ENR 1.8.1.2.1   Special application

Flights shall be conducted in accordance with instrument flight rules when operated within or above the EUR RVSM airspace as specified in 4.2.1, ICAO Doc 7030 (EUR part).

ENR 1.8.2.1.1   Area navigation (RNAV) specifications

Operators of aircraft approved for B-RNAV shall indicate in the flight plan the availability of equipment and capabilities relevant to RNAV 5.
Note 1 - RNAV 5 and B-RNAV approvals are equivalent approvals.
Note 2 - It is not necessary, if the aircraft is approved for RNAV 5, to insert additional information in the flight plan to indicate the aircraft is approved for B-RNAV.

Operators of aircraft approved for P-RNAV, not relying solely on VOR/DME for determination of position, shall indicate in the flight plan the availability of equipment and capabilities relevant to RNAV 1.
Note 1 - P-RNAV approvals, except those associated with aircraft relying solely on VOR/DME for determination of position, and RNAV 1 approvals are equivalent approvals.
Note 2 - It is not necessary, if the aircraft is approved for RNAV 1, to insert additional information in the flight plan to indicate the aircraft is approved for P-RNAV.

Operators of aircraft approved for P-RNAV, relying solely on VOR/DME for determination of position, shall insert the letter Z in Item 10a of the flight plan and the descriptor EURPRNAV in Item 18 of the flight plan, following the NAV/ indicator.
Note - P-RNAV approvals relying solely on VOR/DME for determination of position and RNAV 1 approvals are not equivalent approvals.

ENR 1.8.2.1.2   Reduced vertical separation minimum (RVSM) - approved aircraft

The aircraft registration shall be inserted in Item 18 of the ICAO flight plan form.

Operators of formation flights of State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Operators of formation flights of State aircraft intending to operate within RVSM airspace as general air traffic (GAT) shall include STS/NONRVSM in Item 18 of the ICAO flight plan form.

ENR 1.8.2.1.3   Non-RVSM-approved aircraft

Except for operations within the airspace designated in accordance with Item 9.7.1.1 ICAO Doc 7030 (EUR part), operators of non-RVSM approved aircraft shall flight plan to operate outside the RVSM airspace as specified in 4.2.1 ICAO Doc 7030 (EUR part).

ENR 1.8.2.1.4   Controller-pilot data link communications (CPDLC)

Flights planning to use CPDLC over the aeronautical telecommunication network (ATN) shall include in Item 18 of the flight plan the indicator CODE/ followed by the 24-bit aircraft address (expressed in the form of alphanumerical code of six hexadecimal characters).

Example: CODE/F00001

ENR 1.8.2.2.1   Runway visual range (RVR)

When RVR information is included in Item 18 of the flight plan (“RVR/nnn”) to indicate the minimum RVR requirement of the flight, it may be used for air traffic flow management (ATFM) purposes.

ENR 1.8.2.2.2   Flight plan addressing and distributed

(P-ATM - Chapter 11)

Flight plans and associated messages for all IFR flights, including the IFR portions of mixed IFR/VFR flights, entering, over flying or departing the IFPS zone (IFPZ), shall be addressed only to the two integrated initial flight plan processing system (IFPS) addresses for that portion of the flight within the IFPZ. The IFPS addresses to be included in flight plans and associated messages submitted by operators that intend to fly into or through the IFPZ are as follows:

IFPS will ensure distribution of the accepted flight plan to all relevant ATS units within their area of responsibility. Flight plan message originators filing to IFPS are responsible for ensuring that the flight plan and any modifications made thereto are addressed to all the relevant ATS units outside the IFPZ. In order to ensure consistency between the flight plan data distributed within the IFPZ and that distributed outside the IFPZ, the Central Flow Management Unit (CFMU) has established a “re-addressing function”. The “re-addressing function” is intended primarily for flights originating within the IFPZ and proceeding outside the IFPZ.
Note - Detailed procedures and information applicable to flight plan addressing and distribution are contained in the EUROCONTROL “Basic CFMU Handbook”.

ENR 1.8.2.2.3   Slot allocation exemptions

The following flights are exempted from ATFM slot allocations:

1. flights carrying Head of State or equivalent status [“STS/HEAD”];
2. flights conducting search and rescue operations [“STS/SAR”];
3. flights used for a life critical medical emergency evacuation [“STS/MEDEVAC”];
4. flights used for fire-fighting [“STS/FFR”]; and
5. flights approved for exemption from ATFM measures by the appropriate ATS authority [“STS/ATFMX”].

ENR 1.8.2.3.1   General

A centralized flight planning processing and distribution service has been established under the authority of the EUROCONTROL CFMU. The service is provided through the IFPS and covers part of the ICAO EUR Region known as the IFPZ.

For all IFR flights, including the IFR portions of mixed IFR/VFR flights, entering, overflying or departing the IFPZ, a flight plan shall be submitted to IFPS either directly or via the Air Traffic Services Reporting Office (ARO) serving the aerodrome of departure.
Note 1 - The area of applicability and detailed procedures pertaining to the IFPZ are contained in the EUROCONTROL “Basic CFMU Handbook”
Note 2 - See 1.8.2.2.2 for information concerning flight plan addressing and distribution.

Flight plans for flights which may be subject to ATFM shall be submitted at least 3 hours before the EOBT.

ENR 1.8.2.3.2   Amendments

(P-ATM - Chapter 11)

Any changes to the EOBT of more than 15 minutes for any IFR flight within the IFPZ shall be communicated to the IFPS.

