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ANNEX RULES OF THE AIR SECTION 1 Flight over the high seas SERA.1001 General (a) For flight over the high seas, the rules specified in Annex 2 to the Chicago Convention shall apply without exception. For the purposes of continuity and seamless operation of air traffic services in particular within Functional Airspace Blocks, the provisions of Annex 11 to the Chicago Convention may be applied in airspace over high seas in a manner that is consistent with how those provisions are applied over the territory of the member States. This shall be without prejudice to the operations of State Aircraft under Article 3 of the Chicago Convention. This shall also be without prejudice to the responsibilities of Member States to ensure that aircraft operations within the Flight Information Regions within which they are responsible for the provision of air traffic services in accordance with ICAO regional air navigation agreements are undertaken in a safe, expeditious and efficient manner. (b) For those parts of the high seas where a Member State has accepted, pursuant to an ICAO regional air navigation agreement, the responsibility of providing air traffic services, the Member State shall designate the ATS provider for providing those services. SECTION 2 Applicability and compliance SERA.2001 Applicability Without prejudice to SERA.1001 above, this Regulation shall apply in accordance with Article 1 in particular to airspace users and aircraft: (a) operating into, within or out of the Union; (b) bearing the nationality and registration marks of a Member State of the Union, and operating in any airspace to the extent that they do not conflict with the rules published by the State having jurisdiction over the territory overflown.
This Regulation shall also apply to the Competent Authorities of the Member States, Air Navigation Service Providers and the relevant ground personnel engaged in aircraft operations. SERA.2005 Compliance with the rules of the air The operation of an aircraft either in flight, on the movement area of an aerodrome or at an operating site shall be in compliance with the general rules, the applicable local provisions and, in addition, when in flight, either with: (a) the visual flight rules; or (b) the instrument flight rules. SERA.2010 Responsibilities (a) Responsibility of the pilot-in-command The pilot-in-command of an aircraft shall, whether manipulating the controls or not, be responsible for the operation of the aircraft in accordance with this Regulation, except that the pilot-in-command may depart from these rules in circumstances that render such departure absolutely necessary in the interests of safety.
(b) Pre-flight action Before beginning a flight, the pilot-in-command of an aircraft shall become familiar with all available information appropriate to the intended operation. Pre-flight action for flights away from the vicinity of an aerodrome, and for all IFR flights, shall include a careful study of available current weather reports and forecasts, taking into consideration fuel requirements and an alternative course of action if the flight cannot be completed as planned. SERA.2015 Authority of pilot-in-command of an aircraft The pilot-in-command of an aircraft shall have final authority as to the disposition of the aircraft while in command. SERA.2020 Problematic use of psychoactive substances No person whose function is critical to the safety of aviation (safety-sensitive personnel) shall undertake that function while under the influence of any psychoactive substance, by reason of which human performance is impaired.
No such person shall engage in any kind of problematic use of substances. SECTION 3 General rules and collision avoidance CHAPTER 1 Protection of persons and property SERA.3101 Negligent or reckless operation of aircraft An aircraft shall not be operated in a negligent or reckless manner so as to endanger life or property of others. SERA.3105 Minimum heights Except when necessary for take-off or landing, or except by permission from the competent authority, aircraft shall not be flown over the congested areas of cities, towns or settlements or over an open-air assembly of persons, unless at such a height as will permit, in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface. The minimum heights for VFR flights shall be those specified in SERA.5005(f) and minimum levels for IFR flights shall be those specified in SERA.5015(b).
