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SERA - Annexes


SECTION 8 Air traffic control service

SERA.8001 Application - Regulation (EU) No 923/2012

Air traffic control service shall be provided:

  1. to all IFR flights in airspace Classes A, B, C, D and E;
  2. to all VFR flights in airspace Classes B, C and D;
  3. to all special VFR flights;
  4. o all aerodrome traffic at controlled aerodromes.

FRA.8001 Mise en œuvre

Dispositions supplémentaire

Note. - Le service rendu aux vols VFR de nuit est identique à celui fourni aux vols VFR de jour.

FRA.8002 Organisation pour la mise en oeuvre du service du contrôle de la circulation aérienne

Dispositions supplémentaire

Les différentes fonctions du service du contrôle de la circulation aérienne décrites en SERA.7001 sont assurées par les différents organismes de la manière suivante :

  1. Contrôle régional :
    1. par un centre de contrôle régional ; ou
    2. par l’organisme assurant le service du contrôle d’approche dans une zone de contrôle, ou dans une région de contrôle d’étendue limitée, qui est surtout destinée à assurer le service du contrôle d’approche et où il n’a pas été créé de centre de contrôle régional
  2. Contrôle d’approche :
    1. par une tour de contrôle d’aérodrome ou un centre de contrôle régional, lorsqu’il est nécessaire ou souhaitable de grouper sous la responsabilité d’un seul organisme les fonctions du service du contrôle d’approche et celles du service du contrôle d’aérodrome ou du service du contrôle régional
    2. par un organisme de contrôle d’approche, lorsqu’il est nécessaire ou souhaitable d’établir un organisme séparé.
  3. Contrôle d’aérodrome : par une tour de contrôle d’aérodrome.

Note. — La tâche qui consiste à assurer des services spécifiés sur l’aire de trafic, par exemple un service de gestion d’aire de trafic, peut être confiée à une tour de contrôle d’aérodrome ou à un organisme distinct.

SERA.8005 Operation of air traffic control service - Regulation (EU) 2020/469

  1. In order to provide air traffic control service, an air traffic control unit shall
    1. be provided with information on the intended movement of each aircraft, or variations therefrom, and with current information on the actual progress of each aircraft;
    2. determine from the information received, the relative positions of known aircraft to each other;
    3. issue one or more of the following: clearances, instructions or information for the purpose of preventing collision between aircraft under its control and of expediting and maintaining an orderly flow of traffic;
    4. coordinate clearances as necessary with other units:
      1. whenever an aircraft might otherwise conflict with traffic operated under the control of such other units;
      2. before transferring control of an aircraft to such other units.
  2. Clearances issued by air traffic control units shall provide separation:
    1. between all flights in airspace Classes A and B;
    2. between IFR flights in airspace Classes C, D and E;
    3. between IFR flights and VFR flights in airspace Class C;
    4. between IFR flights and special VFR flights;
    5. between special VFR flights unless otherwise prescribed by the competent authority;
      except that, when requested by the pilot of an aircraft and agreed by the pilot of the other aircraft and if so prescribed by the competent authority for the cases listed under b) above in airspace Classes D and E, a flight may be cleared subject to maintaining own separation in respect of a specific portion of the flight below 3 050 m (10 000 ft) during climb or descent, during day in visual meteorological conditions.
  3. Except for cases of operations on parallel or near-parallel runways as in point ATS.TR.255 of Annex IV to Commission Implementing Regulation (EU) 2017/37310, or when a reduction in separation minima in the vicinity of aerodromes can be applied, separation by an ATC unit shall be obtained by at least one of the following:
    1. vertical separation, obtained by assigning different levels selected from the table of cruising levels in Appendix 3, except that the correlation of levels to track as prescribed therein shall not apply whenever otherwise indicated in appropriate aeronautical information publications or ATC clearances. The vertical separation minimum shall be a nominal 300 m (1 000 ft) up to and including FL 410 and a nominal 600 m (2 000 ft) above that level. Geometric height information shall not be used to establish vertical separation;
    2. horizontal separation, obtained by providing:
      1. longitudinal separation, by maintaining an interval between aircraft operating along the same, converging or reciprocal tracks, expressed in time or distance; or
      2. lateral separation, by maintaining aircraft on different routes or in different geographical areas.