When an individual flight plan (FPL) has been filed but it is decided, within 4 hours of EOBT, to use an alternative routing between the same aerodromes of departure and destination, either a modification message (CHG) may be sent or alternatively:

1. a cancellation message (CNL) shall be sent to IFPS;
2. not less than 5 minutes after sending the CNL message, a replacement flight plan (RFP) in the form of an FPL with identical call sign shall be transmitted;
3. the RFP shall contain, in Item 18, the indication “RFP/Qn”, where RFP signifies “Replacement Flight Plan” and “n” is “1” for the first replacement, “2” for the second replacement, and so on; and
4. the last RFP shall be filed at least 30 minutes before EOBT.

Note - The submission of a replacement flight plan is normally accepted as fulfilling a State’s requirement for advance notification of flight (diplomatic clearance).

ENR 1.8.3.1.1   Continuous listening watch in uncontrolled airspace

Aircraft flying within uncontrolled airspace may be requested to maintain a continuous watch on the appropriate air-ground frequency of the ATS unit serving the flight information region within which the aircraft is flying.

ENR 1.8.3.1.2   Abbreviated position reports

Abbreviated position reports should only contain the aircraft identification, position, time and flight level or altitude, unless otherwise specified.

In defined portions of the airspace, designated by the appropriate ATS authority, where:

1. through secondary surveillance radar (SSR), individual identity and verified Mode C information are permanently available in the form of labels associated with the radar position of the aircraft concerned; and
2. reliable air-ground communications coverage and direct pilot-to-controller communications exist,

the initial call after changing a radio channel may contain only the aircraft identification and level; subsequently, position reports may contain only aircraft identification, position and time.

ENR 1.8.3.1.3   Read-back of VHF channels

When instructed to contact an ATS unit on a different VHF communication channel, the pilot shall read back the newly assigned channel.

ENR 1.8.3.3.1   Area of applicability

1. All concerned aircraft operating flights as general air traffic in accordance with instrument flight rules in the airspace defined below shall be equipped with context management (CM) and controller-pilot data link communications (CPDLC) applications capable of supporting the following data link services: data link initiation capability, air traffic control clearance, air traffic control communications management and air traffic control microphone check:
   1. from 7 February 2013, in the following FIRs/UIRs above FL285: Amsterdam FIR, Wien FIR, Barcelona UIR, Brindisi UIR, Brussels UIR, Canarias UIR, France UIR, Hannover UIR, Lisboa UIR, London UIR, Madrid UIR, Milano UIR, Rhein UIR, Roma UIR, Scottish UIR, Shannon UIR and Switzerland UIR; and
   2. from 5 February 2015, in the following FIRs/UIRs above FL285: Bratislava FIR, Bucuresti FIR, Budapest FIR, Kobenhavn FIR, Ljubljana FIR, Nicosia FIR, Praha FIR, Sofia FIR, Warszawa FIR, Finland UIR south of 61°30’, Hellas UIR, Malta UIR, Riga UIR, Sweden UIR south of 61°30’, Tallinn UIR, Vilnius UIR.

   Note.— Requirements for the CM and CPDLC applications to support the data link services described are contained in RTCA DO-280B/EUROCAE ED-110B Interoperability Requirements Standard For ATN Baseline 1 (INTEROP ATN B1) and RTCA DO-290/EUROCAE ED-120 Safety and Performance Requirements Standard for Air Traffic Data Link Services in Continental Airspace (Continental SPR Standard), including Changes 1 and 2, with the exceptions that:

   1. uplink message 135, CONFIRM ASSIGNED LEVEL, and uplink message 233, USE OF LOGICAL ACKNOWLEDGEMENT PROHIBITED, will not be used by the ground systems; and
   2. downlink message 38, ASSIGNED LEVEL (level), is not required by the aircraft.
2. Conformance to the equipage requirement and operator’s approval shall be verified by the State of Registry or the State of the Operator, as appropriate.
3. Aircraft are exempted from the requirement stipulated in 1. in the following cases:
   1. aircraft with an individual certificate of airworthiness first issued before 1 January 2011 are exempted until 5 February 2015;
   2. aircraft with an individual certificate of airworthiness first issued before 1 January 2014 and fitted with data link equipment certified against requirements specified in RTCA DO-258A/EUROCAE ED-100A (or ED-100) are exempted for the life of that particular airframe;
   3. aircraft which have a certificate of airworthiness issued before 31 December 1997 and which will cease operation in the airspace referred to in 1. before 31 December 2017 are exempted from the requirement stipulated in 1.;
   4. state aircraft;
   5. aircraft flying in the airspace referred to in 1. for testing, delivery and for maintenance purposes; and
   6. operators of types of aircraft reaching the end of their production life and being produced in limited numbers, or types of aircraft for which re-engineering costs required would be disproportionate due to old design, may, based on this criteria, request from the appropriate authority the granting of an exemption. Such requests shall be made prior to 30 September 2012 and include detailed information justifying the need for the granting of the exemption.

ENR 1.8.5.1.1   Longitudinal separation minimum based on time and radar-observed distance

A minimum longitudinal separation of three minutes may be applied between aircraft on the same track or crossing tracks, whether at the same level, climbing or descending, provided that:

1. their flight progress is continuously monitored by radar forming an integral part of the ATC unit concerned; and
2. the distance between the aircraft, as observed by radar, is never less than 37 KM (20 NM).