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SERA.3110 Cruising levels The cruising levels at which a flight or a portion of a flight is to be conducted shall be in terms of: (a) flight levels, for flights at or above the lowest usable flight level or, where applicable, above the transition altitude; (b) altitudes, for flights below the lowest usable flight level or, where applicable, at or below the transition altitude. SERA.3115 Dropping or spraying Dropping or spraying from an aircraft in flight shall only be conducted in accordance with: (a) Union legislation or, where applicable, national legislation for aircraft operations regulated by Member States; and (b) as indicated by any relevant information, advice and/or clearance from the appropriate air traffic services unit. SERA.3120 Towing An aircraft or other object shall only be towed by an aircraft in accordance with: (a) Union legislation or, where applicable, national legislation for aircraft operations regulated by Member States; and (b) as indicated by any relevant information, advice and/or clearance from the appropriate air traffic services unit. SERA.3125 Parachute descents Parachute descents, other than emergency descents, shall only be made in accordance with: (a) Union legislation or, where applicable, national legislation for aircraft operations regulated by Member States; and (b) as indicated by any relevant information, advice and/or clearance from the appropriate air traffic services unit.
SERA.3130 Aerobatic flight Aerobatic flights shall only be carried out in accordance with: (a) Union legislation or, where applicable, national legislation for aircraft operations regulated by Member States; and (b) as indicated by any relevant information, advice and/or clearance from the appropriate air traffic services unit. SERA.3135 Formation flights Aircraft shall not be flown in formation except by pre-arrangement among the pilots-in-command of the aircraft taking part in the flight and, for formation flight in controlled airspace, in accordance with the conditions prescribed by the competent authority. Appendix 1 Signals 1. DISTRESS AND URGENCY SIGNALS 1.1. General 1.1.1. Notwithstanding the provisions in 1.2 and 1.3, an aircraft in distress shall use any means at its disposal to attract attention, make known its position and obtain help. The telecommunication transmission procedures for the distress and urgency signals shall be in accordance with Volume II of Annex 10 to the Chicago Convention.
Distress signals 1.2.1. The following signals, used either together or separately, mean that grave and imminent danger threatens, and immediate assistance is requested: (a) a signal made by radiotelegraphy or by any other signalling method consisting of the group SOS (.— — —. In the Morse Code); (b) a radiotelephony distress signal consisting of the spoken word MAYDAY; (c) a distress message sent via data link which transmits the intent of the word MAYDAY; (d) rockets or shells throwing red lights, fired one at a time at short intervals; (e) a parachute flare showing a red light; (f) setting of the transponder to Mode A Code 7700. Urgency signals 1.3.1.
The following signals, used either together or separately, mean that an aircraft wishes to give notice of difficulties which compel it to land without requiring immediate assistance: (a) the repeated switching on and off of the landing lights; or (b) the repeated switching on and off of the navigation lights in such manner as to be distinct from flashing navigation lights. The following signals, used either together or separately, mean that an aircraft has a very urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some person on board or within sight: (a) a signal made by radiotelegraphy or by any other signalling method consisting of the group XXX (—.— —.— —.— in the Morse Code); (b) a radiotelephony urgency signal consisting of the spoken words PAN, PAN; (c) an urgency message sent via data link which transmits the intent of the words PAN, PAN. VISUAL SIGNALS USED TO WARN AN UNAUTHORISED AIRCRAFT FLYING IN OR ABOUT TO ENTER A RESTRICTED, PROHIBITED OR DANGER AREA 2.1. When visual signals are used to warn unauthorised aircraft flying in or about to enter a restricted, prohibited or danger area by day and by night, a series of projectiles discharged from the ground at intervals of 10 seconds, each showing, on bursting, red and green lights or stars shall indicate to an unauthorised aircraft that it is flying in or about to enter a restricted, prohibited or danger area, and that the aircraft is to take such remedial action as may be necessary. SIGNALS FOR AERODROME TRAFFIC 3.1. Light and pyrotechnic signals 3.1.1.
