TBATC 2 Aviation Law CV 1.0

ATCO INITIAL TRAINING
2.
AVIATION LAW
AVIATION LAW
TITLE
AVIATION LAW
Date of the first edition Data of this edition
Edition No.: cv 1.0
20/07/2022 Date: 20/07/2022
Code: TBATC_2
Edited by Reviewed by Approved by
ATC Training Staff CEANA Staff Antonio Bonilla (HT)
CHANGE CONTROL REGISTER

Author Date Version Affected / modified sections
CEANA Staff 20/07/2022 Ev 1.0 Entire document
© SENASA. Services and Studies for Air Navigation and Aeronautical Safety. All rights reserved. Any
reproduction or transmission of this material, in whole or in part, in any form or by any means,
electronic or mechanical, including photocopying, recording or otherwise, without the express prior
written permission of the Head of Training (HT) of SENASA, is strictly prohibited.
SENASA ATCO INITIAL TRAINING 2

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TABLE OF CONTENTS
1. INTRODUCTION TO ATC TRAINING
1.1. WHAT IS AIR TRAFFIC CONTROL? ..............................................................7
1.2. ABOUT THIS MANUAL ..............................................................................8
1.3. ATC TRAINING ..........................................................................................9
1.4. HISTORICAL CONTEXT OF AVIATION LAW ............................................... 11

1.4.1. THE INTERNATIONAL CIVIL AVIATION CONVENTION ................................................. 11
2. INTERNATIONAL ORGANIZATIONS
2.1. ICAO (INTERNATIONAL CIVIL AVIATION ORGANIZATION) ....................... 15

2.1.1. STRUCTURE ................................................................................................................. 15
2.1.2. MISSION ...................................................................................................................... 16
2.1.3. OACI REGULATIONS AND DOCUMENTATION ............................................................. 18
2.2. OTHER INTERNATIONAL ORGANIZATIONS AND ASSOCIATIONS .............. 24

2.2.1. CANSO (CIVIL AIR NAVIGATION SERVICES ORGANIZATION) ...................................... 24
2.2.2. IATA (INTERNATIONAL AIR TRANSPORT ASSOCIATION) ............................................. 24
2.2.3. ACI (AIRPORTS COUNCIL INTERNATIONAL) ................................................................ 24
2.2.4. IFATCA (INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS
ASSOCIATIONS) ............................................................................................................. 25
2.2.5. IFALPA (INTERNATIONAL FEDERATIONS OF AIRLINE PILOTS ASSOCIATIONS) ........... 25
2.2.6. WMO (WORLD METEOROLOGICAL ORGANIZATION) ................................................. 25
3. NATIONAL ORGANIZATIONS
3.1. CIVIL AVIATION AGENCY (AGÊNCIA DE AVIAÇÃO CIVIL, AAC).................. 27
3.2. OTHER NATIONAL ORGANIZATIONS ....................................................... 29

3.2.1. NATIONAL COMPANY OF AIRPORTS AND AIR SAFETY (EMPRESA NACIONAL DE
AEROPORTOS E SEGURANÇA AÉREA - ASA) ................................................................. 29
3.2.2. THE AIR NAVIGATION DIRECTORATE (DNA) ............................................................... 30

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3.3. SENASA (SERVICES AND STUDIES FOR AIR NAVIGATION AND

AERONAUTICAL SAFETY) ............................................................................... 31
4. SAFETY MANAGEMENT
4.1. SAFETY ................................................................................................... 32
4.2. SAFETY MANAGEMENT SYSTEMS (SMS) ................................................. 34

4.2.1. COMPLIANCE OF SAFETY MANAGEMENT SYSTEMS WITH REGULATORY
REQUIREMENTS ............................................................................................................ 34
4.2.2. GENERAL PRINCIPLES OF SECURITY ORGANIZATIONS ................................................ 34
4.2.3. SMS DESCRIPTION ....................................................................................................... 35
4.2.4. COMPONENTS OF AN OPERATIONAL SAFETY MANAGEMENT SYSTEM ..................... 35
4.2.5. IMPACT OF SAFETY REGULATIONS ON THE CONTROLLER ......................................... 39
4.2.6. SAFETY ASSESSMENT METHODOLOGY ....................................................................... 40
5. RULES AND REGULATIONS
5.1. UNITS OF MEASUREMENT ...................................................................... 41

5.1.1. UNITS SI ....................................................................................................................... 41
5.1.2. PREFIXES...................................................................................................................... 42
5.1.3. NON-SYSTEM UNITS SI ................................................................................................ 43
5.2. LICENSES AND ATC CERTIFICATES ........................................................... 50

5.2.1. OBJECT AND SCOPE OF APPLICATION......................................................................... 50
5.2.2. LICENSES, RATINGS AND ENDORSEMENTS ................................................................. 51
5.2.3. REQUIREMENTS FOR MEDICAL CERTIFICATES ............................................................ 58
5.3 INTRODUCTION TO AIR NAVIGATION SERVICES (ANS) AND AIR TRAFFIC

SERVICES (ATS) .............................................................................................. 61
5.3.1. AIR NAVIGATION SERVICES ......................................................................................... 61
5.3.2. DIVISION OF AIR NAVIGATION SERVICES (ANS) .......................................................... 61
5.3.3. DETERMINING THE NEED FOR AIR TRAFFIC SERVICES ................................................ 64
5.3.4. AIR TRAFFIC SERVICES DIVISION ................................................................................. 65
5.3.5. OBJECTIVES OF AIR TRAFFIC SERVICES ....................................................................... 65
5.4. AIR REGULATIONS .................................................................................. 66

5.4.1. EXPLANATION OF AIR REGULATIONS ......................................................................... 66

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5.4.2. INFLUENCE OF GENERAL RULES ON THE ATC ............................................................. 91

5.4.3. DIFFERENCES BETWEEN IFR AND VFR FLIGHTS, IN IMC AND VMC ............................ 92
5.5. AIRSPACE AND ATS ROUTES ................................................................... 93

5.5.1. TYPES OF AIRSPACE ..................................................................................................... 93
5.5.2. FLIGHT INFORMATION REGION .................................................................................. 94
5.5.3. CONTROL AREA ........................................................................................................... 95
5.5.4. CONTROL ZONE ........................................................................................................... 96
5.5.5. CLASSES OF AIRSPACE, SERVICES PROVIDED AND FLIGHT REQUIREMENTS .............. 97
5.5.6. AERODROME TRAFFIC ZONE ..................................................................................... 104
5.5.7. ATS ROUTES .............................................................................................................. 107
5.6. FLIGHT PLAN......................................................................................... 109

5.6.1. GENERAL ................................................................................................................... 109
5.6.2. FLIGHT PLAN FILING REQUIREMENTS ....................................................................... 109
5.6.3. FILING OF A FLIGHT PLAN ......................................................................................... 110
5.6.4. CONTENTS OF THE FLIGHT PLAN .............................................................................. 112
5.6.5. MESSAGES ASSOCIATED WITH THE FLIGHT PLAN .................................................... 114
5.6.6. REPETITIVE FLIGHT PLANS (RPL) ............................................................................... 116
5.7. AERODROMES ...................................................................................... 120

5.7.1. GENERAL DESIGN AND CONFIGURATION OF AN AERODROME ............................... 120
5.7.2. NUMBERING SYSTEM AND RUNWAY ORIENTATION ................................................ 124
5.7.3. TYPES OF AERODROMES ........................................................................................... 124
5.7.4. AERODROME TRAFFIC CIRCUIT ................................................................................. 125
5.7.5. FACTORS AFFECTING THE SELECTION OF RUNWAY IN USE ..................................... 129
5.8. HOLDING PROCEDURES FOR IFR FLIGHTS.............................................. 131

5.8.1. IFR HOLDING ............................................................................................................. 131
5.8.2. USE OF IFR HOLDING CIRCUITS ................................................................................. 132
5.8.3. PURPOSE OF HOLDING CIRCUITS .............................................................................. 133
5.8.4. OACI HOLDING PROCEDURE ..................................................................................... 136
5.9. HOLDING PROCEDURES FOR VFR FLIGHTS ............................................ 142

5.9.1. PRINCIPLES OF VFR HOLDS ....................................................................................... 142
ANNEXES
ANNEX 1. EXTRACT FROM OACI DOCUMENT 8585 ...................................... 143

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ANNEX 2. EXTRACT FROM OACI DOCUMENT 7910 ...................................... 146
ANNEX 3. AERONAUTICAL INFORMATION SERVICES AND PUBLICATIONS ... 150
BIBLIOGRAPHY

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1. INTRODUCTION TO ATC
TRAINING
1.1. WHAT IS AIR TRAFFIC CONTROL?

Welcome to the Legislation module of the initial training for future air traffic controllers. Over
the coming days and months you will discover more about this passionate profession, and you
will continue to learn and discover more about our industry, throughout your career as a
controller.
Air traffic control, also known as ATC (Air Traffic Control), is a service provided by ground-
based controllers who guide aircraft in controlled airspace and provide information and
support to pilots in uncontrolled airspace. Its objective is to provide safety, order and
efficiency to air traffic.
This service is integrated into a wider aviation chain. A chain that includes all the technology,
procedures and people who work to fly from one place to another on earth.
The International Authority that regulates air traffic control as part of civil aviation, ICAO
(which we will learn more about in this module) defines the objectives of air traffic control as:
ICAO Annex 11 - Air Traffic Services - Chapter 2.2
4.1. Objectives of air traffic services
4.1.1. The objectives of the air traffic services shall be the following:
a) Prevent collisions between aircraft.

b) Prevent collisions between aircraft in the maneuvering area and between aircraft
and obstacles in the maneuvering area.
c) Accelerate and maintain orderly air traffic movement.
d) Advise and provide useful information for safe and efficient flight operations.
e) Report to relevant agencies regarding aircraft in need of search and rescue
assistance, and assist such agencies as necessary.

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1.2. ABOUT THIS MANUAL

Air Law is the first of the basic topics of the course. In this topic we will begin by exploring
which international organizations are responsible for the ATC organization. This is important
because it provides a basic understanding of where the laws, rules and procedures that govern
the work of an air traffic controller come from.
We will then explore aspects of safety management, as safety is at the core of the air traffic
system and the controller's job. These aspects will help you begin to build your knowledge of
what ATC is and how it is organized.
We will close this manual with an initial compendium of the Rules and Regulations that govern
this exciting world of air traffic control.

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1.3. ATC TRAINING

Air traffic controller training shall cover all the theoretical courses, practical exercises,
including simulation exercises, and on-the-job training required to obtain and maintain the
skills necessary to provide safe, orderly and expeditious air traffic control services.
▪ TYPES OF TRAINING FOR AIR TRAFFIC CONTROLLERS
a) Air traffic controller training shall consist of the following types of training:
1) Initial training, leading to the issuance of a student air traffic controller license or
the issuance of an additional rating and, if applicable, a rating endorsement, which
provides:
i. "Basic training": theoretical and practical training designed to impart the
fundamental knowledge and practical skills relating to basic operating
procedures.
ii. "Rating training" means theoretical and practical training designed for the
purpose of imparting the knowledge and practical skills relating to a
specific qualification and, where applicable, a qualification endorsement.
2) Unit training, aimed at the issuance of an air traffic controller license, the
issuance of a rating endorsement, the validation of one or more ratings or
rating endorsements and/or the issuance or renewal of a unit endorsement. It
includes the following phases:
i. Transitional training phase, designed primarily to impart knowledge and
understanding of facility-specific operating procedures and task-specific
aspects.
ii. On-the-job training phase, which is the final phase of unit training during
which previously acquired job-related routines and skills are integrated
into practice under the supervision of a qualified on-the-job trainer in an
active transit situation.
iii. In addition to (i) and (ii) above, for unit endorsements requiring the
handling of complex and traffic-dense situations, a pre-on-the-job training
phase is required to enhance previously acquired routines and enabling
skills and to prepare for active traffic situations that may be encountered
in that unit.
3) Continuous training, aimed at maintaining the validity of the license
endorsements, which consists of:
i. Refresher training.
ii. Conversion training, if applicable.

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b) In addition to the types of training referred to in letter a), air traffic controllers may
receive the following additional types of training:
1) Practical instructor training, aimed at the issuance, revalidation or renewal of an
OJTI or STDI endorsement.
2) Assesor training, intended for the issuance, revalidation or renewal of an
evaluator notation.
▪ OBJECTIVES OF RATING TRAINING
The objectives of the rating training will require the following from the trainees:
● Demonstrate the ability to manage air traffic in a manner that ensures safe, orderly
and expeditious services.
● Dealing with complex and dense traffic situations.
Additionally the objectives of the rating training for the Aerodrome Control Visual Rating
(ADV) and Aerodrome Control Instrument Rating (ADI) shall ensure that trainees:
● Manage workload and provide air traffic services within a defined area of responsibility
of the aerodrome.
● Apply aerodrome control techniques and operating procedures to aerodrome traffic.
Additionally, the objectives of training for the procedural approach control rating (APP) and
approach control surveillance rating (APS) shall ensure that applicants:
● Manage workload and provide air traffic services within a defined approach control
area of responsibility.
● Apply the operational procedures and techniques for planning and control of traffic
approach, waiting, departure and transit.
Additionally the objectives of the Area Control Procedural Clearance (ACP) and Area Control
Surveillance Clearance (ACS) training shall ensure that applicants:
● Manage workload and provide air traffic services within a defined area control area of
responsibility.
● Apply operating procedures, planning techniques and procedural area control to area
traffic.

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1.4. HISTORICAL CONTEXT OF AVIATION LAW

Unlike other modes, the nature of air transport gave rise, from its origins, to technical and
legal problems that went beyond the existing legal framework for transport. Issues such as
airspace sovereignty, international services and the need to establish common standards had
to be addressed promptly to regularize transnational air operations.
All these circumstances have made the technical and legal regulation of air transport one of
the keys to its development, on a par with vehicles (aircraft), infrastructures (air navigation
facilities and airports) and carriers (airlines).
From the perspective of the evolution of aviation legislation, three stages can be
distinguished:
● 1903-1919. After the birth of aviation, the first regulatory issues began to arise and
were resolved by national laws and some attempts at international agreements.
● 1919-1944. The technological development associated with World War I allowed the
establishment of international commercial services and, at the same time, the first
international agreements appeared (Paris Convention in 1919, Ibero-American
Conference on Air Navigation CINA in 1926).
● Since 1944. At the end of World War II, an international conference was convened in
Chicago, which culminated in the ratification of the Convention on International Civil
Aviation and the birth of ICAO (1947). It is in this context that civil aviation has
developed up to the present day.
1.4.1. THE INTERNATIONAL CIVIL AVIATION CONVENTION
World War II brought a new technological impetus to aviation, justified by the need to
establish a vast network for transporting military equipment and troops. Before the end of the
conflict, some States began to study the political arrangements needed to develop
international civil aviation in peacetime.
In this context, and at the proposal of the USA, an international conference was convened in
the city of Chicago to serve as the basis for a new legislation to replace that created by CINA.
The conference was held between November 1 and December 7, 1944, and was attended by
52 States. The participants in the Convention signed the Chicago Convention on December 7,
1944. The text entered into force on April 4, 1947, when it was ratified for the 26th time. Since
then, the Convention has been the main source of public aviation law.
During the sessions, two different tendencies emerged (led by the USA and Great Britain) in
relation to the economic regime and the organization of international air transport, a
circumstance that prevented a definitive agreement from being reached. In the end, a
Solomonic solution was reached and a final act (Chicago Convention) was drawn up, to which

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five appendices were added that could be ratified independently. Both the Convention and
Appendices I and II were soon ratified. Appendix III, relating to the freedoms of the air, could
not enter into force, which is why States must enter into bilateral agreements on international
air transport.
▪ CONTENTS
The Convention covers virtually all aspects of civil aviation, establishes rights and obligations
of States, provides for the adoption of standards, establishes recommendations for air
services and facilities, etc.
The text of the Convention is divided into four parts containing 96 articles:
● Part I. Air Navigation.

● Part II. ICAO.
● Part III. International Air Transportation.
● Part IV. Final Provisions.
During the Chicago Conference, a series of Technical Annexes to the Convention were drafted,
covering all aspects related to air transport, which have evolved to form the regulatory basis
underpinning international civil aviation.
The main contents of Part I of the Convention are summarized below.
● Chap.1. General Principles and Application of the Convention.
═ It is recognized that each State has full sovereignty over the airspace above its
territory.
═ The application of the Convention is restricted to civil (and not State) aircraft
only.
● Chap.2. Flight over territory of Contracting States.
═ Establishment of no-fly zones, provided that they are communicated to ICAO

and no distinctions are made.
═ All aircraft must comply with the regulations of the State of overflight (Rules of
the Air).
═ States undertake to ensure that aircraft flying over their airspace comply with
regulations.
● Chap.3. Nationality of Aircraft.
═ Aircraft shall have the nationality of the State in which they are registered.
═ All aircraft shall bear nationality and registration markings.