GM1 SERA.8005(a)(3) Operation of air traffic control service - ED Decision 2020/007/R

CLEARANCE FOR IMMEDIATE TAKE-OFF

In the interest of expediting traffic, a clearance for immediate take-off may be issued to an aircraft before it enters the runway. On acceptance of such clearance, the aircraft should taxi out to the runway and take off in one continuous movement.

GM1 SERA.8005(b) Operation of air traffic control service - ED Decision 2013/013/R

CLEARANCES TO MAINTAIN OWN SEPARATION

Clearances for a pilot to maintain own separation in respect of a specific portion of the flight in airspace Classes D and E below 3 050 m (10 000 ft) during climb or descent, during day in visual meteorological conditions are based on the fact that in those airspace classes a speed restriction of 250 kt is applied to all flights, allowing pilots of both aircraft to observe other flights in time to avoid collision

GM2 SERA.8005(b) Operation of air traffic control service - ED Decision 2020/007/R

CLEARANCES TO FLY MAINTAINING OWN SEPARATION WHILE IN VISUAL METEOROLOGICAL CONDITIONS

  1. If there is a possibility that flight under visual meteorological conditions may become impracticable, an IFR flight should be provided with alternative instructions to be complied with in the event that flight in visual meteorological conditions cannot be maintained for the term of the clearance.
  2. The pilot of an IFR flight, on observing that conditions are deteriorating and considering that operation in visual meteorological conditions will become impossible, should inform air traffic control units before entering instrument meteorological conditions and should proceed in accordance with the alternative instructions given.

GM3 SERA.8005(b) Operation of air traffic control service - ED Decision 2020/007/R

CLEARANCES TO FLY MAINTAINING OWN SEPARATION WHILE IN VISUAL METEOROLOGICAL CONDITIONS

  1. The provision of vertical or horizontal separation by an air traffic control unit is not applicable in respect of any specified portion of a flight cleared subject to maintaining own separation and remaining in visual meteorological conditions. It is for the aircraft so cleared to ensure, for the duration of the clearance, that it is not operated in such proximity to other flights as to create a collision hazard.
  2. It is axiomatic that a VFR flight must remain in visual meteorological conditions at all times. Accordingly, the issuance of a clearance to a VFR flight to fly subject to maintaining own separation and remaining in visual meteorological conditions has no other object than to signify that, for the duration of the clearance, separation from other aircraft by air traffic control units is not provided.
  3. The objectives of the air traffic control service as prescribed in ATS.TR.100 of Regulation (EU) 2017/373 do not include prevention of collision with terrain. Pilots are responsible for ensuring that any clearances issued by air traffic control units are safe in this respect. When vectoring or assigning a direct routing not included in the flight plan, which takes an IFR flight off published ATS route or instrument procedure, the procedures in ATS.TR.235(a)(5) of Regulation (EU) 2017/373 apply.

AMC1 SERA.8005(c) Operation of air traffic control service - ED Decision 2020/007/R

VISUAL APPROACH

  1. Subject to the conditions described in point (b), clearance for an IFR flight to execute a visual approach may be requested by a flight crew or initiated by the air traffic controller. In the latter case, the concurrence of the flight crew should be required.
  2. An IFR flight should only be cleared to execute a visual approach, provided the pilot can maintain visual reference to the terrain and:
    1. the reported ceiling is at or above the level of the beginning of the initial approach segment for the aircraft so cleared; or
    2. the pilot reports at the level of the beginning of the initial approach segment or at any time during the instrument approach procedure that the meteorological conditions are such that with reasonable assurance a visual approach and landing can be completed.
  3. Except between aircraft performing successive visual approaches as described in point (d), separation should be provided between an aircraft cleared to execute a visual approach and other arriving and departing aircraft.
  4. For successive visual approaches, separation should be maintained by the air traffic controller until the pilot of a succeeding aircraft reports having the preceding aircraft in sight. The aircraft should then be instructed to follow and maintain own separation from the preceding aircraft.
  5. In case of aircraft performing successive visual approaches and instructed to maintain own separation as in point (d), and the distance between such aircraft is less than the appropriate wake turbulence minimum, the air traffic controller should issue a caution of possible wake turbulence.

