraft.

Stanag 3758. Signals used by air traffic service units for control of pedestrian and vehicular traffic in the Manoeeuvering area of airfields.

Standard Signals to be used by air traffic services to control the movement of pedestrians and vehicles in the maneuver area.

Stanag 3642. Approches sur frequency unique.

The application of this stanag seeks that whenever possible, the frequency changes of the single-seater aircraft during the approach are avoided.

Stanag 3297. Flame-out procedures.

Standarization of the stopped motor maneuver.

Note: Stanag referred to EMACON for ratification.

Stanag 3052. Aeronautical briefing facilities.

Basic principles and criteria for the organization of the Flight Preparation Offices.