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● Chap.4. Measures to facilitate Air Navigation.
═ Commitment to provide means of assistance to aircraft in distress in its

territory (Art.25).
═ To provide air navigation services in its territory and to adopt and apply the
appropriate standardized systems (Art.28).
● Chap.5. Conditions to be met with respect to aircraft.
═ Each aircraft used in international navigation shall be provided with an

airworthiness certificate issued by the State in which it is registered.
═ Requirement of certificates, licenses and aircraft logbooks.
● Chap.6. Internationally recommended standards and methods.
═ Collaboration to achieve the highest degree of uniformity in regulations,

standards, procedures and organization to facilitate and improve air navigation
(Art.37).
═ States that consider it impracticable to comply with the standards and
procedures shall notify ICAO (Art.38).
In particular, the importance of Articles 28, 37 and 38, which form the basis for the
development of air navigation systems, should be emphasized. Article 28 commits the States
to provide air navigation services by means of standardized systems, in accordance with the
requirements of Article 37. This guarantees the uniformity of air navigation worldwide in
communications systems, navigation aids, procedures (rules of the air and ATC), aeronautical
charts, etc. As a safeguard for those States that cannot assume compliance with Art. 37, Art.
38 establishes a procedure for notification of non-compliance.
Each Contracting State undertakes to develop standards, procedures and organization relating
to aircraft, personnel, airways and auxiliary services, in all matters where such uniformity will
facilitate and improve air navigation. To this end, the International Civil Aviation Organization
shall adopt and amend, in due course, as necessary, international standards, recommended
methods and procedures dealing with:
● Communications systems and aids for air navigation, including ground signaling.
● Characteristics of airports and landing areas.
● Rules of the air and air traffic control methods.
● Licensing of operating and mechanical personnel.
● Aircraft airworthiness.
● Aircraft registration and identification.
● Compilation and exchange of meteorological information.
● Logbooks.
● Aeronautical maps and charts.
● Customs and immigration formalities.
● Aircraft in distress and accident investigation.

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And such other matters relating to the safety, regularity and efficiency of air navigation as
may, from time to time, be deemed appropriate.
For the fulfillment of all these purposes, ICAO has established the so-called Technical Annexes.

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2. INTERNATIONAL
ORGANIZATIONS
2.1. ICAO (INTERNATIONAL CIVIL AVIATION ORGANIZATION)

The International Civil Aviation Organization (ICAO) is the United Nations (UN) specialized
agency responsible for all aspects of civil aviation. Established in 1947 in Montreal as a result
of the provisions of the Convention on International Civil Aviation, signed in Chicago in 1944.
2.1.1. STRUCTURE
The Organization has 193 Contracting States. It is headquartered in Montreal and has Regional
Offices in Mexico, Lima, Paris, Dakar, Cairo, Nairobi and Bangkok. It is composed of a sovereign
body (Assembly) and a governing body (Council), to which various subordinate bodies and a
Secretariat report. The highest-ranking officials are the Chairman of the Council and the
Secretary General.
The Assembly meets in regular session every three years to review the work of the
Organization, set policy for the next three years and approve budgets. Decisions are made by
majority vote. The Council is the governing body elected by the Assembly for a three-year
term. It is composed of 36 representatives of the States. Its members are elected according to
three criteria: importance for air transport, contribution to the provision of air navigation
services and guarantee of uniform representation of all regions of the world. The Secretariat
is the permanent structure of ICAO, with five main departments: the Directorates of Air

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Navigation, Air Transport, Technical Cooperation, Legal Affairs and Administrative Services.
The Secretariat has seven regional offices spread over four continents.
Finally, ICAO maintains relations with other non-governmental organizations (IATA, IFALPA,
IFATCA participate in its meetings as observers), regional intergovernmental organizations
(OAU, OAS, EU, with which it exchanges information of mutual interest) and universal
intergovernmental organizations (UN, IMF, etc.).
2.1.2. MISSION
Its main function is to promote the development of international air transportation by

establishing principles, agreements, rules and regulations necessary for the safety, regularity
and economy of air transportation.
Western and Central African (WACAF) Office promotes the ICAO policies and standards and
recommended practices (SARPs) contained in the Annexes to the Convention on International
Civil Aviation (signed in Chicago on 7 December 1944) and to further the implementation of
the Air Navigation Plans (ANPs) approved by the Organization on the basis of the
recommendations issued by Regional Air Navigation (RAN) Meetings and the AFI Planning and
Implementation Regional Group (APIRG); and to closely liaise with States of accreditation,
appropriate organizations and regional civil aviation bodies, by giving advice and providing
necessary assistance as required in their endeavours (intentos) to establish and maintain a
coordinated and high performance air navigation system aiming at a safe, orderly and efficient
air transport system.
With the aim of decentralizing management and facilitating the planning and implementation
of the services and facilities required for international air transport operations, ICAO is
organized into nine air navigation regions, which in turn are managed through seven regional
offices.
OFFICE HEADQUARTER REGION

Western and Central Africa Dakar WACAF
Eastern and Central Africa Nairobi ESAF
Asia & Pacific Bangkok APAC
Europe and North Atlantic Paris EUR/NAT
North America, Central America & Caribbean Mexico NACC
Middle East Cairo MID
South America Lima SAM
* and a regional sub-office in Beijing (China).

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Image: ICAO Air Navigation Regions
Its main missions are:
● Maintain permanent contact with the States to which they are accredited.
● Promote the application of ICAO criteria, decisions and requirements.
● Coordinate and provide the necessary technical assistance to States to ensure the
development and proper implementation of ICAO criteria, decisions and requirements.
● Inform States of the scope and nature of air navigation plan requirements.
● Advise and assist these States in resolving organizational, operational, procedural,
supply and maintenance difficulties, as well as personnel training.
● Promote the implementation of regional plans, keeping them updated, advising and
assisting States in the implementation of ICAO standards and recommended methods.
● Hold regional meetings, seminars, etc., in which the regional offices represent ICAO.
ICAO publishes a series of regulations and documentation relating to air navigation in order
to achieve the highest possible level of uniformity worldwide.

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2.1.3. OACI REGULATIONS AND DOCUMENTATION
ICAO's main task is to establish the necessary international standardization. This

standardization is carried out primarily through the design of Annexes to the Convention on
International Civil Aviation. The core of each Annex consists of international standards
(mandatory for all states) and recommended methods (recommended for compliance), called
SARPs. Together with the Convention, they constitute the main regulatory apparatus of the
Organization and of international air navigation.
In accordance with Article 37 of the Convention, each Contracting State undertakes to adopt
international standards and procedures. In this sense, the standards contained in the Annexes
to the Convention constitute the highest legal commitment.
STANDARDS
Any specification, the uniform application of which is considered necessary for the safety or
regularity of international air navigation and to which the Contracting States shall conform,
and the States undertake to publish their differences.
RECOMMENDED METHODS
Any specification the uniform application of which is deemed desirable for reasons of safety,
regularity or efficiency of international air navigation and to which Contracting States shall
endeavor to conform.
Proposals for amendments to existing SARPs (Standards and recommended methods) may
originate from Departmental Conferences (which include Air Navigation Meetings), Expert
Panels or a Group of States, and are submitted to the Council for adoption and subsequently
incorporated into the Annexes of the Convention.
ANNEXES
The Annexes thus contain the set of specifications or standards adopted by ICAO and binding
on all Member States, once they have been promulgated and disseminated by the latter in the
form of laws published in national regulations. There are 19 Annexes to the Convention.
Annex 1 Personnel licences.

Annex 2 Air regulations.

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Meteorological service for international air navigation.

Annex 3 Part I - Basic SARPs.
Part II - Appendices and Attachments.
Annex 4 Aeronautical charts.
Annex 5 Units of measurement to be used in air and ground operations.
Aircraft operation.
Part I - International commercial air transportation - aircraft.
Annex 6
Part II - International general aviation - aircraft.
Part III - International operations - helicopters.
Annex 7 Aircraft nationality and registration marks.
Annex 8 Airworthiness.
Annex 9 Facilitation.
Aeronautical telecommunications.
Volume I - Radio aids to navigation.
Volume II - Communications procedures including those with PANS status.
Volume III - Communication systems.
Annex 10
Part I - Digital data communication systems.
Part II - Voice communication systems.
Volume IV - Surveillance radar system and anti-collision system.
Volume V - Use of the aeronautical radio frequency spectrum.
Annex 11 Air traffic services.

Annex 12 Search and rescue.
Annex 13 Investigation of aviation accidents and incidents.
Airfields.
Annex 14 Volume I - Aerodrome design and operations.
Volume II - Heliports.
Annex 15 Aeronautical information services.
Environmental protection.
Annex 16 Volume I - Aircraft Noise.
Volume II - Aircraft engine emissions.
Security: Protection of international civil aviation against acts of unlawful
Annex 17
interference.
Annex 18 Safe transport of dangerous goods by air.
Annex 19 Operational safety management.

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PANS AND SUPPS PROCEDURES
In addition to the standards and recommended methods, ICAO formulates PANS (Procedures
for air navigation services) that expand on the corresponding SARPs to facilitate their
implementation and are prepared by the Air Navigation Commission.
In addition to SARPs and PANS, ICAO develops regional supplementary procedures (SUPPS),
which are specifications that complement SARPs and PANS in order to meet the needs of
specific regions.
Contracting States are not required to notify their differences in the case of non-application
of PANS. The following PANS exist:
Aircraft Operations PANS-OPS Doc. 8168

Air and Air Traffic Services Regulations PANS-ATM Doc. 4444
Abbreviations and ICAO Codes PANS-ABC Doc. 8400
Regional Supplementary Procedures SUPPS Doc. 7030
ASSEMBLY DOCUMENTS
The Assembly generates resolutions and recommendations, as well as reports and minutes of
the various sessions of the Assembly and its committees.
COUNCIL DOCUMENTS
The Council produces annual reports of Council Committees and Council publications,
including FANS and FANS Phase II on the Development and Planning of the Transition to the
Future Air Navigation System.
AIR NAVIGATION PLANS (ANP)
The Air Navigation Plans (ANP) contain the detailed planning of the facilities and services
required for international air navigation, within each of the ICAO Regions, to be followed by
the States belonging to them when planning their facilities and services.
They consist of two volumes. The first, Basic Air Navigation Plan Document, contains general
criteria of the plan and guidance for its implementation. The second volume, Facilities and
Services Implementation Document (FASID), is the one that establishes, in general terms, the
facilities, services and procedures required for that region and that States may follow in their

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air navigation plans, with the assurance that their system will form an integrated system with
the rest of the region.
VARIOUS PUBLICATIONS
Information of a more general nature, both for Contracting States and the public, on the
activities of the Organization, including publications distributed free of charge, upon request,
including the ICAO magazine.
BRIEF DESCRIPTION OF SOME OF THE OACI DOCUMENTS
Doc. 7910 Location Indicators / Location Indicators
It includes the four-letter alphanumeric code that designates every aerodrome and
aeronautical station worldwide. These aerodrome codes are used by the aeronautical
community, including ATCO. It is worth noting that these codes are not the same as the IATA
codes, which use three letters, familiar to the general public, which are used for airline
schedules, reservations, baggage handling, etc.
The map shows how ICAO distributes the first letter around the different areas of the world.
For example, the letter E will be used as the first letter for Northern Europe, and L for its
southern area.

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The second letter generally represents a country within that region, and the remaining two
letters are used to identify each designator.
The following examples illustrate the name of some airfields and their location indicators.
INDICATOR NAME OF AERODROME INDICATOR NAME OF AERODROME

GCCC Canary Islands ACC/FIC GVNP Santiago
GVBA Boavista GVSN São Nicolau
GVSF Fogo GVSV São Vicente
GVMA Maio GOOY Dakar
GVAC Sal LPPT Lisboa
Doc. 8400 Abbreviations and Codes / Abreviaturas y Códigos / Abbreviations and Codes
It contains abbreviations and codes approved by the ICAO Council for worldwide use in the
international aeronautical telecommunications service and in aeronautical information
documents.
Doc. 8585 Designators For Aircraft Operating Agencies, Aeronautical Authorities And
Services / Designadores de empresas explotadoras de aeronaves, de entidades oficiales y
de servicios aeronáuticos
It contains the designators of aircraft operating companies, official entities and aeronautical
services associated with international aviation. The designators consist of:
a) Three-letter designators for the international aeronautical telecommunications

service.
b) Telephone designators for aircraft operating companies and aircraft operating
authorities and services, which may be used as appropriate.
Certain letter combinations are not assigned to avoid confusion with other systems (e.g., SOS).
Other designators, particularly those beginning with Y and Z, are reserved for government
organizations.
Telephony identifiers for aircraft operating companies may be used as part of the aircraft
radiotelephony call sign followed by the flight identification in radiotelephony
communications, in accordance with ICAO Radiotelephony Procedures (Annex 10, Volume II,
5.2.1.7.2).

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3-LETTER 3-LETTER
TELEPHONIC DESIGNATOR TELEPHONIC DESIGNATOR
DESIGNATOR DESIGNATOR
TCV Cabo Verde airlines ANE Air Nostrum
RAM Royal Air Maroc TAP Air Portugal
IBB Binter Canarias RZO SATA Air Açores
TUI Tui fly SZN Air Senegal
Doc. 8643 Aircraft Type Designators / Aircraft Type Designators
It contains designators for the types of aircraft that are most commonly used by air traffic
services (ATS). This document states the following:
Aircraft type designator for all aircraft heavier than ultra-light.
A designator consists of no more than four characters and is intended primarily for use in flight
plans and associated air traffic services messages.
Only one designator will be assigned for each aircraft type.
MANUFACTURER AND MANUFACTURER AND

DESIGNATOR DESIGNATOR
MODEL OF AIRCRAFT MODEL OF AIRCRAFT
Airbus A-320 A320 Cessna 750 Citation C750
Airbus A-340-600 A346 Embraer EMB 145 E145
Airbus 350 A359 Boeing 787 Dreamliner B788
Antonov An-124 AN24 ATR 76 AT76
Boeing B757-300 B753 Learjet 55 LJ55

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2.2. OTHER INTERNATIONAL ORGANIZATIONS AND ASSOCIATIONS

2.2.1. CANSO (CIVIL AIR NAVIGATION SERVICES ORGANIZATION)
An organization formed in 1998 by air traffic service providers other than the administrations
of the states themselves. Its purpose is to establish an international medium for discussion of
air traffic management and to stimulate cooperation and participation among members and
other interested parties in the aviation community. Its philosophy is aimed at the separation
of the service provider and the regulatory authority.
2.2.2. IATA (INTERNATIONAL AIR TRANSPORT ASSOCIATION)
Created in 1945. Composed of 260 airlines. It is the main international association defending
the interests of airlines (generally scheduled).
Its objectives are:
● Promote and stimulate air transportation and trade.

● To provide a framework for cooperation between air transport companies and the
study of associated problems.
● Cooperate with ICAO and other international organizations.
Its activities:
● Cooperation with International Organizations.

● Traffic studies and forecasts.
● Preparation of manuals (IATA Manuals).
2.2.3. ACI (AIRPORTS COUNCIL INTERNATIONAL)
It was founded in 1970. Its headquarters are in Geneva. It is composed of more than 567
airports and airport authorities from more than 130 countries. Its objectives:
● Develop a common airport policy for member airports worldwide and present it to the
relevant world bodies.
● Promote the exchange of information on technical, financial, commercial,
environmental, marketing, etc. issues.

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2.2.4. IFATCA (INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS

ASSOCIATIONS)
The International Federation of Air Traffic Controllers (IFATCA) is an independent, non-

governmental and non-political professional organization, founded in Amsterdam in October
1961 and legally registered in Switzerland. Its members are national associations of air traffic
controllers, totaling about 90 member associations and 20,000 individual members.
Its objectives are:
● To promote the safety, efficiency and regularity of international air navigation.

● Sponsor and support the creation of legislation and regulations that will increase and
protect the safety of air navigation.
● Promote the federation of Air Traffic Controllers associations worldwide.
● Advise and assist in the safe and orderly development of air traffic control systems.
● Maintain a high level of professional knowledge and efficiency.
● Cooperate with other international organizations.
2.2.5. IFALPA (INTERNATIONAL FEDERATIONS OF AIRLINE PILOTS

ASSOCIATIONS)
The International Federation of Air Line Pilots (IFALPA) was created with the aim of developing
an orderly and safe air transport system and protecting the interests of airline pilots. Its
objectives are:
● To coordinate the activities of airline pilots' associations and provide a means of

expressing their views on technical and professional matters.
● To promote the interests of the profession and to safeguard the individual and
collective rights of its members; to promote support for the legislation in force and to
increase the safety of working conditions.
2.2.6. WMO (WORLD METEOROLOGICAL ORGANIZATION)
The World Meteorological Organization (WMO) is an international organization created in

1950 within the United Nations to ensure and facilitate cooperation between national
meteorological services, promote and unify measurement instruments and observation
methods.
It currently has 191 Member States and Territories.