GM1 to AMC1 SERA.8005(c) Operation of air traffic control service - ED Decision 2020/007/R

VISUAL APPROACH

The pilot-in-command of the aircraft concerned is responsible for ensuring that the spacing from a preceding aircraft of a heavier wake turbulence category is acceptable. If it is determined that additional spacing is required, the flight crew should inform the ATC unit accordingly, stating their requirements.

GM1 SERA.8005(c)(1) Operation of air traffic control service - ED Decision 2020/007/R

GEOMETRIC HEIGHT INFORMATION

Geometric height information is generated by airborne systems such as GPS or radio altimeters.

FRA.8005 b)

Mise en œuvre

Lorsque le pilote d’un aéronef le demande et que le pilote de l’autre aéronef l’approuve, dans un espace aérien de classe D ou E, un vol peut obtenir l’autorisation de maintenir lui-même la séparation dans une partie spécifique du vol, en dessous de 3 050 mètres (10 000 pieds) pendant la phase de montée ou de descente, de jour et dans des conditions météorologiques de vol à vue.

FRA.8005 b) 5)

Mise en œuvre

Les clairances délivrées par les organismes de contrôle de la circulation aérienne n’assurent pas la séparation entre les vols VFR spéciaux.

FRA.8006 Fonctionnement du service de contrôle de la circulation aérienne : compléments

Disposition supplémentaire

Les renseignements relatifs aux mouvements aériens, ainsi que les autorisations du contrôle de la circulation aérienne accordées pour ces mouvements, sont affichés de manière que le contrôle de la circulation aérienne puisse les analyser aisément, et assurer avec efficacité l’acheminement de la circulation aérienne et une séparation convenable entre les aéronefs.

SERA.8010 Separation minima - Regulation (EU) No 923/2012

  1. The selection of separation minima for application within a given portion of airspace shall be made by the ANSP responsible for the provision of air traffic services and approved by the competent authority concerned.
  2. For traffic that will pass from one into the other of neighbouring airspaces and for routes that are closer to the common boundary of the neighbouring airspaces than the separation minima applicable in the circumstances, the selection of separation minima shall be made in consultation between the ANSPs responsible for the provision of air traffic services in neighbouring airspace.
  3. Details of the selected separation minima and of their areas of application shall be notified:
    1. to the air traffic services units concerned; and
    2. to pilots and aircraft operators through aeronautical information publications, where separation is based on the use by aircraft of specified navigation aids or specified navigation techniques.

GM1 SERA.8010(b) Separation minima - ED Decision 2013/013/R

GENERAL

The purpose of this provision is to ensure, in the first case, compatibility on both sides of the line of transfer of traffic and, in the other case, adequate separation between aircraft operating on both sides of the common boundary.

FRA.8010 Minimums de séparation

Mise en œuvre

Les minimums de séparation applicables dans une partie d’espace aérien déterminée par le prestataire de service de la navigation aérienne chargé d’assurer les services de la circulation aérienne sont agréés par le directeur de la sécurité de l’aviation civile.

SERA.8012 Application of wake turbulence separation - Regulation (EU) 2020/469

  1. Air traffic control units shall apply wake turbulence separation minima to aircraft in the approach and departure phases of flight in any of the following circumstances:
    1. an aircraft is operating directly behind another aircraft at the same altitude or less than 300 m (1 000 ft) below it;
    2. both aircraft are using the same runway or parallel runways separated by less than 760 m (2 500 ft);
    3. an aircraft is crossing behind another aircraft at the same altitude or less than 300 m (1 000 ft) below it.
  2. Paragraph (a) shall not apply to arriving VFR flights and to arriving IFR flights executing visual approach when the aircraft has reported the preceding aircraft in sight and has been instructed to follow and maintain own separation from that aircraft. In those cases, the air traffic control unit shall issue caution for wake turbulence.