Note.- Use of this separation is subject to all the limitations in the use of radar specified in the PANS-ATM, item 8.1.

ENR 1.8.5.1.2   Vertical separation

(P-ATM - Chapter 5)

Within the RVSM airspace as specified in ICAO Doc 7030, EUR, Item 4.2.1, the vertical separation minimum shall be:

1. 300 M (1000 FT) between RVSM-approved aircraft;
2. 600 M (2000 FT) between:
   1. non-RVSM-approved State aircraft and any other aircraft operating within RVSM airspace;
   2. all formation flights of State aircraft and any other aircraft operating within RVSM airspace; and
   3. non-RVSM-approved aircraft and any other aircraft operating within the airspace designated in accordance with ICAO Doc 7030, EUR, Item 9.7.1.1.

ENR 1.8.5.1.3   Radar

Transfer of control

Transfer of control based on the procedures specified in the PANS-ATM, 8.7.4, may be carried without systematic use of the bidirectional speech facilities available between the adjacent units concerned, provided that:

1. the detailed conditions applicable for the transfer are the subject of a bilateral agreement; and
2. the minimum distance between successive aircraft during the period of transfer is agreed as one of the following values:
   1. 19 KM (10 NM) when SSR information is used in accordance with the provisions of the PANS-ATM, provided that an overlapping radar coverage of at least 56 KM (30 NM) between units involved exist; or
   2. 9.3 KM (5NM) when the conditions of 1) apply and both units involved possess electronic aids for immediate recognition of release and acceptance of aircraft under radar transfer.

ENR 1.8.5.2.1   Intersection take-off

An aircraft may be cleared to depart from a published intersection take-off position upon request of the pilot, or if initiated by ATC and accepted by the pilot, provided that all of the conditions of 1) to 5) are met.

1. The declared distances for each published intersection take-off position shall consist of the following:
   1. take-off run available (TORA) from the intersection take-off position;
   2. take-off distance available (TODA) from the intersection take-off position; and
   3. accelerate-stop distance available (ASDA) from the intersection take-off position.
2. The reference point from which the runway declared distances for a published intersection take-off position are measured shall be in accordance with the relevant provisions in the Air Navigation Plan - European Region, Volume II - FASID (Doc 7754), Part III-AOP.
3. Declared distances for an intersection take-off position shall be published in the relevant AIP, clearly distinguishable from full runway declared distances.
4. Information on the TORA from the intersection shall be issued when requested by an aircraft or whenever deemed necessary by the controller.

   Note - See ICAO Doc 7030, EUR, Item 10.4 for relevant radiotelephony (RTF) phraseology

5. Signs shall be in accordance with Annex 14, Volume I.

ENR 1.8.5.2.2   Multiple line-ups on the same runway

Line-up instructions may be issued to more than one aircraft at different points on the same runway, taking into account that intersection take-off criteria shall be complied with, provided that:

1. minimum visibility is established by the appropriate authority. Those minima shall permit the controller and the pilot to continuously observe the position of the relevant aircraft on the manoeuvring area by visual reference;
2. local considerations, such as the airport layout, available radar equipment and local weather phenomena, are defined. The effect of jet blast/prop wash shall be taken into consideration;
3. air traffic service for aircraft involved in multiple line-ups on the same runway is provided on the same radio frequency;
4. pilots are advised of the position of any essential traffic on the same runway;
5. the slope of the runway does not render preceding aircraft in the departure sequence invisible to succeeding aircraft on the same runway;
6. pilot read-back of line-up instructions is required and contains the runway designator, the name of the intersection (if applicable) and the number in the departure sequence; and
7. wake turbulence separation is applied.

ENR 1.8.5.2.3   Visual departures

A visual departure is a departure by an IFR flight when either part or all of an instrument departure procedure (e.g. standard instrument departure (SID)) is not completed and the departure is executed in visual reference to terrain.

An IFR flight may be cleared to execute a visual departure upon request of the pilot or if initiated by the controller and accepted by the pilot.

To execute a visual departure, the aircraft take-off performance characteristics shall allow them to make an early turn after take-off. When implemented, visual departure shall be applied under the following conditions:

1. the meteorological conditions in the direction of take-off and the following climb-out shall not impair the procedure up to an altitude to be established and published by the appropriate authority, e.g. minimum flight altitude (MFA) or minimum sector altitude (MSA);
2. the procedure shall be applied during the daytime. The procedure may be considered for application at night following a separate aeronautical study by the appropriate air traffic services (ATS) authority;
3. the pilot shall be responsible for maintaining obstacle clearance until the specified altitude. Further clearance (route, heading, point) shall be specified by ATC; and
4. separation shall be provided between an aircraft cleared to execute a visual departure and other departing and arriving aircraft.

Prior to take-off, the pilot shall agree to execute a visual departure by providing a read-back of the ATC clearance.

Any additional local restrictions shall be agreed on in consultation between the appropriate ATS authority and operators.

ENR 1.8.5.2.4   Advanced surface movement guidance and control systems (A-SMGCS)

(A11 - Chapter 11; P-ATM — Chapters 7 and 8)

Note. - For further information, see the Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Manual (Doc 9830).

General

A-SMGCS shall provide for the detection and display of the movement of all aircraft on the movement area as well as the identity of all suitably equipped aircraft.

A-SMGCS shall enable the detection and display of the movement of all vehicles on the manoeuvring area as well as the identity of all suitably equipped vehicles.