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WMO is the heir of the former International Meteorological Organization (IMO), founded in
Vienna, Austria in 1873.
WMO is headquartered in Geneva, Switzerland. At the Fourteenth Congress, held in Geneva

in May 2003, the Frenchman Michel Jarraud and the Canadian David Grimes were elected
Secretary General and President, respectively.
The objectives of the organization are:
a) To facilitate worldwide cooperation in establishing networks of stations for

meteorological, hydrological and other meteorologically related geophysical
observations, and to encourage the establishment and maintenance of centers to
provide meteorological and related services.
b) Promote the creation and maintenance of systems for the rapid exchange of
meteorological and related information.
c) Promote standardization of meteorological and related observations and ensure
uniform publication of observations and statistics.
d) Intensify the application of meteorology to aviation, maritime navigation, water
problems, agriculture and other human activities.
e) Promote activities in the field of operational hydrology and pursue close collaboration
between Meteorological and Hydrological Services.
f) To promote research and education in meteorology and, where appropriate, related
subjects, and to cooperate in coordinating the international aspects of such activities.

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3. NATIONAL ORGANIZATIONS
3.1. CIVIL AVIATION AGENCY (AGÊNCIA DE AVIAÇÃO CIVIL, AAC)

The Civil Aviation Agency (AAC) created by Decree-Law No. 28/2004, of July 12, and amended
by Decree-Law No. 31/2009, of September 7, is the regulatory authority for the national civil
aviation sector. AAC is an independent administrative authority, institutionally based, with its
own legal personality, organs, services, staff and assets, and with administrative and financial
autonomy.
The CAA is independent in the performance of its functions, and is not subject to
superintendence or supervision with regard to its regulatory functions, with the exception of
the powers attributed to the Government in matters of policy and management guidelines as
provided by law. Without prejudice to its independence, the CAA shall be attached, for the
purposes of its liaison with the Government, to the Government department responsible for
transport and civil aviation. The member of the Government responsible for transport and
civil aviation shall be in charge of AAC's relations with the Government.
FUNCTIONS
The object of the CAA shall be to carry out the administrative activities of technical and
economic regulation, supervision, and regulation of the civil aviation sector, without prejudice
to the adjacent functions entrusted to it by the respective statutes, namely consultation with
the Government and the National Assembly.
COMPETENCIES
AAC's competencies are defined in Decree-Law 47/2019 of October 27, and are as follows:
• The competence of Economic Regulation (Article 12);

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• The power of Technical Regulation (Article 13);

• The power to Supervise (Article 14);
• The power to regulate (Article 15);
• The Power of Operational Security (Article 16)
• The Power to Secure Civil Aviation against Acts of Unlawful Interference and to
Facilitate Air Transportation (Article 17)
• The Power to Represent the Civil Aviation Sector (Article 18);
• The Sanctioning Competence (Article 19);
• The Consultative Powers (Article 20);
• The Commercial Relationship competence of the operators (Article 21);
• The Competition Jurisdiction (Article 83).
MISSION
To regulate and promote the safe, regular, efficient, and sustainable development of the Civil
Aviation activity in Cape Verde.
VISION
To consolidate itself as a credible authority, recognized by its excellence in performance and

leadership in the development of the sector.
PRINCIPLES
• Legality
• Transparency
• Equity
• Legal Security
• Public interest (social, economic and environmental)
• Values
• We act with Rigor
• We act with Ethics, Transparency and Impartiality
• Our Commitment and Responsibility is to the public interest
• Our Credibility is measured by our actions

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3.2. OTHER NATIONAL ORGANIZATIONS

3.2.1. NATIONAL COMPANY OF AIRPORTS AND AIR SAFETY (EMPRESA
NACIONAL DE AEROPORTOS E SEGURANÇA AÉREA - ASA)
After independence, in 1975, aviation became a major issue in Cape Verde. Until then, and
except for Sal International Airport, all the other airfields were under the TACV's tutelage, and
there was no type of air traffic service provided at these airfields. With the creation of ASA,
these airfields immediately came under its management, with the intention of developing
them, both in terms of infrastructure and in the implementation of traffic services. From 1976
to 1980, Cape Verde developed actions leading to the creation of the Sal Oceanic FIR.
The creation of ASA - Empresa Nacional de Aeroportos e Segurança Aérea - E.P., on February
17, 1984 was a deliberate fact, integrated in a global dynamics of development of a country
that wants a public company dedicated not only to the management of the main airport
infrastructure and aircraft safety in Cape Verde's airspace, but also to the extension of the
national airport network.
The company was renamed ASA - Aeroportos e Segurança Aérea - S.A. as of June 2001, when
it became a Public Limited Company and was governed by the Commercial Companies Code.
However, ASA - E.P. retained all rights and obligations held by ASA - E.P.
Thirty-seven years after its creation, the company has been governed by a firm and
continuous commitment to technological development, modernization of infrastructure and
training of human resources, in order to face the challenges of today with competitiveness,
dynamism and security.
ASA'S MISSION
To efficiently manage the airports and aerodromes of the country and the Flight Information
Region (FIR Oceânica) of Sal, and to contribute to the modernization of the air transport
system and the economic, social and cultural development of the archipelago, connecting
Cape Verde to the world.
ASA'S VALUES
• Quality and safety - rigor, professionalism and zeal in complying with standards.
• Customer orientation - to serve our customers, both internal and external, by
meeting their needs, concerns and expectations, based on a relationship of empathy,
respect and availability.
• Employee development - fostering employees' professional and personal growth.
• Ethics - transparency, loyalty and trust in relations with all stakeholders.

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• Results orientation - proactivity and commitment in the achievement of ambitious

goals, based on an effective use of existing resources.
ASA'S ETHICAL PRINCIPLES
• Professionalism, dedication and spirit of initiative.

• Proactivity, demand, and quality.
• Respect and personal development.
• Collaboration and partnership.
• Strengthening of the corporate image.
• Co-responsibility and integrity.
• Cooperation, dialogue, and sustainable development.
3.2.2. THE AIR NAVIGATION DIRECTORATE (DNA)
Is in charge of ensuring, in accordance with national and international rules and regulations
and under the best conditions of safety and efficiency, the provision of air navigation
services in the Oceanic FIR, as well as in the upper airspace, TMA (Terminal Control Area) of
Sal and in the national airports.
The Air Navigation Directorate is responsible for proposing and implementing the necessary
policies to ensure safe, efficient and quality management of air traffic services in Cape
Verde's airspace, airports and national aerodromes and for coordinating the activities of air
traffic control (ATS), communication, navigation and surveillance (CNS) and aeronautical
information and communications (SGIA) services.
The following services are part of the Air Navigation Directorate:
• Management Support Section;

• Security & Safety Section;
• Technical Studies Section;
• Aeronautical Information Management Service;
• Air Traffic Services (ATS);
• Communication, Navigation and Surveillance Service:
• Radio Aids Systems Maintenance Department - MSRA;
• Communication Systems Maintenance Department - MSC - and ATS.
https://www.asa.cv/navegacao-aerea/

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3.3. SENASA (SERVICES AND STUDIES FOR AIR NAVIGATION AND

AERONAUTICAL SAFETY)
SENASA is a trading company wholly owned by the Spanish State, through the Dirección
General del Patrimonio del Estado, and functionally attached to the Ministry of Public Works.
Its activities include the provision of aeronautical consulting services, technical assistance,
training (in aeronautical safety and control matters) and aircraft maintenance and operation.
SENASA has gained national and international recognition as a reference in Safety and
Environment. It is a SAFA certified center by the Spanish Civil Aviation Authority and a Full
Member TRAINAIR PLUS center recognized by ICAO. In addition, SENASA is certified as an
Initial Training Center for Air Traffic Controllers in the different control services (tower, en-
route and approach), having provided training to more than 1,500 controllers.
On the other hand, obtaining the designation of "Qualified Entity", granted by EASA, enables
SENASA to collaborate with the European Agency in support tasks for the certification of pan-
European air navigation service providers.
SENASA, in its condition of own instrumental means and technical service of the State
Administration and its agencies and public law entities, in accordance with the provisions of
Article 67 of Law 24/2001, of Fiscal, Administrative and Social Order Measures and Article 24.6
of the Royal Legislative Decree 3/2011, of November 14, approving the revised text of the
Public Sector Contracts Act, provides technical assistance and consulting services to the
Directorate General of Civil Aviation (DGAC), the State Aviation Safety Agency (AESA), the
Ministry of Agriculture, Food and Environment (MAGRAMA), the Ministry of Defense and the
Civil Aviation Accidents and Incidents Investigation Commission (CIAIAC), among others, in the
areas of operational and physical safety, air navigation, meteorology, airports, maintenance,
aircraft operation and environment.

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4. SECURITY MANAGEMENT
4.1. SAFETY
The main objective of air traffic management (ATM), within air traffic services, is to ensure the
safe separation of aircraft in the air and on the ground, while maintaining the most efficient
operational and economic conditions.
Safety, as the main "product" of ATM services, is the top priority at ATM.
Safety is defined as "Freedom from unacceptable risk of harm".
Under the Chicago Convention, States are obliged to provide safe air traffic services. At the
same time, existing safety levels need to be improved: the continuing increase in air traffic
means that even if the accident rate remains the same, the number of accidents will increase.
Figure 1.1 explains the relationship between traffic growth, accident rate and absolute
number of accidents.

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Existing safety levels can be improved with the introduction of a safety management system
(SMS).
Safety has already been the subject of management and regulation in many sensitive
industries: chemical, nuclear, transportation, etc. Many ideas and concepts for safety
management and regulation in Air Traffic Management are taken from those industries
adapted and developed for the needs of the ATM system.
In ATM, safety is managed by the air navigation service provider (ANSP). Safety is regulated at
different levels: international (ICAO), regional and national.

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4.2. SAFETY MANAGEMENT SYSTEMS (SMS)

4.2.1. COMPLIANCE OF SAFETY MANAGEMENT SYSTEMS WITH REGULATORY
REQUIREMENTS
The implementation of international standards and requirements, such as ICAO SARPs and
Eurocontrol ESARRs must be approved by the law enacted in each Member State.
ESARR 3 represents a minimum set of regulatory safety requirements at European level, which
are fully compliant with the relevant ICAO standards (and recommended practices).
There should be a state entity, referred to as the "ATM safety regulator" in this document,
that performs, among other things, safety oversight to verify compliance with ESARR 3 (EASA).
4.2.2. GENERAL PRINCIPLES OF SECURITY ORGANIZATIONS
Article 44 of the Chicago Convention already highlighted the importance of safety and
therefore required ICAO to follow three principles in which safety is a top priority:
- To ensure the orderly and safe growth of civil aviation worldwide.

- To meet the world's population's need for safe, regular, efficient and economical air
transportation.
- Promote flight safety in international aviation.
The general safety objective of the ATM strategy for the years 2000+ states that:
"Improve safety levels by ensuring that the number of accidents or serious or hazardous
ATM-induced incidents or incidents does not increase and, where possible, decreases."
All security organizations aim to improve these general principles and adapt them to new job
descriptions, technologies and quality and security implementation tools that are
continuously being developed in order to identify and correct any behavior that may affect
security (threat).
Recently approved changes to several annexes to the Chicago Convention

(http://www.skybrary.aero/index.php/Chicago_Convention) introduce harmonized
requirements for the implementation and operation of safety management systems (SMS,
Safety Management Systems).
(http://www.skybrary.aero/index.php/Safety_Management_System) by aircraft operators

and aviation service providers. Within the SMS organizational framework, operators/service

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providers "shall develop and maintain a formal process to effectively collect, record and act
upon and generate responses to threats to operations based on a combination of reactive,
proactive and predictive methods of safety data collection."
One of the key points lies in the implementation of safety systems at a comprehensive level
within the organizations responsible for the provision of HTM services (training, engineering,
controllers, legislators, etc.).
4.2.3. SMS DESCRIPTION
An SMS is a management system used to manage all aspects of safety throughout the
organization. It provides a systematic way of identifying hazards and controlling risks, while
ensuring that these risk controls are effective. An SMS has been defined as: "a business
approach to safety". It is a systematic, explicit and comprehensive process for managing safety
risks. As with all management systems, a safety management system provides for goal setting,
planning and performance measurement. An SMS is embedded in the structure of an
organization. It becomes part of the culture, a way people do their jobs.
Every industry has various reasons for adopting an SMS. For example, the overall aviation
accident rate has been relatively flat for nearly 30 years. If growth projections for air transport
are realized, there will be a major aviation accident every week in the future, and the industry
will suffer an increasing number of serious accidents in the coming years. If the current system
can no longer improve passenger safety, it makes sense to develop new systems.
Safety management systems drive cross-functional cooperation in anticipation of continuous

safety improvement.
ICAO has recommended that all aviation authorities implement SMS regulatory structures.
The organization has provided resources to assist with implementation, including the ICAO
Safety Management Manual (1 ).
4.2.4. COMPONENTS OF AN OPERATIONAL SAFETY MANAGEMENT SYSTEM
Implementation of security management
Safety management must be implemented at all levels of the organization. At a minimum, the
implementation of safety management shall comply with ICAO standards.
The implementation of security management involves:
1
(http://www.icao.int/anb/safetymanagement/Documents.html).

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a) A formal statement of the organization's security policy.

b) A documented security management system and organizational structure to
support the implementation of the security policy.
c) Means to ensure the effectiveness of the implementation of safety management
in each unit or department of the organization.
Security policy
The safety policy is a public commitment of the organization to safety. It consists of a series
of statements that define the basic approach to safety management. The statements explain
what ANSP wants to achieve in terms of safety.
The safety policy is at least compliant with ICAO provisions. The titles safety policy statements
are listed below:
a) Security management.
b) Responsibility for safety.
c) Safety priority.
d) The safety objective of air navigation services.
e) Implementation of security management.
Security management
Air navigation service providers participating in the EATMP program must adopt a formal,
explicit and proactive approach to the systematic management of safety in the navigation
services they provide.
Responsibility for safety
Each person has an individual responsibility for his or her own actions and managers are
accountable for the safety performance of their organizations.
Safety priority
Achieving a satisfactory level of safety in air navigation services must have the highest priority
over commercial, operational, environmental or social pressures.

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The Air Navigation Services safety objective
In providing a service, the primary safety objective is to minimize the contribution of air
navigation services to the risk of accident as far as reasonably possible.
Principles of safety management
The safety management principles reflect best safety practices. They define how an ANSP will
implement its security policy:
a) Achieving safety (how to achieve high safety standards).

b) Safety assurance (confirmation that risks are managed).
c) Safety promotion (communication of safety-related aspects and promotion of a
safety improvement culture).
An SMS must include the following components:
● Safety occurrences: Operational or technical occurrences of the air navigation system

that are considered to have significant safety implications shall be investigated
immediately for corrective action.
● Safety objectives and requirements: Safety objectives and safety requirements should
be specified for all systems and their components. Whenever possible, quantitative
safety levels should be obtained and maintained.
● System safety assessment process and documentation: All new systems and changes
to operating systems should be assessed for their safety significance. The assessment
should address all three types of system components: people, procedures and
equipment.
● External services: The air navigation service provider shall control the service provision
processes and/or products of the organization.
● Safety Assurance. Requires the following:
═ Safety Surveys: Safety surveys should be routinely conducted for:
a) Recommend improvements where needed.

b) Provide assurance to managers about the safety of activities in their areas
of responsibility.
c) Confirm compliance with applicable parts of your safety management
systems.
═ Safety monitoring: Methods should be established to detect changes in systems or

operations that control whether any element is approaching a point where
acceptable safety standards can no longer be met and corrective action should be
taken.