SERA.8015 Air traffic control clearances - Regulation (EU) 2020/469

  1. Air traffic control clearances shall be based solely on the following requirements for providing air traffic control service:
    1. Clearances shall be issued solely for expediting and separating air traffic and be based on known traffic conditions which affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the manoeuvring area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the manoeuvring area in use.
    2. ATC units shall issue such ATC clearances as necessary to prevent collisions and to expedite and maintain an orderly flow of air traffic.
    3. ATC clearances shall be issued early enough to ensure that they are transmitted to the aircraft in sufficient time for it to comply with them
  2. Operation subject to clearance
    1. An air traffic control clearance shall be obtained prior to operating a controlled flight, or a portion of a flight as a controlled flight. Such clearance shall be requested through the submission of a flight plan to an air traffic control unit.
    2. The pilot-in-command of an aircraft shall inform ATC if an air traffic control clearance is not satisfactory. In such cases, ATC will issue an amended clearance, if practicable.
    3. Whenever an aircraft has requested a clearance involving priority, a report explaining the necessity for such priority shall be submitted, if requested by the appropriate air traffic control unit.
    4. Potential reclearance in flight. If, prior to departure, it is anticipated that, depending on fuel endurance and subject to reclearance in flight, a decision may be taken to proceed to a revised destination aerodrome, the appropriate air traffic control units shall be so notified by the insertion in the flight plan of information concerning the revised route (where known) and the revised destination.
    5. An aircraft operated on a controlled aerodrome shall not taxi on the manoeuvring area without clearance from the aerodrome control tower and shall comply with any instructions given by that unit.
    6. When vectoring or assigning a direct routing not included in the flight plan, which takes an IFR flight off published ATS route or instrument procedure, an air traffic controller providing ATS surveillance service shall issue clearances such that the prescribed obstacle clearance exists at all times until the aircraft reaches the point where the pilot re-joins the flight plan route or joins a published ATS route or instrument procedure.
  3. Clearances for transonic flight
    1. The air traffic control clearance relating to the transonic acceleration phase of a supersonic flight shall extend at least to the end of that phase.
    2. The air traffic control clearance relating to the deceleration and descent of an aircraft from supersonic cruise to subsonic flight shall seek to provide for uninterrupted descent at least during the transonic phase.
  4. Contents of clearances
    An air traffic control clearance shall indicate:
    1. aircraft identification as shown in the flight plan;
    2. clearance limit;
    3. route of flight, …
      1. the route of flight shall be detailed in each clearance when deemed necessary; and
      2. the phrase ‘cleared via flight planned route’ shall not be used when granting a re-clearance;
    4. level(s) of flight for the entire route or part thereof and changes of levels if required;
    5. any necessary instructions or information on other matters, such as ATFM departure slot if applicable, approach or departure manoeuvres, communications and the time of expiry of the clearance.
  5. Read back of clearances, instructions and safety-related information
    1. The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:
      1. ATC route clearances;
      2. clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on any runway; and
      3. runway-in-use, altimeter settings, SSR codes, newly assigned communication channels, level instructions, heading and speed instructions; and
      4. transition levels, whether issued by the controller or contained in ATIS broadcasts.
    2. Other clearances or instructions, including conditional clearances and taxi instructions, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.
    3. The controller shall listen to the read-back to ascertain that the clearance or instruction has been correctly acknowledged by the flight crew and shall take immediate action to correct any discrepancies revealed by the read-back.
    4. Voice read-back of CPDLC messages shall not be required, unless otherwise specified by the ANSP.
  1. Changes in clearance regarding route or level
    1. When issuing a clearance covering a requested change in route or level, the exact nature of the change shall be included in the clearance
    2. When traffic conditions will not permit clearance of a requested change, the word ‘UNABLE’ shall be used. When warranted by circumstances, an alternative route or level shall be offered.