Instructions Table AP 1-1 Light From Aerodrome Control to: Aircraft in flight Aircraft on the ground Directed towards aircraft concerned (see Figure A1-1). Steady green Cleared to land Cleared for take-off Steady red Give way to other aircraft and continue circling Stop Series of green flashes Return for landing Cleared to taxi Series of red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use Series of white flashes Land at this aerodrome and proceed to apron Return to starting point on the aerodrome Red pyrotechnic Notwithstanding any previous instructions, do not land for the time being 3.1.2. Acknowledgement by an aircraft (a) When in flight: (1) during the hours of daylight: — by rocking the aircraft’s wings, except for the base and final legs of the approach; (2) during the hours of darkness: — by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on and off twice its navigation lights.
(b) When on the ground: (1) during the hours of daylight: — by moving the aircraft’s ailerons or rudder; (2) during the hours of darkness: — by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on and off twice its navigation lights. Visual ground signals 3.2.1. Prohibition of landing 3.2.1.1. A horizontal red square panel with yellow diagonals (Figure A1-2) when displayed in a signal area indicates that landings are prohibited and that the prohibition is liable to be prolonged. Need for special precautions while approaching or landing 3.2.2.1. A horizontal red square panel with one yellow diagonal (Figure A1-3) when displayed in a signal area indicates that owing to the bad state of the manoeuvring area, or for any other reason, special precautions must be observed in approaching to land or in landing.
Use of runways and taxiways 3.2.3.1. A horizontal white dumb-bell (Figure A1-4) when displayed in a signal area indicates that aircraft are required to land, take off and taxi on runways and taxiways only. The same horizontal white dumb-bell as in 3.2.3.1 but with a black bar placed perpendicular to the shaft across each circular portion of the dumb-bell (Figure A1-5) when displayed in a signal area indicates that aircraft are required to land and take off on runways only, but other manoeuvres need not be confined to runways and taxiways. Closed runways or taxiways 3.2.4.1. Crosses of a single contrasting colour, yellow or white (Figure A1-6), displayed horizontally on runways and taxiways or parts thereof indicate an area unfit for movement of aircraft. Directions for landing or take-off 3.2.5.1. A horizontal white or orange landing T (Figure A1-7) indicates the direction to be used by aircraft for landing and take-off, which shall be in a direction parallel to the shaft of the T towards the cross arm.
When used at night, the landing T shall be either illuminated or outlined in white lights. A set of two digits (Figure A1-8) displayed vertically at or near the aerodrome control tower indicates to aircraft on the manoeuvring area the direction for take-off, expressed in units of 10 degrees to the nearest 10 degrees of the magnetic compass. Right-hand traffic 3.2.6.1. When displayed in a signal area, or horizontally at the end of the runway or strip in use, a right-hand arrow of conspicuous colour (Figure A1-9) indicates that turns are to be made to the right before landing and after take-off.
Air traffic services reporting office 3.2.7.1. The letter C displayed vertically in black against a yellow background (Figure A1-10) indicates the location of the air traffic services reporting office. Sailplane flights in operation 3.2.8.1.
A double white cross displayed horizontally (Figure A1-11) in the signal area indicates that the aerodrome is being used by sailplanes and that sailplane flights are being performed. MARSHALLING SIGNALS 4.1. From a signalman/marshaller to an aircraft 4.1.1. The signals for use by the signalman/marshaller, with hands illuminated as necessary to facilitate observation by the pilot, and facing the aircraft in a position shall be: (a) for fixed-wing aircraft, on left side of aircraft, where best seen by the pilot; and (b) for helicopters, where the signalman/marshaller can best be seen by the pilot. Prior to using the following signals, the signalman/marshaller shall ascertain that the area within which an aircraft is to be guided is clear of objects which the aircraft, in complying with SERA.3301(a), might otherwise strike.
Wingwalker/guide Raise right hand above head level with wand pointing up; move left-hand wand pointing down toward body. Identify gate Raise fully extended arms straight above head with wands pointing up. Proceed to next signalman/marshaller or as directed by tower/ground control Point both arms upward; move and extend arms outward to sides of body and point with wands to direction of next signalman/marshaller or taxi area. Straight ahead Bend extended arms at elbows and move wands up and down from chest height to head. 5(a) Turn left (from pilot’s point of view) With right arm and wand extended at a 90-degree angle to body, make ‘come ahead’ signal with left hand. The rate of signal motion indicates to pilot the rate of aircraft turn. 5(b) Turn right (from pilot’s point of view) With left arm and wand extended at a 90-degree angle to body, make ‘come ahead’ signal with right hand.