A-SMGCS functions

When authorized by and subject to conditions prescribed by the appropriate ATS authority, the information provided on an A-SMGCS display may be used for the purpose of:

1. determining the location of aircraft on the movement area and vehicles on the manoeuvring area;

   Note. - Where visual observation by the aerodrome controller is not possible, or whenever deemed beneficial by the aerodrome controller, the information provided by A-SMGCS may be used to replace visual observation.

2. monitoring aircraft and vehicles on the manoeuvring area for compliance with clearances and instructions;
3. determining that a runway is clear of traffic or assisting in the assessment that a runway will be clear of traffic prior to a landing or take-off;
4. providing information on essential local traffic on or near the manoeuvring area;
5. providing directional taxi information to aircraft when requested by the pilot or deemed necessary by the controller. Such information should not be issued in the form of specific heading instructions (except in special circumstances, e.g. emergencies); and
6. providing assistance and advice to emergency vehicles.

A-SMGCS alerts

Local instructions concerning use of the A-SMGCS alerting function, where available, shall specify, inter alia;

1. the aircraft and vehicles which might trigger alerts;
2. the areas of the manoeuvring area within which the alerting function is implemented;
3. the method of displaying alerts to the controller;
4. the warning criteria for the triggering of alerts that could depend on meteorological situations or type of operation being conducted, as well as alert warning time; and
5. conditions under which the alert function may be inhibited.

In the event an alert is triggered, the controller shall, without delay, assess the situation and take appropriate action as required.

For the purpose of analysis and to improve overall safety levels, the appropriate ATS authority shall retain electronic records of all alerts triggered.

A-SMGCS identification procedures

Note. - See PANS-ATM, 8.5, “Use of SSR transponders and ADS-B transmitters” and 8.6.2 ”Identification of aircraft”.

Where A-SMGCS is used, aircraft and vehicles may be identified by the following procedures or by those contained in the PANS-ATM, 8.6.2:

1. direct recognition of the aircraft identification of a Mode S-equipped aircraft in an A-SMGCS label; and
2. direct recognition of a suitably equipped vehicle identification in an A-SMGCS label.

ENR 1.8.5.2.5   Low visibility operations

(A11 – Chapter 3 and P-ATM – Chapter 7)

Note. - For the purpose of describing the provision of an aerodrome control service in the context of varying visibilities, the following four (4) visibility conditions, as defined in ICAO Doc 9830, Appendix A, are used. Criteria for determining the transition between visibility conditions are a function of local aerodrome and traffic characteristics and should be established by the appropriate ATS authority.

Visibility condition 1. Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, and for personnel of control units to exercise control over all traffic on the basis of visual surveillance.

Visibility condition 2. Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, but insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance.

Visibility condition 3. Visibility sufficient for the pilot to taxi but insufficient for the pilot to avoid collision with other traffic on taxiways and at intersections by visual reference, and insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance. For taxiing, this is normally taken as visibilities equivalent to an RVR of less than 400 M but more than 75 M.

Visibility condition 4. Visibility insufficient for the pilot to taxi by visual guidance only. This is normally taken as an RVR of 75 M or less.

When there is a requirement for traffic to operate on the manoeuvring area in visibility insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance, ATC shall provide pilots and vehicle drivers with instructions and information to enable them to navigate and to avoid collisions with other relevant traffic by visual reference. In visibility condition 2, such instructions and information may be derived from the use of A-SMGCS, where available.

During visibility conditions 3 and 4, A-SMGCS, where available, may be used to determine the position of aircraft and vehicles on the manoeuvring area.

Note. - The Manual of Surface Movement Guidance and Control Systems (SMGCS) (ICAO Doc 9476) and the Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Manual (ICAO Doc 9830) provide guidance on surface movement guidance and control components and procedures.

The general conditions under which the low visibility procedures (LVP) applicable to Cat II/III operations are applied shall be published in the AIP, AD 1.1.

In addition to the provisions specified in PANS-ATM, 7.12.2., provisions regarding LVP should specify:

1. the requirement to inform the flight crews that LVPs are in operation and to inform them when LVPs are cancelled;
2. applicable spacing between successive arriving and/or departing aircraft to ensure protection of the sensitive and critical areas; and
3. any ATFM measures to be implemented.

Note. - Further information can be found in the Air Traffic Services Planning Manual (ICAO Doc 9426).

When an ILS auto-coupled approach to a runway is being conducted outside low visibility conditions (LVP are not in force), it is possible that some disturbance of the ILS signal may occur. In cases where protection of the localizer sensitive area (LSA) cannot be provided, ATC shall inform the flight crew if the pilot requests an autoland with protection of the LSA.

ENR 1.8.5.2.6   Selection of runway-in-use

Runway-in-use shall enable the aircraft to land and take off into wind, unless different runway direction is selected because of safety, runway configuration, meteorological conditions, available instrument approach conditions or air traffic. Different direction may be selected only when tail wind component does not exceed 10 KT.

ENR 1.8.5.3.1   General

RNAV system operation

Correct operation of the aircraft RNAV system shall be established before joining and during operation on an RNAV route. This shall include confirmation that:

1. the routing is in accordance with the clearance; and
2. the RNAV navigation accuracy of the aircraft meets the navigation accuracy requirements of the RNAV route and arrival or departure procedures, as applicable.