  2. Clearance related to altimetry
    1. For flights in areas where a transition altitude is established, the vertical position of the aircraft shall, except as provided for in (5) below, be expressed in terms of altitudes at or below the transition altitude and in terms of flight levels at or above the transition level. While passing through the transition layer, the vertical position shall be expressed in terms of flight levels when climbing and in terms of altitudes when descending.
    2. The flight crew shall be provided with the transition level in due time prior to reaching it during descent.
    3. Except when it is known that the aircraft has already received the information in a directed transmission, an QNH altimeter setting shall be included in:
      1. the descent clearance, when first cleared to an altitude below the transition level;
      2. the approach clearance or the clearance to enter the traffic circuit;
      3. the taxi clearance for departing aircraft.
    4. A QFE altimeter setting shall be provided to aircraft on request or on a regular basis in accordance with local arrangements.
    5. When an aircraft has been given clearance to land or where an aircraft has been informed that the runway is available for landing at AFIS aerodromes and that aircraft is completing its approach using atmospheric pressure at aerodrome elevation (QFE), the vertical position of that aircraft shall be expressed in terms of height above aerodrome elevation during that portion of its flight for which QFE may be used, except that it shall be expressed in terms of height above runway threshold elevation:
      1. for instrument runways if the threshold is 2 m (7 ft) or more below the aerodrome elevation; and
      2. for precision approach runways.
  3. Conditional clearances
    Conditional phrases, such as ‘behind landing aircraft’ or ‘after departing aircraft’, shall not be used for movements affecting the active runway(s), except when the aircraft or vehicles concerned are seen by the appropriate controller and pilot. The aircraft or vehicle causing the condition in the clearance issued shall be the first aircraft/vehicle to pass in front of the other aircraft concerned. In all cases, a conditional clearance shall be given in the following order and consist of:
    1. the call sign;
    2. the condition;
    3. the clearance; and
    4. a brief reiteration of the condition.
  1. Coordination of clearances
    1. An air traffic control clearance shall be coordinated between air traffic control units to cover the entire route of an aircraft or a specified portion thereof as described in provisions (2) to (6).
    2. An aircraft shall be cleared for the entire route to the aerodrome of first intended landing
      1. when it has been possible, prior to departure, to coordinate the clearance between all the units under whose control the aircraft will come; or
      2. when there is reasonable assurance that prior coordination will be effected between those units under whose control the aircraft will subsequently come.
    3. When coordination as in (2) has not been achieved or is not anticipated, the aircraft shall be cleared only to that point where coordination is reasonably assured; prior to reaching such point, or at such point, the aircraft shall receive further clearance, holding instructions being issued as appropriate.
    4. When prescribed by the ATS unit, aircraft shall contact a downstream air traffic control unit, for the purpose of receiving a downstream clearance prior to the transfer of control point.
      1. Aircraft shall maintain the necessary two-way communication with the current air traffic control unit whilst obtaining a downstream clearance.
      2. A clearance issued as a downstream clearance shall be clearly identifiable as such to the pilot.
      3. Unless coordinated, downstream clearances shall not affect the aircraft’s original flight profile in any airspace, other than that of the air traffic control unit responsible for the delivery of the downstream clearance.
    5. When an aircraft intends to depart from an aerodrome within a control area to enter another control area within a period of thirty minutes, or such other specific period of time as has been agreed between the area control centres concerned, coordination with the subsequent area control centre shall be effected prior to issuance of the departure clearance.
    6. When an aircraft intends to leave a control area for flight outside controlled airspace, and will subsequently re-enter the same or another control area, a clearance from the point of departure to the aerodrome of first intended landing may be issued. Such clearance or revisions thereto shall apply only to those portions of the flight conducted within controlled airspace.