The rate of signal motion indicates to pilot the rate of aircraft turn. 6(a) Normal stop Fully extend arms and wands at a 90-degree angle to sides and slowly move to above head until wands cross. 6(b) Emergency stop Abruptly extend arms and wands to top of head, crossing wands. 7(a) Set brakes Raise hand just above shoulder height with open palm. Ensuring eye contact with flight crew, close hand into a fist. Do not move until receipt of ‘thumbs up’ acknowledgement from flight crew.
7(b) Release brakes Raise hand just above shoulder height with hand closed in a fist. Ensuring eye contact with flight crew, open palm. Do not move until receipt of ‘thumbs up’ acknowledgement from flight crew. 8(a) Chocks inserted With arms and wands fully extended above head, move wands inward in a ‘jabbing’ motion until wands touch. Ensure acknowledgement is received from flight crew. 8(b) Chocks removed With arms and wands fully extended above head, move wands outward in a ‘jabbing’ motion. Do not remove chocks until authorised by flight crew.
Start engine(s) Raise right arm to head level with wand pointing up and start a circular motion with hand; at the same time, with left arm raised above head level, point to engine to be started. Cut engines Extend arm with wand forward of body at shoulder level; move hand and wand to top of left shoulder and draw wand to top of right shoulder in a slicing motion across throat. Slow down Move extended arms downwards in a ‘patting’ gesture, moving wands up and down from waist to knees. Slow down engine(s) on indicated side With arms down and wands toward ground, wave either right or left wand up and down indicating engine(s) on left or right side respectively should be slowed down. Move back With arms in front of body at waist height, rotate arms in a forward motion. To stop rearward movement, use signal 6(a) or 6(b). 14(a) Turns while backing (for tail to starboard) Point left arm with wand down and bring right arm from overhead vertical position to horizontal forward position, repeating right-arm movement.
14(b) Turns while backing (for tail to port) Point right arm with wand down and bring left arm from overhead vertical position to horizontal forward position, repeating left-arm movement. Affirmative/all clear Raise right arm to head level with wand pointing up or display hand with ‘thumbs up’; left arm remains at side by knee. Hover Fully extend arms and wands at a 90-degree angle to sides. Move upwards Fully extend arms and wands at a 90-degree angle to sides and, with palms turned up, move hands upwards. Speed of movement indicates rate of ascent.
Move downwards Fully extend arms and wands at a 90-degree angle to sides and, with palms turned down, move hands downwards. Speed of movement indicates rate of descent. 19(a) Move horizontally left (from pilot’s point of view) Extend arm horizontally at a 90-degree angle to right side of body.
Move other arm in same direction in a sweeping motion. 19(b) Move horizontally right (from pilot’s point of view) Extend arm horizontally at a 90-degree angle to left side of body. Move other arm in same direction in a sweeping motion. Land Cross arms with wands downwards and in front of body. Hold position/stand by Fully extend arms and wands downwards at a 45-degree angle to sides. Hold position until aircraft is clear for next manoeuvre.
Dispatch aircraft Perform a standard salute with right hand and/or wand to dispatch the aircraft. Maintain eye contact with flight crew until aircraft has begun to taxi. Do not touch controls (technical/servicing communication signal) Extend right arm fully above head and close fist or hold wand in horizontal position; left arm remains at side by knee. Connect ground power (technical/servicing communication signal) Hold arms fully extended above head; open left hand horizontally and move finger tips of right hand into and touch open palm of left hand (forming a ‘T’). At night, illuminated wands can also be used to form the ‘T’ above head. Disconnect power (technical/servicing communication signal) Hold arms fully extended above head with finger tips of right hand touching open horizontal palm of left hand (forming a ‘T’); then move right hand away from the left. Do not disconnect power until authorised by flight crew.