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═ Safety records: Safety records should be maintained as evidence of the ability to

provide safe services.
═ Safety promotion, which includes:
- Dissemination of lessons: Lessons derived from security incident

investigations and other security activities should be disseminated widely
within units and transferred up the management chain to enable wider
dissemination to other units or departments.
- Safety improvement: All personnel should be actively encouraged to
propose solutions to identified risks. Changes should be made to improve
safety when the need is identified.
A security organization
To ensure the long-term success of the safety management system, it is necessary to establish
the ANSP organization in such a way that the safety manager is supported by a safety
department. An organization set up in this way is referred to as a "security organization".
Security Manager
The safety officer is responsible for the development and maintenance of an organization-
wide safety management system. He/she shall be responsible for any deficiencies in the safety
management system, but shall not be responsible for the safety performance of the
organization.
The safety officer is responsible for managing all aspects of the operation of the safety
management system. This includes ensuring that safety documentation accurately reflects the
environment, monitoring the effectiveness of corrective actions, providing periodic reports on
operational safety performance, and providing independent advice to senior management
and other officials on operational safety matters.
The safety manager reports directly to the top management of the organization. This is a
position that needs a high level of authority to be effective and needs to be seen as deserving
of a high level of importance and support from senior management. Establishing that the
safety manager reports directly to senior management will demonstrate that safety has an
equivalent level of importance in the decision making process as other divisions.
Security Department
Depending on the size of the organization, the security department could be, for example:

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a) In large organizations, an independent department, created specifically within the

organization, or a unit integrated within an existing department (e.g., the Quality
department).
b) In small organizations, it could be a specific person within the ATS Unit.
Safety committee and safety groups
The purpose of safety committees and safety groups is to provide forums, at different levels
within the organization, to discuss issues related to the safety performance of the organization
and the health of the safety management system.
A safety committee shall be established at senior management level, as well as a safety group
at a lower level.
The members of the safety committee are the safety officer and other senior managers. The
purpose of the safety committee is to make recommendations on safety policy decisions and
to review the results and recommendations received from safety surveys and incident
investigations.
On the other hand, the purpose of a safety group is to provide a forum of experts for the
development or review of safety management procedures, initiate safety promotion
programs and review safety improvement proposals. Depending on the size and complexity
of the organization, more than one safety group could be established.
The organization's safety management manual shall document the terms of reference of the
safety officer, safety department, committee and group.
Having discussed the role of the SMS in an air navigation service provider (ANSP), the following
will detail its impact on the air traffic controller and what mechanisms can be used to assess
whether an SMS is functioning properly.
4.2.5. IMPACT OF SAFETY REGULATIONS ON THE CONTROLLER
As "personnel responsible for safety-related tasks within the provision of ATM services",
controllers have to comply with ICAO SARPs (Annex 11):
- Requirements to be applied by the designated authority.

- Requirements to be applied by the air navigation service provider.
- Requirements to be applied by individual personnel (air traffic controllers, engineers,
etc.).

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4.2.6. SAFETY ASSESSMENT METHODOLOGY
The objective of this requirement is to ensure that threats associated with hazards in the on-
board and ground components of the ATM system are systematically and formally identified,
assessed and managed within safety levels that, at a minimum, meet those approved by the
safety regulatory authority.
It is based on a process of hazard identification, risk assessment and mitigation that includes:
- Determination of the scope, boundaries, functions and interfaces of the constituent

part under consideration, as well as its operating environment (SHELL model).
- Identification of credible threats, failures and their combined effects.
- Verification of all identified safety objectives and safety requirements.
- Collect and document the results, associated rationale and evidence to demonstrate
that the constituent part being examined, as well as the ATM system in general, are
and will continue to be of a tolerable level of safety.

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5. RULES AND REGULATIONS
5.1. UNITS OF MEASUREMENT

Units of measurement to be used in air and ground operations.
Introductory note: ICAO Annex 5 contains standards for the use of a standardized system of
units of measurement in international civil aviation air and ground operations. This standard
system of units of measurement is based on the International System of Units (SI), and on
certain units which do not belong to that system, but whose use is considered necessary to
meet the special needs of international civil aviation.
5.1.1. UNITS SI
The International System of Units, prepared and updated by the General Conference on
Weights and Measures (CGPM), is used as the standard system of units of measurement in all
aspects of international civil aviation air and ground operations.
The International System of Units is a complete and coherent system comprising three classes
of units:
a) Fundamental units.
b) Supplementary units.
c) Derived units.
The SI is based on seven units for seven independent dimensions, listed in Table 1. The major
advantage of the SI is that there is only one unit for each physical quantity - the meter for
length, the kilogram (instead of the gram) for mass, the second for time, and so on. From these
elementary or fundamental units, the units for all other mechanical quantities are derived.

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Table 1. SI fundamental units
Magnitude Unit Symbol

Amount of material Mol Mol
Electric current Ampere A
Luminous intensity Candela Cd
Length Metro M
Mass Kilogram Kg
Thermodynamic temperature Kelvin K
Weather Second S
The SI supplementary units are listed in Table 2 and can be considered as fundamental units
or as derived units.
Table 2. Supplementary SI units
Magnitude Unit Symbol

Flat angle Radian Rad
Solid angle Steradian Mr.
SI derived units are formed by combining fundamental units, supplementary units and other
derived units, according to the algebraic relationships between the corresponding quantities.
These derived units are determined by simple relationships such as: velocity equals rate of
variation of distance; acceleration equals rate of variation of velocity; force equals mass times
acceleration; work or energy equals force times distance; power equals work done in the unit
of time, and so on. Some of these units have a compound name, for example, meter per
second in the case of velocity; others have a special name, such as newton (N) for force, joule
(J) for work or energy, watt (W) for power, etc.
5.1.2. PREFIXES
The prefixes and symbols listed in Table 3 are used to compose the names and symbols of the
decimal multiples and submultiples of SI units.
Note 1: The term "SI Units", as used here, includes both basic and derived units, as well as
multiples and submultiples thereof.
Note 2: See Attachment B of ICAO Annex 5 for instructions on the general application of
prefixes.

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Table 3. SI Unit Prefixes
FACTOR BY WHICH THE UNIT

PREFIJO SYMBOL
MULTIPLY THE UNIT BY
1 000 000 000 000 000 000 = 1018 EXA E
1 000 000 000 000 000 = 1015 PETA P
1 000 000 000 000 = 1012 TERA T
1 000 000 000 = 109 GIGA G
1 000 000 = 106 MEGA M
1 000 = 103 KILO K
100 =102 HECTO H
10 =101 DECA Da
0,1 =10-1 DECI D
0,01 =10-2 CENTI C
0,001= 10-3 MILI M
0,000 001=10-6 MICRO Μ
0,000 000 001=10-9 NANO N
0,000 000 000 001=10-12 PICO P
0,000 000 000 000 001=10-15 FEMTO F
0,000 000 000 000 000 001=10-18 ATTO A
5.1.3. NON-SYSTEM UNITS SI
5.1.3.1. OF PERMANENT USE TOGETHER WITH THE SYSTEM SI
The non-SI units listed in Table 4 shall be used either in place of or as an alternative to SI units
as primary units of measurement, but only as specified in ICAO Annex 5 (Chapter 3, Table 3-
4).

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Table 4. Non-SI units for permanent use in conjunction with the SI system
SPECIFIC QUANTITIES
(FROM TABLE 3-4 DEFINITION (IN TERMS OF
UNIT SYMBOL
CHAPTER 3 OF ANNEX 5 UNITS IF)
OF OACI)
Grade ° 1° = (Π/180) rad

Flat angle Minute ΄ 1΄=(1/60)° = (Π/10800) rad
Second ˝ 1˝= (1/60)΄ = (Π/648000) rad.
Mass Metric Tons t 1t = 103 kg
Degree
Temperature °C 1 °C unit = 1 K* unit
Celsius
Minute min 1 min = 60 s
Time h 1 h = 60 min = 3600 s
Weather Day d 1 d = 24 h = 86400 s
Week,
- -
month, year
Volume Liter L 1 L = 1 dm3 = 10-3 m3
* For conversion see ICAO Annex 5, Attachment C, Table C-2.
5.1.3.2. OTHER UNITS TEMPORARILY ALLOWED ON AN OPTIONAL BASIS
The temporary use of the non-SI units of measurement listed in Table 5 is permitted, but only
for the quantities listed in ICAO Annex 5 (Chapter 3, Table 3-4).
Table 5. Units whose use is temporarily allowed on an optional basis in conjunction with the
SI system
SPECIFIC QUANTITIES (FROM

DEFINITION (IN TERMS
TABLE 3-4 CHAPTER 3 OF ANNEX 5 UNIT SYMBOL
OF UNITS IF)
OF OACI)
Nautical
Distance (longitudinal) NM 1 NM = 1 852 m
mile
Distance (vertical)* Foot ft 1 ft = 0.304 8 m
Speed Knot kt 1 kt = 0.514 444m/s
* altitude, height, elevation, vertical velocity.

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Note: The non-SI units listed in Table 5 have been temporarily retained for use as optional
units, due to their wide dissemination and to avoid potential safety issues that could arise due
to the lack of international coordination regarding the termination of their use. The
termination date for these units has not yet been set.
5.1.3.3.3. APPLICATION OF SPECIFIC UNITS
The application of units of measurement for certain quantities used in international civil
aviation air and ground operations shall be in accordance with those prescribed by ICAO in
Annex 5 (Chapter 3, Table 3-4). Because of their direct operational interest, a small selection
of specific units of measurement is shown in the following table.
Table 6. Normal application of the specific units of measurement
OPTIONAL UNIT
PRIMARY UNIT
MAGNITUDES
NOT RELATED TO IF
(SYMBOL)
(SYMBOL)
Visual range on the runway Meters (m) -
Altitude Meters (m) Feet (ft)
Height Meters (m) Feet
Wind direction (for landing and
Magnetic degrees (°) -
take-off)
Wind direction (except for
Geographic degrees (°) -
landing and take off)
Distance (long, generally beyond
Kilometers (km) Sea miles (NM)
4000 meters))
Distance (short) Meters (m) -
Frequency Hertz (Hz) -
Luminous intensity Candela (cd)
Degree (°) - minute (') -
Geographic latitude/longitude -
second ('').
Length Meters (m) Feet (ft)
Track length Meters (m) -
Mass Kilograms (kg)
Atmospheric pressure HectoPascals (hPa) -
Altimeter adjustment HectoPascals (hPa) -
Temperature Degrees Celsius (°C)
Second (s), minute (min),
Weather hour (h), day (d), week, -
month, year.

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OPTIONAL UNIT
PRIMARY UNIT
MAGNITUDES
NOT RELATED TO IF
(SYMBOL)
(SYMBOL)
Visibility (if less than 5km can be
Kilometers (km) -
indicated in meters)
Speed Meters per second (m/s) Knot (kt)
Wind speed Kilometers per hour (km/h) Knot (kt)
Relative speed (in flight
operations, relative speed is
Kilometers per hour (km/h) Knot (kt)
sometimes expressed by Mach
Number).
Ground speed Kilometers per hour (km/h) Knot (kt)
Vertical speed Meters per second (m/s) Feet per minute (ft/min)
5.1.3.4. RULES FOR WRITING UNIT SYMBOLS
Unit symbols
A. Unit symbols should be printed in round type (vertical) regardless of the typeface used
in the rest of the text.
B. Unit symbols are not modified in the plural and are not accompanied by a point, except
at the end of a sentence.
C. Unit symbols expressed in letters are written in lower case (cd), unless the unit name
is derived from a proper name, in which case the first letter of the symbol is capitalized
(W, Pa). The prefix and unit symbols retain their indicated form, regardless of the
typography used in the text.
D. Except for the exception noted below, in the complete expression of a quantity, a
space should be left between the numerical value and the unit symbol. (For example,
write 35 mm, not 35mm).
E. Exception: No space is left between the numerical value and the symbols indicating
degree, minute and second of plane angle, nor in degrees Celsius.
F. No space is left between the prefix and the unit symbols.
G. Symbols, not abbreviations, should be used for units. For example, use "A", not "amp"
to indicate ampere.

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Names
A. Unit names that are not abbreviated are written as if they were common names.
Therefore, the first letter of a unit name is not capitalized, except at the beginning of
a sentence or in a text written entirely in capitals, e.g., a title, even if the unit name is
derived from a proper name and is therefore represented by a capitalized symbol (see
4.1.C). For example, normally write "newton" and not "Newton", even if the symbol is
N.
B. When required by grammatical rules, plurals are used, which are formed regularly. For
example, henrios instead of henrio. However, there are some units whose names are
invariable in the plural, for example "lux" or "siemens".
C. No space or hyphen is left between the prefix and the unit name.
Numbers
A. The preferred decimal sign is a comma (in other languages a period on the line is
preferred and accepted). When writing numbers less than the unit, a zero must be
placed before the decimal sign (e.g. 0.301).
B. Commas and periods should not be used to separate digits. Instead, digits should be
separated by groups of three, left and right from the decimal point/comma, leaving a
small space. For example: 73 655 or 7 281 or 2, 567 321 or 0, 133 47
C. The multiplication sign for numbers is either a cross (X) or a period at half height. (In
other languages, however, if the period at half height is used as the multiplication sign,
the period should not be used as the decimal sign).
5.1.3.5. UNIVERSAL TIME COORDINATED (UTC)
All time measurements are based on the duration of the sun's apparent rotation. However,
this is a variable quantity that depends, among other things, on where the measurement is
made on the earth. The average value of that duration, based on measurements made at
various locations on the earth, is known as Universal Time. There is a different time scale
based on the definition of the second and known as International Atomic Time (IAT). The
combination of these two scales results in Coordinated Universal Time (UTC), which consists
of IAT adjusted as necessary by leap seconds until a good approximation (always less than 0.5
seconds) to Universal Time is obtained.
Universal Time Coordinated (UTC) has replaced Greenwich Meridian Time (GMT) as the
accepted international standard for setting time. It is the basis in many States for setting civil
time and is also used worldwide for time signal broadcasts used in aviation. Agencies such as
the General Conference on Weights and Measures (GCWM), the International Radio
Consultative Committee (IRCC) and the World Administrative Radio Conference (WARC)
recommend the use of UTC.

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5.1.3.6. DISPLAY OF THE DATE AND TIME IN NUMERICAL FORM ONLY
Note: Detailed procedures for writing the date and time in exclusively numerical form are
described in the International Organization for Standardization (ISO) Standards 2014 and
3307.
Presentation of the date
A. The order to be followed is year-month-day. The elements that make up the date
should be:
B. Four digits to represent the year, but if there is no confusion it is allowed to omit the
two digits that represent the thousands and hundreds.
a. Two digits to represent the month.
b. Two digits to represent the day.
C. When it is deemed necessary to separate elements to facilitate visual comprehension,
the only separation to be used is a space or hyphen. For example, August 25, 2018 may
be written in the following ways:
a. 20220825 or 220825; or
b. 2022-08-25 or 22-08-25; or
c. 2022 08 25 ó 22 08 25.
Note: it is important to remember that this sequence (ISO) should only be used when using a
fully numerical presentation. Presentations using a combination of figures and words can still
be used if necessary (e.g. August 25, 2022).
Presentation of the hour
A. The sequence should be hours - minutes - seconds. Within the 24-hour time system,
the time should be represented by two digits extending from 00 to 23, and these may
be followed by either a decimal fraction of the hour or the number of minutes and
seconds. When the time is presented by means of a decimal number, a normal decimal
separator element should be used, followed by the number of digits necessary to
provide the required accuracy.
B. Like the hour, the minutes must be represented by two digits from 00 to 59, followed
by a decimal fraction of a minute or the number of seconds.
C. Seconds should be represented by two digits from 00 to 59, followed, if necessary, by
a decimal fraction of a second.
D. When it is necessary to facilitate visual compression, a colon (:) should be used to
separate the hours from the minutes and the minutes from the seconds. For example,
3 hours 20 minutes and 18 seconds in the afternoon could be expressed as follows:
a. 152018 or 15:20:18 in hours, minutes and seconds; or

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b. 1520.3 or 15:20.3 in hours, minutes and decimal fraction of a minute; or

c. 15.338 in hours and decimal fraction of an hour.
Time in the ATS
A. The ATS Units shall be equipped with clocks indicating hours, minutes and seconds,
clearly visible from each work station. These ATS Units shall use the Universal Time
Coordinated (UTC) and express it in hours and minutes and, when required, in seconds
of the 24-hour day beginning at midnight.
B. The clocks of ATS units and other timekeeping devices shall be checked as necessary
to ensure that they are accurate to within plus or minus 30 seconds of UTC. Where an
ATS unit uses data link communications, clocks and other time recording devices shall
be verified as necessary to provide accurate time to within one second of UTC. The
accurate time shall be obtained from a standard station, or if this is not possible, from
another unit that has obtained the accurate time from that station.
C. It shall be checked the hour before the beginning of a controlled flight and at any other
time during the flight as required. This verification is normally carried out with an ATS
unit, unless otherwise agreed by the operator or the competent ATS authority.
D. Control towers will give the pilot the exact time before the aircraft starts taxiing, unless
arrangements have been made for the pilot to obtain it from another source. In
addition, ATS units will give accurate time to aircraft whenever requested to do so. In
all cases the time transmission will be rounded to the nearest whole minute.

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5.2. LICENSES AND ATC CERTIFICATES

The technical requirements and administrative procedures relating to air traffic controller
licenses and certificates are set out in ICAO Anexx 1 (point 4.4)
The following is an excerpt of the most relevant aspects of this regulation regarding ATC
licenses and certificates.
5.2.1. OBJECT AND SCOPE OF APPLICATION
This Regulation establishes detailed rules on:
a) The conditions for the issuance, suspension and revocation of the licenses of air traffic
controllers and student air traffic controllers, the associated ratings and endorsements, as
well as the attributions and responsibilities of their holders.
b) The conditions for the issuance, limitation, suspension and revocation of the medical
certificates of air traffic controllers and student air traffic controllers, as well as the
attributions and responsibilities of their holders.
c) Certification of aeronautical medical examiners and aeronautical medical centers for air
traffic controllers and student air traffic controllers.
d) Certification of air traffic controller training organizations.
e) The conditions for validation, revalidation, renewal and use of such licenses,
authorizations, endorsements and certificates.
These Regulations shall apply:
1) To persons and organizations involved in the licensing, training, testing, verification and
medical examination and evaluation of applicants in accordance with these Regulations.