Obstacle clearance

(A2 – Chapter 5; P-ATM – Chapters 4 and 8)

Unless an IFR aircraft is receiving navigation guidance from ATC in the form of radar vectors, the pilot is responsible for obstacle clearance. Therefore, the use of RNAV does not relieve pilots of their responsibility to ensure that any ATC clearance or instruction is safe in respect to obstacle clearance. ATC shall assign levels that are at or above established minimum flight altitudes.

ENR 1.8.5.3.2   Terminal

For operation on RNAV arrival and departure routes, where clearance is given by ATC for an RNAV procedure for which the aircraft is not approved, the pilot is to advise ATC who will then seek to provide an alternative routing.

Note. - See ICAO Doc 7030, EUR, Item 10.1 for relevant radiotelephony (RTF) phraseology.

Aircraft equipped with RNAV equipment having a lateral track-keeping accuracy of ±5 NM (2 SD) with an ability to determine horizontal position to an accuracy sufficient to support the track-keeping requirement and having appropriate functionality, hereafter designated as basic area navigation (B-RNAV), may use RNAV (segments) of arrival and departure routes where these meet the following criteria:

1. the B-RNAV portion of the route must:
   1. be above the appropriate minimum flight altitude (MFA) (e.g.: minimum radar vectoring altitude (MRVA) and minimum sector altitude (MSA)); and
   2. be in accordance with established PANS-OPS criteria for en-route operations; and
   3. conform to B-RNAV en-route design principles;

      Note. - For minimum flight altitudes, see ICAO Annex 11, Item 2.22.

2. the departure procedures must be conventional (non-RNAV) up to a conventional fix (or a minimum altitude). Beyond that fix (or minimum altitude), a B-RNAV procedure can be provided in accordance with the criteria in a); and
3. the B-RNAV portion of an arrival route must terminate at a conventional fix in accordance with the criteria given in a) and b). Beyond that fix, the arrival shall be completed by a conventional (non-RNAV) procedure or by the provision of radar vectors; and
4. due regard must be taken of those operating procedures of the users which may affect system performance. Examples include, but are not limited to, initial position fixing on the runway and minimum automatic flight control system (AFCS) engagement altitudes; and
5. arrival and departure procedures, which can be flown by B-RNAV equipment, shall be identified explicitly as approved for application of B-RNAV.

ENR 1.8.5.3.3   State aircraft

(A11 – Chapter 3)

ATC procedures for State aircraft not equipped with RNAV but having a navigation accuracy meeting RNP 5

Within TMA-s, State aircraft may only be routed via the RNAV terminal area procedures if they are equipped with the appropriate RNAV equipment (ICAO Doc 7030, EUR, Item 4.1.1.5.2 and ENR 1.8.5.5.2 apply).

For such aircraft operating en route, the following procedures apply:

1. State aircraft should be routed via VOR/DME-defined ATS routes; or
2. if no such routes are available, State aircraft should be routed via conventional navigation aids, i.e. VOR/DME.

Note. - State aircraft routed in accordance with a) or b) may require continuous radar monitoring by the ATC unit concerned.

When the above procedures cannot be applied, the ATC unit shall provide State aircraft with radar vectors until the aircraft is capable of resuming its own navigation.

ENR 1.8.5.4.1   General

Except for operations within the airspace designated in accordance with ICAO Doc 7030, EUR, Item 9.7.1.1, only RVSM-approved aircraft and non-RVSM-approved State aircraft shall be issued an ATC clearance into RVSM airspace.

ATC clearance into RVSM airspace shall not be issued to formation flights of civil aircraft.

ENR 1.8.5.5.1   Between units providing area control services

(P-ATM – Chapter 10)

If a flight should enter an adjacent area, information concerning any revision of the estimate of three minutes or more shall be forwarded to the adjacent area control center normally by telephone.

ENR 1.8.5.5.2   RNAV

(P-ATM – Chapter 11)

Aircraft experiencing degradation or failure of RNAV -
computer-assisted coordination of estimate

In the case of automated messages not containing the information provided in Item 18 of the flight plan, the sending ATC unit shall inform the receiving ATC unit by supplementing the ACT message verbally with the phrase “RNAV OUT OF SERVICE” after the call sign of the aircraft concerned.

Aircraft experiencing degradation or failure of RNAV -
verbal coordination of estimate

When a verbal coordination process is being used, the sending ATC unit shall include the phrase “RNAV OUT OF SERVICE” at the end of the message.

State aircraft not equipped with RNAV — computer-assisted
coordination of estimate

In the case of automated messages not containing the information provided in Item 18 of the flight plan, the sending ATC unit shall inform the receiving ATC unit by supplementing the ACT message verbally with the phrase “NEGATIVE-RNAV” after the call sign of the aircraft concerned.

State aircraft not equipped with RNAV — verbal coordination
of estimate

When a verbal coordination process is being used, the sending ATC unit shall include the phrase “NEGATIVE-RNAV” at the end of the message.

ENR 1.8.5.5.3   RVSM

If the receiving unit has not received a flight plan, the sending ATC unit shall verbally inform the receiving unit whether or not the aircraft is RVSM-approved.

When an automated message does not contain the information filed in Item 18 of the flight plan relevant to RVSM operations, the sending ATC unit shall inform the receiving unit of that information by supplementing the ACT message verbally, using the term “NEGATIVE RVSM” or “NEGATIVE RVSM STATE AIRCRAFT”, as applicable.

When a verbal coordination process is being used, the sending ATC unit shall include the information filed in Item 18 of the flight plan relevant to RVSM operations at the end of the verbal estimate message, using the term “NEGATIVE RVSM” or “NEGATIVE RVSM STATE AIRCRAFT”, as applicable.