At night, illuminated wands can also be used to form the ‘T’ above head. Negative (technical/servicing communication signal) Hold right arm straight out at 90 degrees from shoulder and point wand down to ground or display hand with ‘thumbs down’; left hand remains at side by knee. Establish communication via interphone (technical/servicing communication signal) Extend both arms at 90 degrees from body and move hands to cup both ears.
Open/close stairs (technical/servicing communication signal) With right arm at side and left arm raised above head at a 45-degree angle, move right arm in a sweeping motion towards top of left shoulder. From the pilot of an aircraft to a signalman/marshaller 4.2.1. These signals shall be used by a pilot in the cockpit with hands plainly visible to the signalman/marshaller, and illuminated as necessary to facilitate observation by the signalman/marshaller. Brakes (a) Brakes engaged: raise arm and hand, with fingers extended, horizontally in front of face, then clench fist. (b) Brakes released: raise arm, with fist clenched, horizontally in front of face, then extend fingers. Chocks (a) Insert chocks: arms extended, palms outwards, move hands inwards to cross in front of face. (b) Remove chocks: hands crossed in front of face, palms outwards, move arms outwards.
Ready to start engine(s) (a) Raise the appropriate number of fingers on one hand indicating the number of the engine to be started. Technical/servicing communication signals 4.3.1. Manual signals shall only be used when verbal communication is not possible with respect to technical/servicing communication signals. Signalmen/marshallers shall ensure that an acknowledgement is received from the flight crew with respect to technical/servicing communication signals. STANDARD EMERGENCY HAND SIGNALS 5.1. The following hand signals are established as the minimum required for emergency communication between the ARFF incident commander/ARFF firefighters and the cockpit and/or cabin crews of the incident aircraft. ARFF emergency hand signals should be given from the left front side of the aircraft for the cockpit crew.
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Recommend evacuation Evacuation recommended based on aircraft rescue and fire-fighting and Incident Commander’s assessment of external situation. Arm extended from body, and held horizontal with hand upraised at eye level. Execute beckoning arm motion angled backward. Non-beckoning arm held against body.
Night — same with wands. Recommend stop Recommend evacuation in progress be halted.
Stop aircraft movement or other activity in progress. Arms in front of head — Crossed at wrists Night — same with wands. Emergency contained No outside evidence of dangerous conditions or ‘all-clear.’ Arms extended outward and down at a 45 degree angle. Arms moved inward below waistline simultaneously until wrists crossed, then extended outward to starting position.
Night — same with wands. Fire Move right-hand in a ‘fanning’ motion from shoulder to knee, while at the same time pointing with left hand to area of fire. Night — same with wands. Clearances to land and to taxi will be given in due course.
This signal provides an indication by a person positioned at the aircraft wing tip, to the pilot/marshaller/push-back operator, that the aircraft movement on/off a parking position would be unobstructed. This signal is also used as a technical/servicing communication signal. For use to hovering helicopters. This signal is intended mainly for aircraft with the set of integral stairs at the front. Appendix 2 Unmanned free balloons 1. CLASSIFICATION OF UNMANNED FREE BALLOONS 1.1.
Unmanned free balloons shall be classified as (see Figure AP2-1): (a) light: an unmanned free balloon which carries a payload of one or more packages with a combined mass of less than 4 kg, unless qualifying as a heavy balloon in accordance with (c)(2),(3) or (4); or (b) medium: an unmanned free balloon which carries a payload of two or more packages with a combined mass of 4 kg or more, but less than 6 kg, unless qualifying as a heavy balloon in accordance with (c)(2), (3) or (4) below; or (c) heavy: an unmanned free balloon which carries a payload which: 2. GENERAL OPERATING RULES 2.1. An unmanned free balloon shall not be operated without authorisation from the State from which the launch is made. An unmanned free balloon, other than a light balloon used exclusively for meteorological purposes and operated in the manner prescribed by the competent authority, shall not be operated across the territory of another State without authorisation from the other State concerned. The authorisation referred to in 2.2 shall be obtained prior to the launching of the balloon if there is reasonable expectation, when planning the operation, that the balloon may drift into airspace over the territory of another State. Such authorisation may be obtained for a series of balloon flights or for a particular type of recurring flight, e.g. Atmospheric research balloon flights.