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5.2.2. LICENSES, RATINGS AND ENDORSEMENTS
5.2.2.1. STUDENT AIR TRAFFIC CONTROLLER'S LICENSE
a) Holders of a student air traffic controller license shall be authorized to provide air traffic
control services in accordance with the ratings and rating endorsements contained in
their license under the supervision of an on-the-job training instructor and to receive
training for the rating endorsements.
b) A person applying for the issuance of a student air traffic controller license shall:
1. Be twenty one years of age or older.

2. Have successfully completed initial training at a training organization that meets
the requirements set forth for the rating and rating endorsement.
3. Be in possession of a valid medical certificate complying with the requirements
in ICAO Annex 1, chapter 6.
4. Have demonstrated an adequate level of language proficiency in accordance
with the requirements set forth in ICAO Annex 1, Appendix 1.
c) The student air traffic controller license shall contain the linguistic endorsement and at
least one rating and, if applicable, one rating endorsement.
d) The holder of a student air traffic controller license who has not commenced exercising
the privileges of that license within one year of its date of issue, or has interrupted its
exercise for a period of more than one year, may only commence or continue unit training
for that rating after a pre-competency assessment, to be conducted by a training
organization which is certified to provide initial training for the rating, as to whether
he/she continues to meet the requirements of that rating, and after fulfilling any training
requirements resulting from that assessment.
5.2.2.2. AIR TRAFFIC CONTROLLER LICENSE
a) Holders of an air traffic controller license shall be authorized to provide air traffic control
services in accordance with the ratings and rating endorsements on their license and to
exercise the privileges of the endorsements contained therein.
b) The privileges of an air traffic controller license shall include those of the student air traffic
controller license.
c) Applicants for the first issuance of an air traffic controller license shall:
1. Be in possession of a student air traffic controller license.

2. Have completed a unit annotation course and passed the corresponding
examinations and assessments.
3. Be in possession of a valid medical certificate.
4. Have demonstrated an adequate level of language proficiency.

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d) The air traffic controller license shall be validated by the inclusion of one or more ratings
and the corresponding rating, language proficiency and unit endorsements for which the
training has been passed.
e) The holder of an air traffic controller license who has not commenced exercising the
privileges of any rating within one year of its date of issue may only commence unit
training for that rating after a pre-competency assessment, to be conducted by a training
organization that is certified to provide initial training for the rating, as to whether it
continues to meet the requirements of that rating, and after fulfilling any training
requirements arising from that assessment.
5.2.2.3. AIR TRAFFIC CONTROLLER RATINGS
a) Licenses shall contain one or more of the following qualifications in order to indicate the
type of service the licensee is authorized to provide:
1. The visual aerodrome control rating (ADV), which indicates that the licensee is
qualified to provide air traffic control services to traffic at an aerodrome that has no
published instrument approach or departure procedures.
2. The aerodrome control instrument rating (ADI), which indicates that the licensee is
qualified to provide air traffic control services to traffic at an aerodrome that has
published instrument approach or departure procedures.
3. The procedural approach control rating (APP), which indicates that the licensee is able
to provide air traffic control services to arriving, departing or transiting aircraft without
the use of surveillance equipment.
4. The approach control surveillance rating (APS), which indicates that the licensee is able
to provide air traffic control services to arriving, departing or transiting aircraft using
surveillance equipment.
5. The procedural area control rating (ACP), which indicates that the licensee is able to
provide air traffic control services to aircraft without the use of surveillance
equipment.
6. The area control surveillance rating (ACS), which indicates that the licensee is qualified
to provide air traffic control services to aircraft using surveillance equipment.
b) The owner of a rating who has interrupted the exercise of privileges associated with that
rating for a period of four or more immediately preceding consecutive years may only
commence unit training for that rating after assessment of prior competence, to be
carried out by a training organization certified to provide training for the rating, as to
whether the person concerned continues to meet the requirements of that rating, and
after fulfilling any training requirements arising from that assessment.

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5.2.2.4. QUALIFICATION RATINGS
a) The aerodrome control instrument rating (ADI) shall include at least one of the following
endorsements:
1. The air control endorsement (AIR), which indicates that the licensee is qualified to
provide air control to traffic flying in the vicinity of an aerodrome and on a runway.
2. The Ground Movement Control (GMC) endorsement, which indicates that the
licensee is qualified to provide ground movement control.
3. The Tower Control Rating (TWR) endorsement, which indicates that the licensee is
eligible to provide aerodrome control services; the TWR endorsement includes the
privileges of the AIR and GMC endorsements.
4. The Ground Movement Surveillance (GMS) endorsement, granted as a
complement to the ground movement control or control tower endorsements,
indicates that the licensee is able to provide ground movement control with the
assistance of airport surface movement guidance systems.
5. The aerodrome radar control endorsement (RAD), granted in addition to the air
traffic control or control tower endorsements, indicates that the licensee is able to
provide aerodrome control with the aid of surveillance radar equipment.
b) The approach control surveillance (APS) rating may include one or more of the following
annotations:
1. The Precision Approach Radar (PAR) endorsement, which indicates that the
licensee is capable of performing ground-directed precision approaches using
precision radar equipment for aircraft on final approach to the runway.
2. The Surveillance Radar Approach Annotation (SRA), which indicates that the holder
is capable of performing ground-directed non-precision approaches using aircraft
surveillance equipment on final approach to the runway.
3. The terminal control notation (TCL), which indicates that the licensee is eligible to
provide air traffic control services using any surveillance equipment to aircraft
operating in a given terminal area and/or adjacent sectors.
c) The procedural area control rating (ACP) may carry the oceanic control notation (OCN),
which indicates that the licensee is eligible to provide air traffic control services to aircraft
operating in an oceanic control area.
d) The area surveillance control rating (ACS) may bear one of the following annotations:
1. The terminal control notation (TCL), which indicates that the licensee is eligible to
provide air traffic control services using any surveillance equipment to aircraft
operating in a specific terminal area or adjacent sectors.
2. The oceanic control notation (OCN), which indicates that the licensee is eligible to
provide air traffic control services to aircraft operating in an oceanic control area.

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5.2.2.5. UNIT ENDORSEMENTS
a) The unit endorsement authorizes the licensee to provide air traffic control services to a
specific sector, group of sectors or jobs under the responsibility of an air traffic services
unit.
b) Applicants for a unit endorsement shall have successfully completed a unit endorsement
course.
c) For air traffic controllers providing air traffic control services to aircraft conducting flight
tests, the competent authority may establish additional requirements to be complied
with.
d) Unit endorsements shall be valid for a period defined in the unit training plan. This period
may not exceed three years.
e) The period of validity of unit endorsements for initial issuance and renewal shall
commence no later than 30 days from the date on which the evaluation is satisfactorily
completed.
f) Unit endorsements will be revalidated if:
1. The applicant has been exercising the powers of the license for a minimum number
of hours as defined in the unit training plan.
2. The applicant has completed refresher training within the validity period of the
unit notation in accordance with the unit training plan.
3. The applicant's competence has been assessed in accordance with the unit training
plan no later than three months prior to the expiration date of the unit notation.
g) Unit annotations shall be revalidated, provided that the requirements set forth in letter
g) are met, in the period of three months immediately preceding their expiration date. In
such cases, the period of validity shall be counted from said expiration date.
h) If the unit endorsement is revalidated before the period indicated in letter h), its period
of validity shall begin no later than 30 days from the date on which the assessment was
passed, provided that the requirements of letter g), points 1 and 2 are also met.
i) If the validity of a unit endorsement expires, the licensee must successfully complete the
unit endorsement course in accordance with the requirements set forth in Part ATCO,
Subpart D, Section 3, in order to renew the endorsement.
5.2.2.6. UNIT TRAINING PLAN
a) Unit training plans shall be established by the air navigation service provider and approved
by the competent authority. They shall include at least the following elements:
1. The validity of the unit endorsement.

2. The maximum continuous period during which the powers of a unit notation are
not exercised during its validity; this period may not exceed 90 calendar days.
3. The minimum number of hours to exercise the unit notation privileges within a
defined period of time, not to exceed 12 months. For on-the-job training
instructors exercising the OJTI notation privileges, the time spent in instruction will

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count toward the maximum 50% of the hours required to revalidate the unit
notation.
4. Procedures for cases in which the licensee does not comply with the requirements
set forth in paragraphs a), items 2 and 3.
5. Processes for assessing competence.
6. Processes for the examination of the theoretical knowledge and understanding
necessary to exercise the attributes of the ratings and endorsements.
7. Processes for determining topics and subtopics, objectives and methods of
continuing education training.
8. The minimum duration and frequency of refresher training.
9. Processes for the review of theoretical knowledge and/or assessment of practical
skills acquired during conversion training, including passing scores on exams.
10. Processes in the event of failure to pass an examination or evaluation, including
appeal procedures.
11. Qualifications, roles and responsibilities of instructors.
12. Procedure to ensure that practical instructors have practiced the instructional
techniques in the procedures on which they are to instruct.
13. Procedures for the declaration and management of cases of provisional inability to
exercise the privileges of a license, as well as for informing the competent
authority.
14. Definition of the specific records to be kept of ongoing training and evaluations.
15. Process and rationale for reviewing and revising the unit training plan and
submitting it to the competent authority. The review of the unit training plan shall
be conducted at least once every three years.
b) Air navigation service providers shall keep records of the hours that each licensee has
exercised the privileges of his unit notation by working in sectors, groups of sectors
and/or working positions in the ATC unit and shall provide such data to the competent
authorities and the licensee upon request.
c) Air navigation service providers shall ensure that mechanisms are in place to ensure fair
treatment of licensees whose validity of endorsements cannot be extended.
5.2.2.7. LANGUAGE PROFICIENCY ANNOTATION
a) Air traffic controllers and student air traffic controllers may not exercise the privileges of
their licenses unless they hold a valid language proficiency endorsement in English and,
where applicable, in languages required by the Member State for safety reasons in the
ATC unit as published in the Aeronautical Information Publications. The language
proficiency endorsement shall indicate languages, proficiency levels and expiration dates.
b) Language proficiency shall be determined in accordance with the rating scale set forth in
Appendix 1 of Annex I.
c) The applicant for any language proficiency endorsement shall demonstrate, in accordance
with the rating scale referred to in b), at least an operational level of language proficiency
(level four). To this end, the applicant shall:

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1. Communicate effectively in non-eye contact (telephone/radiotelephone) and face-

to-face situations.
2. Communicate accurately and clearly on common, concrete, work-related topics.
3. Use appropriate communication strategies to exchange messages and to recognize
and clarify misunderstandings in a general or work context.
4. Handle successfully and with relative ease linguistic challenges that may create a
complication or an unpredictable turn of events in the context of a routine work
situation or a communicative task with which they are already familiar.
5. Speak in a dialect or with an accent that is understandable to the aviation
community.
d) Notwithstanding point (c), an air navigation service provider may require an advanced
level (level five) on the language proficiency rating scale set out in Appendix 1 to Annex I
when the operational circumstances of a particular rating or endorsement require a
higher level of language proficiency for imperative safety reasons. Such a requirement
shall be proportionate, non-discriminatory, transparent and objectively justified by the
air navigation service provider wishing to apply the higher proficiency level and shall be
approved by the competent authority.
e) Language proficiency must be demonstrated by a certificate attesting to the result of the
evaluation.
5.2.2.8. VALIDITY OF THE LANGUAGE PROFICIENCY ANNOTATION
a) The validity of the language proficiency score, depending on the level determined in
accordance with Appendix 1 of Annex I, shall be:
1. For the operational level (level four), three years from the date of the evaluation.
2. For the advanced level (level five), six years from the date of the evaluation.
3. For the expert level (level six):
a. Nine years from the date of the English language assessment.

b. Unlimited for any other language listed in ATCO.B.030(a). b) The validity
period of language proficiency endorsements for initial issuance and
renewal shall begin no later than 30 days from the date the language
proficiency evaluation is passed.
b) Language proficiency endorsements shall be revalidated upon passing the language

proficiency assessment to be carried out within the three months immediately preceding
their expiration date. In such cases, the new period of validity shall be counted from that
expiration date.
c) If the language proficiency endorsement is revalidated before the period indicated in
letter b), its period of validity must begin no later than 30 days from the date on which
the language proficiency assessment is passed.
d) If the validity of a language proficiency endorsement expires, the licensee must pass a
language proficiency evaluation in order to have the endorsement renewed.

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5.2.2.9. ASSESSMENT OF LINGUISTIC COMPETENCE
a) The demonstration of linguistic proficiency shall be made through an assessment method

approved by the competent authority, which shall contain:
1. The process by which the evaluation is carried out.

2. Qualification of the evaluators.
3. The appeal procedure.
b) Language testing agencies shall comply with the requirements established by the
competent authorities.
5.2.2.10. LANGUAGE TRAINING
a) Air navigation service providers shall provide language training to maintain the level of
language proficiency required for air traffic controllers a:
1. Holders of a language proficiency notation at the operational level (level four).

2. Licensees who do not have the possibility to apply their skills on a regular basis in
order to maintain their language skills.
b) Language training may also be offered in the form of continuing training.

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5.2.3. REQUIREMENTS FOR MEDICAL CERTIFICATES
5.2.3.1. MEDICAL CERTIFICATES
a) Applicants for and holders of an air traffic controller or student air traffic controller license
must possess a Class 3 medical certificate.
b) Licensees may not, at any time, be in possession of more than one medical certificate
issued in accordance with this part.
5.2.3.2. REQUEST FOR A MEDICAL CERTIFICATE
a) Applications for medical certificates shall be submitted in the format established by the
competent authority.
b) Applicants for a medical certificate must submit to the AeMC or AME:
1. A document that proves your identity.

2. A signed statement indicating:
i) The medical data included in your medical record.

ii) Whether they have previously applied for a medical certificate or undergone
an aeronautical medical examination to obtain a medical certificate and, if so,
by whom and with what result.
iii) If they have ever been rated as unfit, or if their medical certificate has been
suspended or revoked.
c) When applying for revalidation or renewal of the medical certificate, applicants must
submit to the AeMC or AME the most recent medical certificate prior to the
corresponding aeronautical medical examinations.
5.2.3.3. ISSUANCE, REVALIDATION AND RENEWAL OF MEDICAL CERTIFICATES
a) A medical certificate will only be issued, revalidated or renewed when the necessary
aeronautical medical examinations and evaluations have been completed and the
applicant has been assessed as fit.
b) Initial issuance. Class 3 medical certificates will be issued by an AeMC.
c) Revalidation and renewal. Class 3 medical certificates shall be revalidated or renewed by
an AeMC or an AME.
d) The AeMC or AME will only issue, revalidate, or renew a medical certificate if (1) the
applicant has provided a complete medical history and, if required by the AeMC or AME,
the results of aeronautical medical examinations and tests performed by the applicant's
physician or any medical specialist, and (2) the AeMC or AME has conducted the
aeronautical medical evaluation based on the aeronautical medical examinations and
tests necessary to verify that the applicant meets all relevant requirements of this part.

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e) The AME, AeMC or, in case of referral, the licensing authority, may require the applicant
to undergo additional medical examinations and investigations, when deemed clinically
indicated, before issuing, revalidating or renewing the medical certificate.
f) The licensing authority may issue or renew a medical certificate, as appropriate, if:
1. The case has been referred to you.

2. You have determined that corrections to the information on the certificate are
necessary, in which case the incorrect medical certificate should be revoked.
5.2.3.4. VALIDITY, REVALIDATION AND RENEWAL OF MEDICAL CERTIFICATES
a) Validity
1. Class 3 medical certificates will be valid for 24 months.

2. The period of validity of class 3 medical certificates will be reduced to 12 months
for license holders who have reached the age of 40. Medical certificates issued
before the age of 40 will cease to be valid when the holder reaches the age of 41.
3. The period of validity of a medical certificate, as well as that of any special
examination or investigation related thereto:
i) It will be determined by the age of the applicant on the date of the aeronautical
medical examination.
ii) It shall be calculated from the date of the aeronautical medical examination in
the case of initial issuance and renewal, and from the date of expiration of the
previous medical certificate in the case of revalidation.
b) Revalidation
Aeronautical medical examinations and evaluations for the revalidation of a medical

certificate may be performed up to 45 days prior to the expiration date of such certificate.
c) Renewal
1. If the holder of a medical certificate does not comply with the provisions of letter
b), he/she must undergo the aeronautical medical examination and evaluation
corresponding to the renewal.
2. If the medical certificate has expired:
i) Less than two years ago, a routine aeronautical medical revalidation

examination must be performed.
ii) More than two years ago, the AeMC or AME, he/she will only conduct the
aeronautical medical renewal examination after evaluating the applicant's
aeronautical medical records.