When a single aircraft is experiencing an in-flight contingency that impacts on RVSM operations, the associated coordination message(s) shall be supplemented verbally by a description of the cause of the contingency.

ENR 1.8.5.6.1   Computer-assisted coordination

(P-ATM – Chapter 10)

General

When so agreed between adjacent ATC units, a computer-assisted coordination process shall be introduced to eliminate the need for verbal coordination of boundary estimates and to reduce the amount of manual data input into ATC computers.

When introduced between adjacent area control centers for the purpose of activation and updating of FPL messages, data processing shall be based upon the messages and procedures described in following items - Messages, Operational procedure and Data protection procedure.

The minimum requirement for the activation of flight plan data shall be the content of the boundary estimate (EST) message. When so agreed between adjacent units, the activate (ACT) message shall be used instead of the EST message, enabling additional information to be transmitted.

The means of communication to be employed and the procedures to be applied for the exchange of messages in the computer-assisted coordination process shall be specified by bilateral agreement between the ATC units concerned.

Messages

The EST message and the ACT message shall be the alternative means employed to achieve flight plan activation. The EST message shall contain Field Types 3, 7, 13a, 14 and 16a. The ACT message shall contain Field Types 3, 7, 13a, 14 and 16a, identical to that of the EST message and, in addition, one or more Field Types 22 as bilaterally agreed between adjacent ATC units for the inclusion of other current information associated with the flight plan.

The safeguarding of the transmitted message is achieved through the logical acknowledgement message (LAM) which is sent by the receiving ATS unit to the sending ATS unit. The LAM shall contain Field Type 3 (message type, number and reference data) with reference to the appropriate ATS message which it acknowledges.

Example: (LAMP/M178M/P100)
Meaning: LAM sent by Paris (P) to Maastricht (M) followed by the sending unit serial number (178) of this message, followed by the ATS unit identifiers (M/P) and serial number (100) or related estimate.

Operational procedure

The following basic rules shall apply for the use of EST and ACT messages:

1. These messages shall be automatically generated, exchanged and processed to obviate human intervention to the extent practicable.
2. A single message shall be sent in respect of each flight due to be transferred and any subsequent revision shall be the subject of verbal coordination.
3. The message shall provide the most recent information available on all transfer conditions at the time of transmission.
4. Acceptance by the receiving unit of the transfer conditions implied in the message shall be assumed, unless the receiving unit initiates verbal coordination to amend the transfer conditions.

   Note. - Bilateral arrangement may be required to cover the event of failure of the ATS direct speech circuit.

5. There shall be bilateral agreement as to the boundary point and transmission times for each route. The normal transmission time shall be 15 minutes before the flight concerned is expected to cross the boundary.
6. In the event of data not being correlated by the receiving computer with an appropriate entry in its flight plan database, the computer shall originate a warning to the appropriate ATC sector to take necessary action for the acquisition of missing flight plan details. This shall normally involve a telephone inquiry.
7. In the event of incomprehensible or illogical data being detected within the message, the computer shall initiate an appropriate warning to the ATC sector involved, if this can be determined, for further action.

   Note. - Any system-initiated warning shall require reversion to verbal coordination.

Data protection procedure

Appropriate safeguards in the automatic communication process shall be provided using a logical acknowledgement procedure.

This procedure shall be based on the following basic rules:

1. The receiving computer shall transmit a LAM in response to an activation message received and processed, up to the point where the operational content will be presented to the appropriate air traffic controller.
2. The transferring ATC unit shall set an agreed reaction parameter time of up to two minutes from transmission of the activation message. If the LAM is not received within that time frame, an operational warning shall be initiated and reversion to telephone and manual mode shall ensue. If the appropriate ATC sector cannot be determined, a LAM shall not be transmitted.

ENR 1.8.5.7.1   Automatic terminal information services (ATIS)

(A11 – Chapter 4)

An ATIS broadcast shall not require the assignment of a VHF channel that is subject to international channel assignment.

An ATIS broadcast, when containing departure information only and when requiring transmission on a discrete channel, shall be transmitted on a ground control VHF channel.

ATIS broadcast messages need not contain an instruction that, on initial contact with the appropriate ATS unit, the pilot acknowledge receipt of the ATIS message.

ENR 1.8.5.7.2   SIGMET-s

(P-ATM – Chapter 9)

Transmission of SIGMET information to aircraft shall be at the initiative of the appropriate ATS unit, by the preferred method of directed transmission followed by acknowledgement, or by a general call when the number of aircraft would render the preferred method impracticable.

ENR 1.8.5.7.3   Special air-reports

(P-ATM – Chapter 9)

Special air-reports shall be transmitted with the least possible delay to aircraft likely to be affected and shall cover the portion of the route up to one hour’s flying time ahead of the aircraft.

ENR 1.8.5.7.4   Amended aerodrome forecast

(P-ATM – Chapter 9)

Amended aerodrome forecasts shall be passed to aircraft within 60 minutes from the aerodrome of destination, unless the information has been made available through other means.

ENR 1.8.6.4.1   Strategic ATFM measures

(A15 – Chapter 4; P-ATM – Chapter 3)

Following the agreement of all States concerned, ATFM units shall promulgate a traffic orientation scheme, when required, together with any other ATFM measures.