GM1 SERA.8015(a) Air traffic control clearances - ED Decision 2013/013/R

Clearances to VFR flights in airspace classes C and D do not imply any form of separation:

  1. in Class C — between VFR flights; and
  2. in Class D — between IFR and VFR flights or between VFR flights.

For the case of special VFR flights, refer to SERA.8005(b).

GM1 SERA.8015(b)(4) Air traffic control clearances - ED Decision 2013/013/R

OPERATION SUBJECT TO CLEARANCE — POTENTIAL RECLEARANCE IN FLIGHT

The intent of the provision relating to potential reclearance is to facilitate reclearance to a revised destination, normally beyond the filed destination aerodrome.

GM1 SERA.8015(d)(5) Air traffic control clearances - ED Decision 2013/013/R

CONTENT OF THE CLEARANCES — TIME OF EXPIRY

The time of expiry of the clearance indicates the time after which the clearance will be automatically cancelled if the flight has not been commenced.

GM1 SERA.8015(e)(1) ATC clearances - ED Decision 2020/007/R

CHANGE IN CLEARANCE REGARDING THE ROUTE

The nature of the change should include a description of the route and levels to the point where it joins the previously cleared route, or, if the aircraft will not rejoin the previous route, to the destination.

GM1 SERA.8015(e)(4) Air traffic control clearances - ED Decision 2013/013/R

READ-BACK OF CPDLC MESSAGES

When so indicated by local safety assessments, ANSP may require that the receipt of some of the CPDLC message types (in particular those addressing trajectory changes) be acknowledged by voice.

GM1 SERA.8015(f)(2) Air traffic control clearances - ED Decision 2016/023/R

PROVISIONS FOR CLEARANCES AND INSTRUCTIONS — ALTIMETRY

The provision of transition level may be accomplished by voice communications, ATIS broadcast or data link.

GM1 SERA.8015(f)(4) Air traffic control clearances - ED Decision 2013/013/R

COORDINATION OF CLEARANCES — DOWNSTREAM CLEARANCE

  1. In such cases it is assumed that contact of a downstream ATC unit is initiated by the pilot. Therefore, the rules require that the aircraft maintain the necessary two-way communication with the current ATC unit.
  2. In cases where an aircraft cannot maintain two-way communication whilst obtaining a downstream clearance, the pilot needs to seek the acceptance to leave momentarily the communication channel of the current ATC unit prior to contacting a downstream ATC unit.

GM1 SERA.8015(g) Air traffic control clearances - ED Decision 2016/023/R

CONDITIONAL CLEARANCES

An example of a conditional clearance is ‘SCANDINAVIAN 941, BEHIND DC9 ON SHORT FINAL, LINE UP BEHIND’. This implies the need for the aircraft receiving the conditional clearance to identify the aircraft or vehicle causing the conditional clearance.

FRA. 8015 a) 1)

Dispositions supplémentaires

Lorsqu'au départ, un aéronef signale ne pas pouvoir respecter une pente ATS, l'organisme du contrôle de la circulation aérienne prend les mesures nécessaires pour assurer la séparation entre les aéronefs concernés ou entre l'aéronef et la portion d'espace aérien concernée.

FRA.8015 b) 1)

Disposition supplémentaire

Un plan de vol peut ne s’appliquer qu’à une partie d’un vol pour décrire la partie du vol ou les évolutions qui sont soumises au contrôle de la circulation aérienne. Une autorisation peut ne s’appliquer qu’à une partie d’un plan de vol en vigueur, désignée par une limite d’autorisation ou par la mention de manoeuvres déterminées, telles que circulation au sol, atterrissage ou décollage.

FRA.8015 d) 4)

Mise en œuvre

Si l’autorisation quant aux niveaux porte seulement sur une partie de la route, l’organisme de contrôle de la circulation aérienne spécifie le point jusqu’où la partie de l’autorisation relative aux niveaux est applicable, lorsque ce renseignement est nécessaire pour s’assurer que les dispositions de SERA.8035 b) sont respectées.

FRA.8015 f) 4) iv)

Disposition supplémentaire

Lorsque c'est possible et que l'on utilise les communications par liaison de données pour faciliter la délivrance des autorisations en aval, des communications vocales bilatérales sont disponibles entre le pilote et l'organisme du contrôle de la circulation aérienne qui délivre l'autorisation en aval.

SERA.8020 Adherence to flight plan - Regulation (EU) 2016/1185

Consulter le Site de l'EASA ( Easy Access )

SERA.8025 Comptes rendus de position - Regulation (EU) 2016/1185

Consulter le Site de l'EASA ( Easy Access )

SERA.8030 Termination of control - Regulation (EU) 923/2012

A controlled flight shall, except when landing at a controlled aerodrome, advise the appropriate ATC unit as soon as it ceases to be subject to air traffic control service.

SERA.8035 Communications - Regulation (EU) 2016/1185

  1. An aircraft operated as a controlled flight shall maintain continuous air-ground voice communication watch on the appropriate communication channel of, and establish two-way communication as necessary with, the appropriate air traffic control unit, except as may be prescribed by the relevant ANSP in respect of aircraft forming part of aerodrome traffic at a controlled aerodrome.
    1. The requirement for an aircraft to maintain an air-ground voice communication watch shall remain in effect when CPDLC has been established.
  2. The Member States shall comply with the appropriate provisions on communication failures as have been adopted under the Chicago Convention. The Commission shall take the necessary measures for the transposition of those provisions into Union law so as to establish common European procedures on communication failures by 31 December 2017 at the latest.