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iii) More than five years ago, the requirements of the aeronautical medical
examination will be applied for the initial issuance and the evaluation will be
based on the requirements of the revalidation.
5.2.3.5. SUSPENSION OR REVOCATION OF A MEDICAL CERTIFICATE
a) When the medical certificate is revoked, the holder shall immediately return the medical
certificate to the licensing authority.
b) When the medical certificate is suspended, the holder shall return the medical certificate
to the licensing authority upon request.
5.2.3.6. MEDICAL REFERRAL
If an applicant for a Class 3 medical certificate is referred to the licensing authority in

accordance with MED.B.001, the AeMC or AME shall transfer the appropriate medical
documentation to that authority.

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5.3 INTRODUCTION TO AIR NAVIGATION SERVICES (ANS) AND AIR

TRAFFIC SERVICES (ATS)
5.3.1. AIR NAVIGATION SERVICES
Air navigation services comprise, on the one hand, those services aimed at providing aircraft
with positioning and guidance capabilities (navigation function), and on the other hand, those
that allow them to move in a context with the presence of other aircraft in a safe, effective
and efficient manner (movement function).
Air navigation services are air traffic services, communication, navigation and surveillance
services, meteorological services for air navigation and aeronautical information services.
Air Navigation Services can be classified as follows:
● Air Traffic Services (ATS).

● CNS technical services (ground, space or on-board) that support the provision of ATM
services:
- Communications.
- Navigation.
- Surveillance.
In addition, other blocks composed of a series of complementary but essential services related
to the management of operational information have been identified:
● Aeronautical Meteorological Services (MET).

● Aeronautical Information Services (AIS).
5.3.2. DIVISION OF AIR NAVIGATION SERVICES (ANS)
▪ Air traffic services
As indicated above, Air Traffic Services (ATS) are part of Air Navigation Services. ATS is a
generic term that includes the various flight information services, alerting services, air traffic
advisory services and air traffic control services (area control-route, approach and aerodrome
services).
ATS facilities and services for en route operations consist primarily of Area Control Centers
(ACC), including Oceanic Area Control (OAC) or Flight Information Centers (FIC) and their
corresponding personnel and equipment. ATS facilities and services for approach and

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aerodrome control consist mainly of approach control offices and aerodrome control towers
and related equipment, including flight data processing and radar equipment and surface
movement guidance and control equipment.
▪ Communications services
These services cover fixed and mobile services that enable ground-to-ground, air-to-ground
and air-to-air communications for ATC purposes.
The Aeronautical Fixed Service (AFS) is a telecommunications service between two or more
fixed points for the transmission of messages, intended primarily for the safe operation of air
navigation and the regular, efficient and economical operation of air services.
The Aeronautical Mobile Services (AMS) provide radiocommunications between aircraft

stations and ground stations or between aircraft stations. AMS consists of all ground facilities
and personnel in charge of air-ground communications and radiotelephony emissions, i.e.
stations transmitting and receiving VHF and HF information. The implementation of AMSS
(aeronautical mobile satellite service), as well as other ATS ground links and other
communication sub-networks of the future ATN, will add satellites or satellite transponders
and appropriate ground stations.
▪ Navigation services
They encompass those facilities and services that provide aircraft with time and position
information with certain quality standards, so that they can continue on the desired route.
Ground-based radio navigation equipment (VOR, DME, NDB) and precision approach and
landing aids (ILS, PBN) essentially constitute the navigation aids. The implementation of GNSS
(global navigation satellite system) will add satellite constellations that will provide the
standard position determination signal that will later replace most navigation aids.
▪ Aeronautical broadcasting service
Broadcasting service dedicated to the transmission of aeronautical navigation information

(VOLMET, ATIS, OFIS, etc.).

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▪ Surveillance services
They encompass those facilities and services used to determine the respective positions of
aircraft to allow for safe separation.
They consist of primary surveillance radar (PSR), secondary surveillance radar (SSR), surface
movement radar (SMR) and aeronautical dependent surveillance (ADS), including the
corresponding support network and maintenance personnel.
▪ Meteorological services
These are those facilities and services that provide aircraft with meteorological forecasts,
reports and observations, as well as other meteorological information and data provided by
States for aeronautical use.
In general, the objective of meteorological services for air navigation is the development and
provision of useful meteorological information for aircraft.
They include observations, reports, weather forecasts, flight information and documentation,
SIGMET information (en route weather information), AIRMET (en route weather information
for low altitude aircraft), World Area Forecast System (WAFS) for flight planning, weather
information for radio transmissions (such as VOLMET and OFIS), aeronautical weather
information (not included in COM) and weather data for aeronautical purposes requested by
States.
▪ Aeronautical Information Service (AIS)
It is a service established within the defined coverage area, responsible for the provision of
aeronautical information and data necessary for the safety, regularity and efficiency of air
navigation.
Aeronautical information services include personnel, facilities and equipment used to

compile, compare, prepare, publish and distribute aeronautical information relating to the
entire territory of a State, as well as all other regions to which it undertakes to provide air
navigation services.
These services include the publication and distribution of Aeronautical Information

Publications (AIP), NOTAM (Notice to airmen), Aeronautical Information Circulars (AIC) and
pre-flight information bulletins.

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All these services are provided by air navigation service providers.
Air Navigation Services
5.3.3. DETERMINING THE NEED FOR AIR TRAFFIC SERVICES
In determining the need for air traffic services, the following shall be taken into account:
1) The types of air traffic involved.

2) Air traffic density.
3) Weather conditions.
4) Other relevant factors.
Due to the number of elements involved, it has not been possible to prepare specific data to
determine the need for air traffic services in a given area or location. For example:
a) A combination of different types of air traffic, with aircraft of different speeds,

including piston, turboprops, jet, etc., may require the provision of air traffic services,
which may not be necessary at a relatively higher traffic density if there is only one
class of operations.
b) Weather conditions may have considerable effects in areas where there is a
continuous influx of air traffic, i.e., scheduled traffic, while similar or worse weather
conditions may be of relatively little significance in areas where air traffic is suspended
under such conditions, e.g., local VFR flights.
c) Large expanses of water, and mountainous, uninhabited or desert regions may require
air traffic services, even if the frequency of operations is very low.
The fact that aircraft in a given area have on-board collision avoidance systems (ACAS) will not
be a factor in determining the need for air traffic services in that area.

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5.3.4. AIR TRAFFIC SERVICES DIVISION
Air traffic services are defined in ICAO Annex 11, chapter 2.
▪ Air traffic control service: It is divided into the following sections:

═ Aerodrome control service: is the control service provided for aerodrome traffic. It
includes all traffic that takes place in the aerodrome maneuvering area and all aircraft
flying in the vicinity of the aerodrome.
═ Approach control service: is the control service provided to those parts of the
controlled flight related to the arrival and departure of controlled flights.
═ Area control service: is the control service provided to controlled flights that are not
in the approach or aerodrome phase, i.e., to controlled flights in the en route phase,
and in a type of airspace called control area.
▪ Flight information service, including aerodrome flight information service.
▪ The alert service.
5.3.5. OBJECTIVES OF AIR TRAFFIC SERVICES
The objectives of the air traffic services shall be:
a) Prevent collisions between aircraft.

b) Prevent collisions between aircraft in the maneuvering area and between aircraft and
obstacles in the maneuvering area.
c) Accelerate and maintain orderly air traffic movement.
d) Advise and provide useful information for safe and efficient flight operations (flight
information service).
e) Report to relevant agencies regarding aircraft in need of search and rescue assistance,
and assist such agencies as needed (alerting service).

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5.4. AIR REGULATIONS

5.4.1. EXPLANATION OF AIR REGULATIONS
The following sections describe the rules of the air and their application. The legislation in
force is based according to ICAO Annex 2
5.4.1.1. FLIGHTS OVER HIGH SEAS
For flights over the high seas, the rules specified in Annex 2 of the Chicago Convention shall
apply without exception. In order to achieve continuity and seamless provision of air traffic
services, especially in functional airspace blocks, the provisions of Annex 11 to the Chicago
Convention may be applied in airspace over the high seas in a manner consistent with the
manner in which those provisions are applied in the territory of the Member States. This
provision is without prejudice to the operation of State aircraft in accordance with Article 3 of
the Chicago Convention. It is also without prejudice to the responsibilities of Member States
to ensure that the operation of aircraft in the flight information regions for which they are
responsible for the provision of air traffic services, in accordance with ICAO regional air
navigation agreements, is carried out in a safe, efficient and expeditious manner.
For those parts of the high seas where a Member State has accepted, under an ICAO regional
air navigation agreement, responsibility for the provision of air traffic services, the Member
State shall designate the ATS provider for the provision of such services.
5.4.1.2. APPLICABILITY OF THE AIR REGULATION
Territorial scope of application of the air regulations:
The Rules of the Air shall apply to aircraft bearing the nationality and bearing the nationality
and registration marks of a Contracting State, irrespective of the State, irrespective of the
place where they are located, insofar as they do not conflict with the regulations issued by the
State having jurisdiction by the State having jurisdiction over the territory over which it is
flown.
It shall also apply to the competent authorities of the Member States, to air navigation service
providers and to the relevant ground personnel engaged in flight operations.

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Compliance with Air Regulations:
The operation of aircraft, both in flight and on the movement area of aerodromes or at an
operating site, shall comply with the general rules, the applicable local provisions and, in
addition, during flight:
a. To the visual flight rules.

b. To instrument flight rules.
Responsibilities:
a) Responsibility of the pilot in command of the aircraft: The pilot in command of the
aircraft, whether or not he manipulates the controls, shall be responsible for the
operation of the aircraft in accordance with these regulations, but may deviate from
these rules in circumstances which make such deviation absolutely necessary for
safety reasons.
b) Pre-flight measures: Before commencing a flight, the pilot in command of the aircraft
shall familiarize himself/herself with all available information appropriate to the
intended operation. Pre-flight measures for flights not confined to the vicinity of an
aerodrome, and for all IFR flights, shall include careful study of current weather reports
and forecasts available, calculation of fuel required, and preparation of the plan to be
followed in the event that the planned flight cannot be completed.
Authority of the pilot in command of the aircraft:
The pilot in command of the aircraft shall have decisive authority in all matters relating to the
aircraft while in command of the aircraft.
Problematic use of psychoactive substances:
Personnel whose duties are critical from an aviation safety standpoint (employees performing
safety-sensitive functions) shall not perform such duties while under the influence of any
psychoactive substance that impairs human performance. The persons concerned shall refrain
from any problematic substance use.

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Image: Psychoactive substances
5.4.1.3. GENERAL STANDARDS AND ANTI-COLLISION
Protection of persons and property
═ Negligent or reckless operation of aircraft: No aircraft may be operated negligently or

recklessly in such a way as to endanger the life or property of others.
═ Minimum altitudes: Except when necessary for takeoff or landing, or when permission
is obtained from the competent authority, aircraft shall not fly over agglomerations of
buildings in cities, towns or inhabited places, or over an open-air gathering of people,
unless flying at a height that will permit, in case of emergency, landing without undue
danger to persons or property on the surface.
═ Cruise levels: The cruise levels at which a flight or part of a flight is to be performed
shall refer to:
a) Flight levels, for flights to be performed at or above the lowest usable flight
level or, when applicable, for flights to be performed above the transition
altitude.
b) Altitudes, for flights below the lowest usable flight level or, when applicable,
for flights at or below the transition altitude.
═ Launching of objects or spraying: The launching of objects or spraying from aircraft in

flight shall only be carried out in accordance with:
a) Competent Authority or, if applicable, national legislation for aircraft

operations regulated by the State.

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b) As indicated by the pertinent information, advice and/or authorizations from

the corresponding air traffic services unit.
Image: Rociado
═ Trailer
An aircraft shall only tow another aircraft or other object in accordance with:
a) Competent Authority or, if applicable, national legislation for aircraft operations

regulated by the State.
b) As indicated by the pertinent information, advice and/or authorization from the
corresponding air traffic services unit.
═ Parachute descents: Parachute descents will only be made in accordance with:

b) As indicated by the pertinent information, advice and/or authorization from the
corresponding air traffic services unit.
═ Aerobatic flights: Aerobatic flights will only be performed in accordance with:

b) As indicated by the pertinent information, advice and/or authorization of the
corresponding unit of the air traffic services, provided that they do not overfly
cities, towns, urbanizations, inhabited places or a gathering of people.
═ Formation flying: Aircraft shall not fly in formation except by prior agreement between
the pilots in command of the participating aircraft and, for formation flights in
controlled airspace, in accordance with conditions prescribed by the competent
authorities. These conditions shall include the following:
a) One of the pilots in command will be designated flight chief.

b) The formation operates as a single aircraft for navigation and position reporting.

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c) Separation between aircraft participating in the flight will be the responsibility of

the flight commander and the pilots in command of the other participating aircraft
and will include transition periods when aircraft are maneuvering to achieve their
own separation within the formation and during maneuvers to initiate and break
formation.
d) In the case of State aircraft, a maximum lateral, longitudinal and vertical distance
shall be maintained between each aircraft and the lead aircraft in accordance with
the Chicago Convention; in all other cases, each aircraft shall be maintained at a
distance of not more than 1 km (0.5 nm) laterally and longitudinally and 30 m (100
ft) vertically with respect to the lead aircraft.
═ Unmanned free balloons: Unmanned free balloons must be used in a manner that
minimizes danger to persons, property or other aircraft.
1. The launching of unmanned free balloons may be performed provided that it is

carried out in accordance with the provisions of ICAO Annex 2, appendix 5 and
rules issued in its application.
2. The release of flying lanterns and helium balloons will be done in such a way
that all of them are loose, without tying each other. In addition, helium balloons
must be released during the day and must be made of latex, non-metallic colors
and with a maximum size of 30 cm in diameter.
3. Air Traffic Regulations shall apply, regarding the coordination of potentially
hazardous activities for aircraft operating in accordance with the rules of
general air traffic.
The launching of unmanned free balloons and the release of flying lanterns or helium
balloons must take place at a minimum distance of 8 km from the aerodrome reference
point published in the Aeronautical Information Publication (AIP) and outside the
aeronautical easement zone, unless expressly coordinated with the manager or person
responsible for the aeronautical infrastructure and, where appropriate, subject to the
application of the procedures for the identification and management of risks due to
human activities or land use in the airport environment.
For this purpose, whoever intends to launch or release in these areas must
communicate it to the manager or person in charge of the infrastructure, before
carrying out the activity. It will be subject to the Air Navigation Service Provider (ANSP):
1. The launching of medium or heavy balloons.

2. The launching of light balloons in an air traffic control zone (CTR), as well as in
an ATZ or FIZ associated with an airport.
3. The release of more than 500 helium balloons when performed within a radius
of 8 km from the reference point of any airfield published in the AIP.
4. The release of more than 1,000 helium balloons when performed within a
radius of between 8 and 16 km from the reference point of any aerodrome
published in the AIP.

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5. The release of flying lanterns when carried out within a radius of 16 km from
the reference point of any aerodrome published in the AIP.
For this purpose, ANSP will establish the forms to be filled in by those responsible for
the launch, as well as the coordination procedures and those aimed at establishing the
conditions which avoid dangers for the aircraft which operate according to the rules of
general or operational air traffic. The launch or release shall be published by NOTAM,
when applicable.
When the manager or person in charge of the infrastructure or the air traffic services
provider considers that the activity entails some danger for the operation of the
aerodrome or the radioelectric facilities, will request to the State Aviation Safety
Agency, as the case may be, to establish the appropriate prohibitions or limitations,
notifying the interested party of such transfer.
According to the request, the Aviation Safety State Agency or the competent body of
the Ministry of Defense, as the case may be, after hearing the interested party in the
performance of the activity, may establish the prohibitions, limitations or conditions
that may apply.
═ Prohibited and restricted areas: No aircraft shall fly in a prohibited or restricted area,
details of which have been duly published, unless it complies with the conditions of
the restrictions or unless it has permission from the Member State over whose
territory such areas are established.
Collision prevention
Nothing in the Regulations shall relieve the pilot in command of an aircraft of the responsibility
to proceed in the most effective manner to avoid a collision, which includes carrying out the
necessary anti-collision maneuvers based on the resolution warnings provided by the ACAS
team.
There are many standards in this regard, of which the most relevant are:
▪ Proximity: No aircraft shall operate so close to another aircraft as to cause a risk of

collision.
▪ Right of way: The aircraft having the right of way will maintain its course and speed.
▪ Any aircraft that becomes aware that the maneuverability of another aircraft is
impaired will give way.