An unmanned free balloon shall be operated in accordance with conditions specified by the State of Registry and the State(s) expected to be overflown. An unmanned free balloon shall not be operated in such a manner that impact of the balloon, or any part thereof, including its payload, with the surface of the earth, creates a hazard to persons or property.
A heavy unmanned free balloon shall not be operated over the high seas without prior coordination with the ANSP(s). Figure AP2-1 3. OPERATING LIMITATIONS AND EQUIPMENT REQUIREMENTS 3.1. A heavy unmanned free balloon shall not be operated without authorisation from the ANSP(s) at or through any level below 18 000 m (60 000 ft) pressure-altitude at which: (a) there are clouds or obscuring phenomena of more than four oktas coverage; or (b) the horizontal visibility is less than 8 km. A heavy or medium unmanned free balloon shall not be released in a manner that will cause it to fly lower than 300 m (1 000 ft) over the congested areas of cities, towns or settlements or an open-air assembly of persons not associated with the operation. Appendix 3 Table of cruising levels 1.1. Appendix 5 REQUIREMENTS REGARDING SERVICES IN AIR NAVIGATION Technical specifications related to aircraft observations and reports by voice communications 1.
CONTENTS OF AIR-REPORTS 1.1. Special air-reports 1.1.1. The elements contained in special air-reports shall be: Message type designator Section 1 (Position information) Aircraft identification Position or latitude and longitude Time Level or range of levels Section 3 (Meteorological information) Condition prompting the issuance of a special air-report, to be selected from the list presented in SERA.12005 (a). SPECIFIC PROVISIONS RELATED TO REPORTING WIND SHEAR AND VOLCANIC ASH 2.1. Reporting of wind shear 2.1.1. When reporting aircraft observations of wind shear encountered during the climb-out and approach phases of flight, the aircraft type shall be included. Where wind shear conditions in the climb-out or approach phases of flight were reported or forecast but not encountered, the pilot-in-command shall advise the appropriate air traffic services unit as soon as practicable unless the pilot-in-command is aware that the appropriate air traffic services unit has already been so advised by a preceding aircraft.
Post-flight reporting of volcanic activity 2.2.1. On arrival of a flight at an aerodrome, the completed report of volcanic activity shall be delivered by the aircraft operator or a flight crew member, without delay, to the aerodrome meteorological office, or if such office is not easily accessible to arriving flight crew members, the completed form shall be dealt with in accordance with local arrangements made by the meteorological authority and the aircraft operator.
The completed report of volcanic activity received by a meteorological office shall be transmitted without delay to the meteorological watch office responsible for the provision of meteorological watch for the flight information region in which the volcanic activity was observed. Supplement to the ANNEX List of commonly agreed differences to be notified to ICAO in accordance with Article 5 of this Regulation: ICAO Annex 2 Differences between this Regulation and the International Standards contained in Annex 2 (10th edition, up to and including Amendment 42) to the Convention on International Civil Aviation Difference A2-01 ICAO Annex 2 Chapter 3 3.2.2.
New Provision. ‘Time checks shall be given to the nearest minute’ Difference A11-02 ICAO Annex 11 Chapter 2 Paragraph 2.6.1 Exemption possibility. Implementing Regulation (EU) No 923/2012 paragraph SERA.6001 allows aircraft to exceed the 250 knot speed limit where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed Difference A11-03 ICAO Annex 11 Chapter 3 New provision.