Coordinated strategic air traffic flow measures shall be promulgated in accordance with AIRAC procedures on the basis of the following principles:

1. the information shall be promulgated in English as aeronautical information regulation and control (AIRAC) ATFM Bulletins in accordance with the following requirements of Annex 15 concerning AIRAC AIP Supplements:
2. 1. the effective date of the ATFM Bulletin shall be specified;
   2. an ATFM Bulletin number shall be assigned; and
   3. the ATFM Bulletin distribution shall be on the basis of a pre-determined distribution list including, but not limited to, all international AIS offices of European provider and user States; and
   Note.— If required, national distribution will be determined by each State in accordance with its needs. Furthermore, if an ATFM Bulletin is redistributed, it should reference the original serial number.
3. following the publication of an AIRAC ATFM Bulletin, a trigger NOTAM in series F shall be promulgated in accordance with Annex 15 provisions (1.8.6.4.2 also refers).

ENR 1.8.6.4.2   Amendments to promulgated strategic ATFM measures

(A15 – Chapter 5; P-ATM – Chapter 3)

Changes to promulgated strategic ATFM measures, as defined in first paragraph under 1.8.6.4.1, shall be promulgated using a NOTAM in series F. This NOTAM shall be coordinated and provided in accordance with Annex 15 provisions. It shall include the following:

1. Item Q) shall include:
   
   FIR: EUCF or EUXX
   CODE: QPFCA (respectively QPFCD or QPFCH, whichever is appropriate)
   TRAFFIC: I
   PURPOSE: NBO
   SCOPE: E
   LOWER/UPPER: AS APPROPRIATE
   COORDINATES/RADIUS: THE EPICENTRE AND RADIUS OF THE AREA OF CONCERN.
2. As regards the FIR field in Item Q): EUCF should be used if Item A) contains one four-letter location indicator only or EUXX if Item A) contains more than one four-letter location indicator. EU relates to European multinational air navigation facilities whereas CF relates specifically to the CFMU. (XX are the letters usually used to identify NOTAMs with multiple locations in Item A)).
3. Item A) shall include EU plus the two-letter ICAO identifier of the State concerned; it could include one to seven four-letter ICAO location identifiers representing the State(s) affected by the ATFM measures or it could include EUCF if the restrictions apply to the entire area concerned; and
4. Item C): because of the temporary nature of ATFM measures, the abbreviation PERM shall not be used.

ENR 1.8.6.4.3   Pre-flight information bulletin (PIB)

(A15 – Chapter 8)

Information concerning ATFM measures promulgated using NOTAM in series F shall be included in the PIB.

ENR 1.8.6.4.4   Query procedures

Standard NOTAM query procedures shall be used to access NOTAM series F information.

ENR 1.8.7.1.1   Action by the pilot-in-command

When an aircraft operated as a controlled flight experiences sudden decompression or a malfunction requiring an emergency descent, the aircraft shall, if able:

1. initiate a turn away from the assigned route or track before commencing the emergency descent;
2. advise the appropriate air traffic control unit as soon as possible of the emergency descent;
3. set transponder to Code 7700 and select the Emergency Mode on the automatic dependent surveillance/controller-pilot data link communications (ADS/CPDLC) system, if applicable;
4. turn on aircraft exterior lights;
5. watch for conflicting traffic both visually and by reference to ACAS (if equipped); and
6. coordinate its further intentions with the appropriate ATC unit.

The aircraft shall not descend below the lowest published minimum altitude that will provide a minimum vertical clearance of 300 M (1 000 FT) or, in designated mountainous terrain, of 600 M (2 000 FT) above all obstacles located in the area specified.

ENR 1.8.7.1.2   Action by the ATS unit

Immediately upon recognizing that an emergency descent is in progress, air traffic control units shall acknowledge the emergency on radiotelephony.

In particular, they may, as required by the situation:

1. suggest a heading to be flown, if able, by the aircraft carrying out the emergency descent in order to achieve separation from other aircraft concerned;
2. state the minimum altitude for the area of operation, only if the level-off altitude stated by the pilot is below such minimum altitude, together with the applicable QNH altimeter setting; and
3. as soon as possible, provide separation from conflicting traffic, or issue essential traffic information, as appropriate.

When deemed necessary, air traffic control will broadcast an emergency message, or cause such message to be broadcast, to other aircraft concerned to warn them of the emergency descent. The broadcast emergency message should contain instructions for specific actions to be taken by aircraft addressed in the broadcast or, alternatively, instructions to continue in accordance with their current clearances, and stand by on the appropriate channels for further clearances and instructions.

Note.— In the absence of specific instructions provided to the aircraft addressed in the broadcast, it may be expected that such aircraft will clear the area on their own initiative.

ENR 1.8.7.2.1   Action by the pilot-in-command

When an aircraft cannot meet the requirements as specified in either ICAO Doc 7030, EUR, subsection 4.1.1.5.2.4 or ENR 1.8.5, as required by the RNAV route or procedure, as a result of a failure or degradation of the RNAV system, a revised clearance shall be requested by the pilot.

Note.— See ICAO Doc 7030, EUR, Chapter 10.1 for relevant radiotelephony (RTF) phraseology.

If an aircraft cannot meet the requirements as specified in ENR 1.8.5 due to a failure or degradation of the RNAV system that is detected before departure from an aerodrome where it is not practicable to effect a repair, the aircraft concerned should be permitted to proceed to the nearest suitable aerodrome where the repair can be made. When granting clearance to such aircraft, ATC should take into consideration the existing or anticipated traffic situation and may have to modify the time of departure, flight level or route of the intended flight. Subsequent adjustments may become necessary during the course of the flight.