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Image: Approach from the front
An aircraft required by the following rules to keep out of the path of another aircraft shall
avoid passing over, under or ahead of it unless it does so at a sufficient distance and takes into
account the effect of the turbulent wake of the aircraft.
1) Head-on approach. When two aircraft are approaching head-on, or nearly head-on,
and there is danger of collision, both aircraft shall alter course to the right.
2) Convergence. When two aircraft converge at approximately the same level, the one
with the other to its right shall give way to the right of way, with the following
exceptions:
i. Mechanically propelled airships will give way to airships, gliders and

balloons.
ii. Airships will give way to gliders and balloons.
iii. The gliders will give way to the balloons.
iv. Mechanically propelled aircraft shall give waqy to the right-of-way to
aircraft towing other aircraft or an object.
3) Reaching. An "overtaking aircraft" is one which approaches another from behind,

following a line forming an angle of less than 70° with the plane of symmetry of the
one ahead, that is, which is in such a position with respect to the other aircraft that, at
night, none of its navigation lights to the left (port) or right (starboard) could be seen.
Any aircraft being overtaken by another shall have the right of way, and the aircraft
overtaking it, whether climbing, descending or in horizontal flight, shall keep out of the
path of the first, changing its course to the right, and no subsequent change in the
relative position of the two aircraft shall relieve the overtaking aircraft from this
obligation until it has passed and completely left it behind.
i. Range between gliders. A glider overtaking another glider may alter its
course to the right or to the left.
4) Landing. Aircraft in flight, and also those operating on land or water, shall give way to
aircraft landing or in the final phases of an approach for landing.

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i. When two or more aeroplanes are approaching an aerodrome or an

operating place for landing, the one at a higher level shall give way to those
at a lower level, but the latter shall not use this rule either to cross in front
of another aeroplane in the final stages of an approach, to land, or to catch
up with it. However, mechanically propelled aerofoils shall give way to
gliders.
ii. Emergency landing. Any aircraft that realizes that another aircraft is forced
to land shall give way to it.
5) Take-off. All aircraft taxiing on the maneuvering area of an aerodrome shall give way
to aircraft taking off or about to take off.
Surface movement of aircraft, people and vehicles
1) In the event of a possibility of a collision between two taxiing aircraft on the movement
area of an aerodrome or equivalent part of an operating site, the following shall apply:
i. When two aircraft approach head-on, or nearly head-on, both will stop or, if
possible, alter course to the right to keep sufficient distance.
ii. When two aircraft are on a converging course, the one with the other on its
right shall yield the right of way.
iii. Any aircraft being reached by another aircraft shall have the right of way and
the reaching aircraft shall keep a sufficient distance from the trajectory of the
other aircraft.
2) At a controlled aerodrome, when an aircraft is taxiing on the maneuvering area it shall

stop and hold position at all runway holding points, unless the aerodrome control
tower issues an explicit clearance to enter or cross the runway.
3) When an aircraft is taxiing on the maneuvering area it shall stop and hold position at
all lighted stop bars and may proceed in accordance with paragraph 2 when the lights
are extinguished.
4) Movement of people and vehicles at airfields:
i. The movement of persons or vehicles, including towed aircraft, within the

maneuvering area of an aerodrome shall be controlled by the aerodrome
control tower, as necessary, to avoid danger to such persons or vehicles or to
aircraft landing, taxiing or taking off.
ii. In conditions in which procedures are carried out with low visibility:
A. Persons and vehicles operating in the maneuvering area of an aerodrome

shall be limited to the indispensable minimum, and special attention shall
be paid to the requirements for the protection of critical and sensitive areas
of radio navigation aids.

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B. Notwithstanding the provisions of subparagraph (iii), the methods for

separating taxiing vehicles and aircraft shall be as specified by the air
navigation service provider (ANSP) and approved by the competent
authority taking into account available aids.
C. When mixed ILS and Category II or III precision instrument MLS and ILS
operations are being conducted continuously on the same runway, the
most restricted critical and sensitive areas of the MLS or ILS shall be
protected.
iii. Emergency vehicles moving towards an aircraft in distress to assist it will have
priority over other surface traffic.
iv. Without prejudice to the provisions included in iii), vehicles in the maneuvering
area shall be required to comply with the following standards:
A. Vehicles and vehicles towing aircraft must give way to aircraft landing,
taking off or taxiing.
B. Vehicles shall give way to other vehicles towing aircraft.
C. Vehicles shall give way to other vehicles in accordance with the instructions
of the air traffic services unit.
D. Notwithstanding provisions A), B) and C), vehicles and vehicles towing
aircraft shall comply with the instructions issued by the aerodrome control
tower.
Lights to be displayed on the aircraft
At night all aircraft in flight will display:
1) Anti-collision lights whose purpose is to draw attention to the aircraft.

2) Navigation lights whose purpose will be to indicate the relative trajectory of the
aircraft to observers and no other lights will be displayed if they can be confused with
the aforementioned lights.
3) In the case of balloons, position lights.
Image: Navigation lights

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At night:
1) All aircraft operating in the movement area of an aerodrome shall display navigation
lights whose purpose is to indicate the relative path of the aircraft to observers and
shall not display other lights if these can be confused with the aforementioned lights.
2) All aircraft on the movement area of an aerodrome, unless stationary and properly
illuminated by other means, shall display lights for the purpose of indicating the
extremities of their structure, to the extent possible.
3) All aircraft taxiing or being towed on the movement area of an aerodrome shall display
lights intended to highlight their presence.
4) All aircraft on the movement area of an aerodrome whose engines are running shall
display lights indicating this fact.
All aircraft in flight that are equipped with the required anti-collision lights shall also carry such
lights during the day.
In addition, all aircraft taxiing or being towed on the movement area of an aerodrome and
equipped with the necessary anti-collision lights or on the movement area of an aerodrome
and equipped with the necessary lights shall also carry such lights during the day.
Pilots shall be permitted to turn off or reduce the intensity of any on-board flashing light if it
is safe or likely to:
1) Adversely affect the satisfactory performance of their duties.

2) Expose an outside observer to harmful glare.
Instrument flight simulations
No aircraft shall be flown in simulated instrument flight conditions unless:
a) The aircraft is equipped with fully operational dual controls.

b) An additional qualified pilot (referred to as a "safety pilot" in the Regulations) shall
occupy a pilot-in-command position to act as a safety pilot in respect of the person
flying instrument flight in simulated conditions. The safety pilot shall have sufficient
visibility both forward and to the sides of the aircraft, or a competent observer who is
in communication with the safety pilot shall occupy a position in the aircraft from
which his field of view adequately complements that of the safety pilot.
Operations at or near the aerodrome
Aircraft operating at or near an aerodrome:
a) They will observe aerodrome traffic in order to avoid collisions.

b) They will conform to, or avoid, the traffic circuit formed by other aircraft in flight.

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c) Except in the case of balloons, they shall make all turns to the left on approach for
landing and after takeoff, unless otherwise directed or ordered by ATC.
d) Except in the case of balloons, they shall land or take off upwind, unless for safety
reasons, runway configuration or air traffic considerations it is determined that
another direction is preferable.
Water operations
When two aircraft or an aircraft and a vessel are approaching, and there is danger of collision,
the aircraft shall proceed taking into account the circumstances and conditions of the case,
including the limitations of each of them.
1) Convergence. When an aircraft has another aircraft or vessel on its right, it shall
give way to keep sufficient distance.
2) Head-on approach. When an aircraft is approaching another aircraft or vessel
head-on or nearly head-on, it will vary its course to the right to keep sufficient
distance.
3) Overtaking. Any aircraft or vessel being overtaken by another has the right of way,
and the overtaking aircraft or vessel shall change its course to keep sufficient
distance.
4) Ditching and take-off. All aircraft mooring or taking off from the water shall, as far
as practicable, keep clear of all vessels and avoid obstructing their navigation.
Lights to be displayed on aircraft in the water
At night, or during any other period prescribed by the competent authority, any aircraft on
the water shall display the lights prescribed by the Convention on the International
Regulations for Preventing Collisions (1972), unless this is impossible, in which case it shall
display lights whose characteristics and position are as close as possible to those required by
the International Regulations:
i. When so provided by order of the Minister of Transport or, in the case of military
aircraft, by the Minister of Defense.
ii. In case they are carried, from sunrise to sunset if there is reduced visibility, this
being understood as any condition in which visibility is diminished by fog, mist,
snow, heavy downpours, sandstorms or any other similar causes.
Likewise, these lights may be displayed in any other circumstance deemed necessary, at the
discretion of the pilot in command of the aircraft.

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Signals
The main signals affecting the ATC service are as follows:
▪ Illuminated and pyrotechnic signs
Instructions:
LIGHT FROM AERODROME CONTROL
To aircraft in flight To aircraft on the ground
Fixed green Cleared to land Cleared for takeoff

give way to other aircraft
Fixed red and continue on the Stop
circuit.
Series of green
Return for landing Cleared to taxi
Addressed flashes
to the
aircraft
concerned. Series of red Dangerous airfield, do not Move away from the
flashes land landing area in use.
Series of white Land at this airfield and Return to the starting

flashes proceed to the apron *. point at the airfield.
Red Despite previous

pyrotechnic instructions, do not land
light at this time.
‫ ٭‬In due course permission will be given for landing and taxiing.
▪ Acknowledgement of receipt by the aircraft
In flight:
1) During daylight hours: rocking wings, except in the basic and final sections of the
approach.
2) During hours of darkness: flashing twice with the aircraft's landing lights, or if not
available, turning the navigation lights on and off twice.

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On the ground:
1) During daylight hours: by moving the ailerons or the rudder.

2) During hours of darkness: flashing twice with the aircraft's landing lights, or if not
available, turning the navigation lights on and off twice.
▪ Visual signals on the ground
═ Landing prohibition: A square, red, horizontal panel with yellow diagonals, when placed in
a signal area, indicates that landings are prohibited and that such prohibition is likely to
last.
═ Need for special precautions during approach and landing: A square, red, horizontal panel
with a yellow diagonal, when placed in a signal area, indicates that, due to the poor
condition of the maneuvering area or for any other reason, special precautions must be
taken during the approach for landing, or during landing.
═ Use of runways and taxiways: A white, horizontal sign in the form of weights when placed
in a signal area indicates that aircraft must land, take off and taxi only on runways and
taxiways.
The same white, horizontal weight-shaped sign described above, but with a black bar
perpendicular to the axis of the weights through each of its circular portions, when placed
in a signal area, indicates that aircraft should land and take off only on runways, but that
other maneuvers need not be confined to runways or taxiways.

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═ Runways or taxiways closed to traffic: Crosses of a single contrasting color, yellow or white,
placed horizontally on runways and taxiways or parts thereof, indicate that the area is not
usable for aircraft movement.
═ Instructions for landing and take-off: A horizontal, white or orange landing T indicates the
direction to be followed by the aircraft for landing and take-off, which it will do in a
direction parallel to the arm of the T and towards its crossbar. When used at night, the
landing T is illuminated or bordered with white lights.
═ A group of two digits, placed vertically on or near the aerodrome control tower, indicates
to aircraft in the maneuvering area the takeoff direction expressed in tens of degrees,
rounding the number to the nearest integer to the magnetic heading in question.
═ Traffic to the right: An arrow to the right and in a conspicuous color in a signal area, or
horizontally at the end of a runway or at the end of a strip in use, indicates that turns must
be made to the right before landing and after takeoff.
═ Air traffic services information office: The letter C, in black, placed vertically on a yellow
background, indicates the location of the air traffic services notification office.

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═ Gliders in flight: A double white cross, placed horizontally, in the signal area, indicates that
the aerodrome is used by gliders and that gliding flights are taking place.
5.4.1.4. FLIGHT PLANS
See point 5.6 of this manual.

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5.4.1.5. VISUAL FLIGHT METEOROLOGICAL CONDITIONS, VISUAL FLIGHT RULES, SPECIAL

VFR FLIGHT RULES AND INSTRUMENT FLIGHT RULES
The following rules are established for VFR flights (they can be found in Annex 2 of the ICAO
Convention).
Minimum VMC visibility and distance from clouds
FLIGHT CLOUD
ALTITUDE AIRSPACE CLASS
VISIBILITY DISTANCE
1,500 m.
horizontally
At or above 3050 m (10,000 ft)
A *** B C D E F G 8 Km.
AMSL
300 m (1,000 ft.)
vertically
1,500 m.
Below 3,050 m (10,000 ft) AMSL
horizontally
and above 900 m (3,000 ft) AMSL,
A *** B C D E F G 5 Km.
or above 300 m (1,000 ft) above the
300 m (1,000 ft.)
ground, whichever is greater.
vertically
1,500 m.
horizontally
A *** B C D E 5 Km.
At 900 m (3,000 ft) AMSL or below, 300 m (1,000 ft).
or at 300 m (1,000 ft) above the vertically
ground, whichever is greater.
Free of clouds and
FG 5 Km. ‫٭٭٭‬ with the surface
in sight
When the transition altitude is lower than 3050 m (10000 ft) AMSL, FL 100 will be used instead of 10000 ft.
‫٭٭‬When so prescribed by the competent authority:
a) Lower flight visibilities, up to 1500 m, may be allowed for flights to be conducted:
1. At speeds up to 140 kts IAS or less that give adequate opportunity to observe traffic, or any
obstacle, with sufficient time to avoid a collision.
2. In circumstances where there is normally little likelihood of encountering traffic, such as in
areas of low traffic volume and for low altitude aerial work.
b) HELICOPTERS may be allowed to fly with a flight visibility of less than 1500 m but not less than 800
m if maneuvering at a speed that gives adequate opportunity to observe traffic, or any obstacle, with
sufficient time to avoid a collision. Flight visibilities of less than 800 m may be permitted for special
cases, such as medical flights, search and rescue operations and firefighting.
‫٭٭٭٭‬The VMC minimums in Class A airspace are included as guidance for pilots and do not imply acceptance
of VFR flights in Class A airspace.

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Visual flight rules
═ Except when operating as special VFR flights, VFR flights shall be conducted so that the
aircraft flies in conditions of visibility and distance from clouds that are equal to or greater
than those indicated in the table above.
═ Except if special VFR clearance is obtained from the air traffic control unit, VFR flights shall
not take off from or land at any aerodrome within a control area, or enter the aerodrome
traffic area or the aerodrome traffic circuit of that aerodrome when the reported weather
conditions at that aerodrome are below the following minima:
1) The cloud ceiling is less than 450 m (1 500 ft).

2) Ground visibility is less than 5 km.
═ When prescribed by the competent authority, VFR night flights may be authorized under
the following conditions:
1) If departing from the vicinity of an aerodrome, a flight plan shall be filed in
accordance with SERA.4001(b)(6).
2) Flights will establish and maintain two-way radio communication on the
appropriate ATS communication channel, if applicable.
3) The minimum VMC for visibility and distance from clouds specified in the table
above shall apply, except:
i. If the cloud ceiling is below 450 m (1 500 ft).

ii. Except in the case specified in 3) iv), the reduced flight visibility provisions
specified in Table S5-1 a) and b) shall not apply.
iii. In Class B, C, D, E, F and G airspace, at 900 m (3 000 ft) AMSL or below, or
at 300 m (1 000 ft) above the ground, whichever is greater, the pilot shall
keep the surface continuously in sight.
iv. For helicopters in Class F and G airspace, at 900 m (3 000 ft) AMSL or below,
or at 300 m (1 000 ft) above the ground, whichever is greater, the flight
visibility shall not be less than 3 km, provided the pilot keeps the surface
continuously in sight, and if maneuvering at a speed that gives adequate
opportunity to observe traffic, or any obstacle, in sufficient time to avoid a
collision.
v. In mountainous terrain, the competent authority may prescribe minimum
VMCs for visibility and distance from the highest clouds.
4) A lower cloud ceiling, visibility and cloud clearance than those specified in 3) may
be allowed for helicopters in special cases, such as medical flights, search and
rescue operations and firefighting.
5) Except when necessary for take-off or landing, or when expressly authorized by the
competent authority, VFR flights at night shall be conducted at a level not lower
than the minimum flight altitude established by the State whose territory is
overflown, or, if such minimum flight altitude has not been established:
i. Over high terrain or in mountainous areas, at a level of at least 600 m

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(2 000 ft) above the highest obstacle within 8 km of the estimated position
of the aircraft in flight.
ii. Anywhere other than as specified in i), at a level of at least 300 m (1 000 ft)
above the highest obstacle within 8 km of the estimated position of the
aircraft in flight.
6) The operation is carried out in accordance with the rules applicable in each case,
depending on whether it operates in controlled or uncontrolled airspace, and
subject to the specific restrictions and requirements of each type of airspace.
The departure and arrival of the flight takes place at aerodromes that, in
accordance with the technical design and operation standards applicable to the
infrastructure, depending on whether it is for public or restricted use, meet the
conditions for this type of operations and have been so confirmed in the
certification, verification or any other resolution regarding compliance with such
standards issued by the State Aviation Safety Agency.
7) When there are no meteorological services or air traffic services at the aerodrome
of departure, the pilot must assess for himself the existence of visibility conditions
for take-off.
When there are no air traffic services, night beaconing may be turned on by means
of an electronic remote control operated by the pilot himself or by a person
authorized by the aerodrome manager.
8) The mode of ignition of the night beaconing will appear in the airport or aerodrome
manual or, failing that, in the aerodrome authorization conditions and its approval
for VFR flights at night.
9) The operating conditions of this beaconing system shall be published in the
Aeronautical Information Publication (AIP) corresponding to the aerodrome and in
the corresponding visual charts.
═ Unless authorized by the competent authority, VFR flights will not be conducted:
1) Above flight level 195.