GM1 SERA.8035(a) Communications - ED Decision 2013/013/R

GENERAL

  1. In a HF environment, SELCAL or similar automatic signalling devices satisfy the requirement to maintain an air-ground voice communication watch.
  2. An aircraft may be permitted to communicate temporarily with a control unit other than the unit controlling the aircraft.

AMC1 SERA.8035 Communications - ED Decision 2016/023/R

ESTABLISHMENT OF PILOT–CONTROLLER COMMUNICATIONS

Direct pilot–controller communications should be established prior to the provision of ATS surveillance services unless special circumstances, such as emergencies, dictate otherwise.

AMC2 SERA.8035 Communications - ED Decision 2016/023/R

ACKNOWLEDGEMENT OF MESSAGES

  1. When a CPDLC emergency message is received, the controller shall acknowledge receipt of the message by the most efficient means available.
  2. Except as provided by (a), when a controller or pilot communicates via CPDLC, the response should be via CPDLC. When a controller or pilot communicates via voice, the response should be via voice.

FRA.8035 b) Interruption des communications

Mise en œuvre

Lorsqu’une interruption des communications l’empêche de se conformer aux dispositions de SERA.8035 (a), l’aéronef se conforme aux procédures à utiliser en cas d’interruption des communications vocales de l’Annexe 10, Volume II, et à celles des procédures suivantes qui sont applicables. L’aéronef cherche à établir les communications avec l’organisme compétent du contrôle de la circulation aérienne par tous les autres moyens disponibles.

En outre, l’aéronef, lorsqu’il fait partie de la circulation d’aérodrome d’un aérodrome contrôlé, assure une surveillance en vue de recevoir les instructions qui pourraient lui être adressées par signaux visuels.

  1. Dans les conditions météorologiques de vol à vue, l’aéronef :
    1. affiche le code transpondeur 7600 s’il est équipé d’un transpondeur, poursuit son vol dans les conditions météorologiques de vol à vue, atterrit à l’aérodrome approprié le plus proche et signale son arrivée par les moyens les plus rapides à l’organisme compétent des services de la circulation aérienne
    2. si cela est jugé souhaitable, termine le vol en IFR conformément aux dispositions de FRA.8035 2).
  2. Dans les conditions météorologiques de vol aux instruments, ou lorsque le pilote d’un aéronef en vol IFR juge qu’il n’est pas souhaitable de poursuivre son vol conformément aux dispositions du FRA.8035 1), alinéa i), si l’interruption de communication se produit durant la phase d’arrivée, d’approche aux instruments vers un aérodrome, ou durant la phase de départ d’un aérodrome, le pilote affiche le code transpondeur 7600 et se conforme aux consignes particulières publiées, lorsqu’elles existent. Sinon :
    1. sauf prescription contraire fondée sur un accord régional de navigation aérienne, s’il se trouve dans un espace aérien où le radar n’est pas utilisé dans le contrôle de la circulation aérienne, maintient la dernière vitesse et le dernier niveau assignés, ou l’altitude minimale de vol si elle est plus élevée, pendant une période de 20 minutes suivant le moment où il aurait dû indiquer sa position à la verticale d’un point de compte rendu obligatoire, et par la suite modifie son niveau et sa vitesse conformément au plan de vol déposé
    2. s’il se trouve dans un espace aérien où le radar est utilisé dans le contrôle de la circulation aérienne, l’aéronef affiche le code transpondeur 7600, maintient la dernière vitesse et le dernier niveau assignés, ou l’altitude minimale de vol si elle est plus élevée, pendant une période de 7 minutes à partir du plus tardif des trois moments suivants :
      1. le moment où il a atteint le dernier niveau assigné ou l’altitude minimale de vol ; ou
      2. le moment où le transpondeur a été réglé sur le code 7600 ; ou
      3. le moment où il aurait dû indiquer sa position à la verticale d’un point de compte rendu obligatoire ; et par la suite, modifie son niveau et sa vitesse conformément au plan de vol déposé
    3. s’il est guidé au radar ou s’il a reçu de l’ATC l’instruction de suivre en navigation de surface (RNAV) une route décalée sans limite spécifiée, rejoint la route indiquée dans le plan de vol en vigueur au plus tard au point significatif suivant, en tenant compte de l’altitude minimale de vol applicable
    4. en suivant la route indiquée dans le plan de vol en vigueur, poursuit son vol jusqu’à l’aide à la navigation ou au repère approprié désigné qui dessert l’aérodrome de destination et, lorsqu’il doit le faire pour se conformer à l’alinéa v) ci-après, attend à la verticale de cette aide ou de ce repère le moment de commencer à descendre
    5. commence à descendre à partir de l’aide à la navigation ou du repère spécifié à l’alinéa iv) à la dernière heure d’approche prévue dont il a reçu communication et accusé réception, ou à un moment aussi proche que possible de celle-ci ; s’il n’a reçu communication et accusé réception d’aucune heure d’approche prévue, il commence à descendre à l’heure d’arrivée prévue déterminée d’après le plan de vol en vigueur, ou à un moment aussi proche que possible de celle-ci.
    6. exécute la procédure d’approche aux instruments normale spécifiée pour l’aide à la navigation ou le repère désigné
    7. atterrit, si possible, dans les 30 minutes suivant l’heure d’arrivée prévue spécifiée à l’alinéa v) ou la dernière heure d’approche prévue dont l’aéronef a accusé réception si cette dernière est postérieure à l’heure d’arrivée prévue.