Note.— See ICAO Doc 7030, EUR, Chapter 10.1 for relevant radiotelephony (RTF) phraseology.

With respect to the degradation/failure in flight of an RNAV system, while the aircraft is operating on an ATS route requiring the use of B-RNAV:

1. aircraft should be routed via VOR/DME-defined ATS routes; or
2. if no such routes are available, aircraft should be routed via conventional navigation aids, i.e. VOR/DME; or
3. when the above procedures are not feasible, the ATC unit should, where practicable, provide the aircraft with radar vectors until the aircraft is capable of resuming its own navigation.

Note.— Aircraft routed in accordance with a) or b) may, where practicable, require continuous radar monitoring by the ATC unit concerned.

With respect to the degradation/failure in flight of an RNAV system, while the aircraft is operating on an arrival or departure procedure requiring the use of RNAV:

1. the aircraft should be provided with radar vectors until the aircraft is capable of resuming its own navigation, or
2. the aircraft should be routed by conventional navigation aids, i.e. VOR/DME.

ENR 1.8.7.2.2   Action by the ATS unit

Subsequent ATC action in respect of an aircraft that cannot meet the requirements as specified in either ICAO Doc 7030, EUR, subsection 4.1.1.5.2.4 or ENR 1.8.5, due to a failure or degradation of the RNAV system, will be dependent upon the nature of the reported failure and the overall traffic situation. Continued operation in accordance with the current ATC clearance may be possible in many situations. When this cannot be achieved, a revised clearance, as specified in 1.8.7.2.1, may be required to revert to VOR/DME navigation.

ENR 1.8.7.3.1   General

The pilot shall inform ATC as soon as possible of any circumstances where the vertical navigation performance requirements for RVSM airspace cannot be maintained. In such cases, the pilot shall obtain a revised ATC clearance prior to initiating any deviation from the cleared route and/or flight level, whenever possible. When a revised ATC clearance cannot be obtained prior to such a deviation, the pilot shall obtain a revised clearance as soon as possible thereafter.

Note.— An in-flight contingency affecting flight in RVSM airspace pertains to unforeseen circumstances that directly impact on the ability of one or more aircraft to operate in accordance with the vertical navigation performance requirements of RVSM airspace. Such in-flight contingencies can result from degradation of aircraft equipment associated with height-keeping or from turbulent atmospheric conditions.

ATC shall render all possible assistance to a pilot experiencing an in-flight contingency. Subsequent ATC actions will be based on the intentions of the pilot, the overall air traffic situation and the real-time dynamics of the contingency.

ENR 1.8.7.3.2   Degradation of aircraft equipment – pilot reported

(A6, Part I – Chapter 7 and Appendix 4; A6, Part II – Chapter 7 and Appendix 2)

When informed by the pilot of an RVSM-approved aircraft operating in RVSM airspace that the aircraft’s equipment no longer meets the RVSM requirements, ATC shall consider the aircraft as non-RVSM-approved.

ATC shall take action immediately to provide a minimum vertical separation of 600 M (2 000 FT) or an appropriate horizontal separation from all other aircraft concerned that are operating in RVSM airspace. An aircraft rendered non-RVSM-approved shall normally be cleared out of RVSM airspace by ATC when it is possible to do so.

Pilots shall inform ATC, as soon as practicable, of any restoration of the proper functioning of equipment required to meet the RVSM requirements.

The first ACC/UAC to become aware of a change in an aircraft’s RVSM status shall coordinate with adjacent ACCs/UACs, as appropriate.

ENR 1.8.7.3.3   Severe turbulence – not forecast

When an aircraft operating in RVSM airspace encounters severe turbulence due to weather or wake vortex that the pilot believes will impact the aircraft’s capability to maintain its cleared flight level, the pilot shall inform ATC. ATC shall establish either an appropriate horizontal separation or an increased minimum vertical separation.

ATC shall, to the extent possible, accommodate pilot requests for flight level and/or route changes and shall pass on traffic information as required.

ATC shall solicit reports from other aircraft to determine whether RVSM should be suspended entirely or within a specific flight level band and/or area.

The ACC/UAC suspending RVSM shall coordinate such suspension(s) and any required adjustments to sector capacities with adjacent ACCs/UACs, as appropriate, to ensure an orderly progression to the transfer of traffic.

ENR 1.8.7.3.4   Severe turbulence – forecast

When a meteorological forecast is predicting severe turbulence within RVSM airspace, ATC shall determine whether RVSM should be suspended and, if so, for how long and for which specific flight level(s) and/or area.

In cases where RVSM will be suspended, the ACC/UAC suspending RVSM shall coordinate with adjacent ACCs/UACs with regard to the flight levels appropriate for the transfer of traffic, unless a contingency flight level allocation scheme has been determined by letter of agreement. The ACC/UAC suspending RVSM shall also coordinate applicable sector capacities with adjacent ACCs/UACs as appropriate.

ENR 1.8.8.2.1   Visual procedures

Information essential for the conduct of visual departures and visual approaches (e.g. significant obstacles, topographical and cultural features), including any specific limitations and prescribed by the appropriate authority (e.g. designated airspace, recommended tracks) shall be displayed on the visual approach chart and standard instrument departure (SID) chart or standard instrument arrival (STAR) chart, as appropriate.