Note 1.— Le service du contrôle de la circulation aérienne assuré aux autres aéronefs volant dans l’espace aérien en question sera fondé sur le principe qu’un aéronef, en cas d’interruption des communications, observera les règles énoncées en FRA.8035 (2).

Note 2. — Voir aussi SERA.5015 (b).

FRA.8040 Responsabilité du contrôle

Disposition supplémentaire

  1. Responsabilité du contrôle d’un vol donné : à tout moment, un vol contrôlé n’est sous le contrôle que d’un seul organisme du contrôle de la circulation aérienne.
  2. Responsabilité du contrôle dans une portion d’espace aérien : Le contrôle de tous les aéronefs évoluant dans une portion d’espace aérien donnée incombe à un seul organisme du contrôle de la circulation aérienne. Toutefois, le contrôle d’un aéronef ou d’un groupe d’aéronefs peut être délégué à d’autres organismes du contrôle de la circulation aérienne, à condition que soit assurée la coordination entre les organismes du contrôle de la circulation aérienne intéressés

FRA.8041 Transfert de contrôle

Disposition supplémentaire

Lorsqu'en raison de défaillances des liaisons entre deux organismes du contrôle de la circulation aérienne, il est impossible d'effectuer la coordination, il peut être demandé à l'aéronef de retransmettre par radiotéléphonie les éléments nécessaires à cette coordination.

FRA.8042 Gestion des courants de trafic aérien

Disposition supplémentaire

  1. Une gestion des courants de trafic aérien (ATFM) est instituée pour l'espace aérien où la demande de trafic aérien dépasse par moments, ou va dépasser selon les prévisions, la capacité déclarée des services du contrôle de la circulation aérienne intéressés.
    Note. - La capacité des services du contrôle de la circulation aérienne intéressés est normalement déclarée par l'autorité ATS compétente.
  2. L'ATFM est mise en œuvre sur la base d'un accord régional de navigation aérienne ou, s'il y a lieu, par voie d'accords multilatéraux. De tels accords portent sur des procédures et des méthodes communes de détermination de la capacité.
    Note. - Le règlement (CE) n° 255/2010 établit des règles communes relatives à la gestion des courants de trafic aérien.
  3. Lorsqu'un organisme du contrôle de la circulation aérienne s'aperçoit qu'il lui est impossible d'acheminer d'autres aéronefs dans un délai donné en un point donné ou dans une région particulière, en plus de ceux déjà acceptés ou qu'il ne peut les accepter qu'à une certaine cadence, il en informe l'organisme ATFM, lorsqu'il existe, ainsi que, le cas échéant, les organismes ATS intéressés. Les équipages de conduite des aéronefs se dirigeant vers ce point ou vers cette région et les exploitants intéressés sont également avisés des retards prévus ou des restrictions qui sont imposées.
    Note. - Les exploitants intéressés sont normalement avisés, si possible d'avance, des restrictions imposées par l'organisme de gestion des courants de trafic aérien, lorsqu'il existe.