2) At transonic or supersonic speeds.
═ Except when necessary for takeoff or landing, or when cleared by the competent
authority, VFR flights will not be conducted:
1) Over crowds of buildings in cities, towns or inhabited places, or over an open-air
gathering of people at a height of less than 300 m (1,000 ft) above the highest
obstacle within 600 m (1,000 ft) of the aircraft.
2) Anywhere other than as specified in 1), at a height of less than 150 m (500 ft) above
land or water, or 150 m (500 ft) above the highest obstacle within 150 m (500 ft)
of the aircraft.

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Without prejudice to the minimum heights applicable according to the specific regulations
governing the different aeronautical activities and the exemptions for special operations,
the following VFR operations below those may be carried out with respect to minimum
heights:
a) Ballooning, model aircraft, remotely piloted aerial systems (RPAS), ultralights and
gliders flying on slopes, provided they do not pose any risk or disturbance to
people or property on the surface.
b) Training flights for forced landings may operate up to a minimum height of 50 m
(150 ft), provided that they do not represent any risk or inconvenience to people
or property on the surface, maintain a distance of 150 m from any person, vehicle
or vessel on the surface and from any artificial obstacle and, in addition, meet the
conditions resulting from the safety study conducted by the operator for this type
of operations.
═ Unless otherwise indicated in air traffic control clearances or specified by the competent
authority, VFR flights in horizontal cruise flight when operating above 900 m (3 000 ft) with
respect to terrain or water, or a higher plane of comparison as specified by the competent
authority, shall be conducted at a cruise level appropriate to the flight path.
═ VFR flights shall observe the provisions relating to the provision of air traffic services:
1) When performed in Class B, C and D airspace.
2) When they are part of aerodrome traffic at controlled aerodromes.
3) When operating as special VFR flights.
═ A VFR flight operating within areas, to areas, or along routes, designated by the competent
authority shall maintain constant voice air-ground communications on the appropriate
channel of the air traffic services unit providing the flight information service, and shall
report its position to the same when required.
═ An aircraft operating in accordance with visual flight rules and wishing to change to
conform to instrument flight rules:
1) If they have filed a flight plan, they will communicate the necessary changes to be
made to their updated flight plan.
2) As required by SERA.4001(b), submit a flight plan to the appropriate air traffic
services unit as soon as practicable and obtain clearance before proceeding in IFR
when in controlled airspace.
Special VFR in control areas
═ Special VFR flights may be authorized to operate within a control area, subject to ATC
clearance. Except when permitted by the competent authority for helicopters in special
circumstances (such as medical flights, search and rescue operations and firefighting), the
following additional conditions apply.
On the pilot's side:

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1) If they have filed a flight plan, they will communicate the necessary changes to be
made to their updated flight plan.
2) The flight visibility shall not be less than 1 500 m or, for helicopters, not less than
800 m.
3) At a speed of 140 knots IAS or less so that it is possible to observe other traffic and
any obstacles, in time to avoid a collision.
By air traffic control:
1) Only during the day, unless otherwise permitted by the competent authority.
2) The ground visibility shall not be less than 1 500 m or, for helicopters, not less than
800 m.
3) The cloud ceiling shall not be less than 180 m (600 ft).
Flight visibility in F and G space, lower than normally expected.
1. In airspaces F and G, helicopters and airplanes intended for specialized air operations may
perform visual flight rules (hereinafter VFR) flights by day with a visibility lower than that
foreseen in table (page 124), provided that they are performed under the conditions
foreseen in note *** of said table and, if applicable, in the specific regulations applicable
to them.
2. In addition to the provisions of the previous paragraph, VFR daytime flights with flight
visibilities lower than those provided may be conducted in F and G spaces when so
authorized in the resolution granting exemptions for special operations provided for in
Chapter XII and subject to the provisions of that resolution.
Instrument Flight Rules (IFR)
═ Aircraft equipment. Aircraft shall be equipped with adequate instruments and

navigation equipment appropriate to the route on which they are to fly and shall
comply with the legislation in force on air operations.
═ Minimum Levels. Except when necessary for take-off or landing, or when expressly
authorized by the competent authority, IFR flights shall be conducted at a level not
lower than the minimum flight altitude established by the State whose territory is
overflown, or, if such minimum flight altitude has not been established:
1) Over high terrain or in mountainous areas, at a level of at least 600 m (2 000 ft)
above the highest obstacle within an 8 km radius of the aircraft's estimated
position.
2) Anywhere other than as specified in 1), at a level of at least 300 m (1 000 ft)
above the highest obstacle within 8 km of the estimated position of the aircraft.

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═ Change from IFR to VFR flight:
1) An aircraft that decides to change its mode of flight from instrument flight rules
to visual flight rules shall specifically notify the appropriate air traffic services
unit that the IFR flight is cancelled, and advise it of the changes to be made to
its current flight plan.
2) When the aircraft operating in accordance with the instrument flight rules is
switched to or encounters visual flight weather conditions, it shall not
terminate its IFR flight unless it is anticipated that the flight will continue for a
reasonable period of time in uninterrupted visual flight weather conditions,
and it is intended to continue in such conditions.
═ Rules applicable to IFR flights within controlled airspace:
IFR flights shall observe the provisions of section 8 when conducted in controlled
airspace.
An IFR flight operating in cruise flight in controlled airspace shall be conducted at cruise
level or, if authorized by the ATS unit to employ cruise climb techniques, between two
levels or above one level, selected from the cruise level tables in Appendix 3, except
that the correlation between levels and track prescribed in that Appendix shall not
apply if otherwise stated in air traffic control clearances or specified by the competent
authority in aeronautical information publications.
═ Rules applicable to IFR flights outside controlled airspace:
- Cruise Levels: An IFR flight operating in horizontal cruise flight outside

controlled airspace shall be conducted at the cruise level appropriate to its
flight path as specified in the cruise level table in Appendix 3, except where
otherwise specified by the competent authority for flights at or below 900 m
(3 000 ft) above mean sea level.
- Communications: An IFR flight that is conducted outside controlled airspace,
but within areas, into areas, or along routes, designated by the competent
authority, shall maintain air-ground voice communications over the
appropriate channel and shall establish, when necessary, two-way
communication with the air traffic services unit providing flight information
service.
- Position reporting: An IFR flight operating outside controlled airspace and
required by the competent authority to listen for air-ground voice
communication on the appropriate channel and to establish two-way
communication, as necessary, with the air traffic services unit providing the
flight information service shall report position for controlled flights.

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5.4.1.6. AIRSPACE CLASSIFICATION
See point 5.5 of this manual.
5.4.1.7. AIR TRAFFIC SERVICES
These services are explained in point 5.3 of this manual and in the "Air Traffic Services" manual
of the course.
5.4.1.8. INTERFERENCE, EMERGENCY CASES AND INTERCEPTION
Unlawful interference:
Any aircraft being subjected to acts of unlawful interference shall endeavor to trigger the
transponder on Code 7500 and report the relevant ATS unit of this fact, any significant
circumstances related thereto and any deviation from the updated flight plan that
circumstances make necessary, in order to enable the ATS unit to give priority to the aircraft
and minimize any traffic conflicts that may arise with other aircraft.
If an aircraft is subject to unlawful interference, the pilot in command shall attempt to land as
soon as possible at the nearest suitable aerodrome or at an aerodrome assigned for that
purpose by the competent authority, unless the situation on board the aircraft dictates
otherwise.
Services to aircraft in emergency cases:
In the event that an aircraft is known or believed to be in a state of emergency, including the
event that it is subject to unlawful interference, air traffic service units shall give the aircraft
the utmost attention, assistance and priority over other aircraft as circumstances may require.
When an unlawful interference event with an aircraft occurs or is suspected to be occurring,

air traffic services units shall promptly respond to requests from the aircraft. Information
relevant to the safe conduct of the flight shall continue to be relayed and the necessary steps
shall be taken to expedite the completion of all phases of the flight, especially the safe landing
of the aircraft.
When an occurrence of unlawful interference with an aircraft occurs or is suspected to be

occurring, air traffic services units shall immediately, in accordance with locally agreed
procedures, inform the appropriate authority designated by the State and exchange the
necessary information with the aircraft operator or its designated representative.

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Flight contingencies:
Missing or unidentified aircraft
As soon as an air traffic services unit becomes aware of a lost aircraft, it shall take all necessary
measures to assist the aircraft and protect its flight.
If the position of the aircraft is unknown, the air traffic services unit:
i. It will attempt to establish two-way communication with the aircraft, unless

such communication already exists.
ii. It will use all available tools to determine its position.
iii. Inform other air traffic service units in whose area the aircraft may have strayed
or may stray, taking into account all factors which in the circumstances may
have influenced the navigation of the aircraft.
iv. It shall, in accordance with locally agreed procedures, inform the appropriate
military units and provide them with the relevant flight plan and other data
relating to the lost aircraft.
v. Request from the units mentioned in iii) and iv) and other aircraft in flight any
assistance they can provide to establish communication with the aircraft and
determine its position.
1) The requirements set forth in (1)(iv) and (1)(v) shall also apply to air traffic services units
reported in accordance with (1)(iii).
2) When the position of the aircraft has been established, the air traffic services unit:
i. It shall indicate to the aircraft its position and the corrective actions to be taken.
These indications shall be made immediately when the air traffic service
becomes aware of a possible interception or other hazard to the safety of the
aircraft.
ii. And, provide as necessary, to other air traffic service units and military units as
appropriate, pertinent information regarding the lost aircraft and the
indications provided to the aircraft.
As soon as an air traffic services unit notices the presence of an unidentified aircraft in its area,
it shall attempt to establish the identity of the aircraft whenever this is necessary for the
provision of air traffic services or required by the appropriate military authorities, in
accordance with locally agreed procedures. For this purpose, the air traffic services unit shall
take, from among the following measures, those it considers appropriate to the
circumstances:
1. It will attempt to establish two-way communication with the aircraft.

2. Inquire with other air traffic service units within the flight information region about
the flight and request their assistance in establishing two-way communication with the
aircraft.

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3. Inquire with air traffic service units serving adjacent flight information regions about
the flight and request their assistance in establishing two-way communication with the
aircraft.
4. It will attempt to obtain information from other aircraft in the same area.
5. As soon as the identity of the aircraft has been established, the air traffic services unit
will notify, if necessary, the appropriate military unit.
In the case of a lost or unidentified aircraft, the possibility that the aircraft may be subject to
unlawful interference shall be taken into consideration. If the air traffic services unit considers
that a lost or unidentified aircraft may be subject to unlawful interference, the appropriate
authority designated by the State shall be informed immediately, in accordance with locally
agreed procedures.
Interception
═ Except in the case of interception and escort services provided, upon request, to an
aircraft, the interception of civil aircraft shall be governed by appropriate regulations
and administrative guidelines established by Member States in compliance with the
Convention on International Civil Aviation, and especially in compliance with Article 3
d), whereby ICAO Contracting States undertake to have due regard to the safety of civil
aircraft when establishing regulations applicable to their State aircraft.
═ The pilot in command of an intercepted civilian aircraft:
1) It will immediately follow the instructions given by the intercepting aircraft by

interpreting and responding to visual signals.
2) It will notify, if possible, the appropriate air traffic services unit.
3) It shall attempt to establish radio communications with the intercepting aircraft
or the appropriate intercept control unit by making a general call on the 121.5
MHz emergency frequency, indicating the identity of the intercepted aircraft and
the nature of flight; and, if no contact has been established and it is possible,
repeating this call on the 243 MHz emergency frequency.
4) If equipped with SSR transponder, it will immediately select Code 7700, mode A,
unless otherwise instructed by the appropriate air traffic services unit.
5) If equipped with ADS-B or ADS-C, select the appropriate emergency function, if
available, unless otherwise instructed by the appropriate air traffic services unit.
═ As soon as an air traffic services unit becomes aware that an aircraft is being
intercepted within its area of responsibility, it shall take, from among the following
measures, those it considers appropriate to the circumstances:
1) It shall attempt to establish two-way communication with the intercepted aircraft

by any available means, including emergency radio frequency 121.5 MHz, unless
such communication already exists.
2) Inform the pilot of the affected aircraft of the interception.

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3) Establish contact with the intercepting control unit that maintains two-way
communication with the intercepting aircraft and provide it with the information
available to it regarding the intercepted aircraft.
4) It will relay messages between the intercepting aircraft or intercepting control unit
and the intercepted aircraft, as necessary.
5) It shall take, in close coordination with the interception control unit, all necessary
measures to ensure the safety of the intercepted aircraft.
6) It shall inform the air traffic services units of adjacent flight information regions if
there are indications that the missing aircraft originates from such adjacent flight
information regions.
═ As soon as an air traffic services unit becomes aware that an aircraft is being
intercepted outside its area of responsibility, it shall take, from among the following
measures, those it considers appropriate to the circumstances:
1) It shall inform the air traffic services unit serving the airspace in which the
interception is occurring, providing this unit with available information that will
help identify the aircraft and requesting it to take appropriate action as per the
previous paragraph.
2) It shall relay messages between the intercepted aircraft and the appropriate air
traffic services unit, intercepting control unit or intercepting aircraft.
5.4.1.9. METEOROLOGY-RELATED SERVICES - OBSERVATIONS AND AIRCRAFT REPORTS VIA

VOICE COMMUNICATION
This section details different aspects of weather-related services from the aircraft's point of
view, including:
═ Types of aircraft observations.

═ Special aircraft observations.
═ Other non-routine aircraft observations.
═ Notification of aircraft observations by voice communication.
═ Exchange of aeronotifications.
5.4.1.10. SECONDARY RADAR TRANSPONDER
This section determines that an aircraft with a secondary radar in service shall have its
transponder active at all times during flight. Instructions for use and exceptions are also
provided. Transponder codes for communicating certain situations to ATS units are also
defined.

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A secondary radar emits active responses with relevant aircraft information during flight while
the primary radar is only responsible for reflecting the received wave burst to locate the
aircraft. With the primary radar, aircraft can be detected whether or not the transponder is
active, which is why it is widely used in the military environment.
5.4.1.11. VOICE COMMUNICATIONS PROCEDURES
It is determined that standardized phraseology shall be used in all situations for which it has
been specified. Only when the standardized phraseology cannot serve an intended
transmission, plain language shall be used. All standardized phraseology is listed in appendix
1 of these regulations.
5.4.2. INFLUENCE OF GENERAL RULES ON THE ATC
Compliance, within controlled airspace or aerodromes, with the general rules mentioned here
can have a great influence on ATC, as it always affects controlled flight operations. In order to
comply with the general rules, in most cases, it is necessary for ATC to issue the appropriate
authorization and even for some of them prior and perceptive permission from the
corresponding ATS authority is mandatory.

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5.4.3. DIFFERENCES BETWEEN IFR AND VFR FLIGHTS, IN IMC AND VMC
CIRCUMSTANCES IFR FLIGHT VFR FLIGHT

Submit a flight plan Always, any IFR or part IFR Within controlled airspace class B, C and D.
flight, regardless of the Within controlled airspace class E, and
airspace classification in which uncontrolled airspace class F and G across
they expect to fly. international borders.
Any IFR flight that will operate Within aerodrome traffic zones of controlled
to/from an AFIS aerodrome or aerodromes.
within a FIZ area. Within designated areas or through
designated routes outside the airspace
indicated above, when prescribed by the
corresponding ATS authority.
I.E.: When the flight originates from Spanish
territory and will operate in airspace under
Spanish jurisdiction over international waters
(beyond 12 NM from the coastline).
Any VFR flight that will operate to/from an
AFIS aerodrome or within a FIZ area.
Any night flight, if departing from the vicinity
of an aerodrome.
Will fly in VMC Only when authorized to Always, except when operating as special VFR.
ascend or descend under these
conditions.
You will take off and land No cloud ceiling or visibility Only when the cloud ceiling is equal to or
at an airfield within a restrictions over the ground greater than 450m (1500 ft) or the visibility
CTR, enter the ATZ or the (visibility conditions will be over the ground is equal to or greater than
airfield traffic circuit. established on the instrument 5km, unless authorized by ATC.
flight chart).
It will fly between sunset Applying instrument flight Only if it complies with the VFR flight rules
and sunrise. rules. established by the authority.
It will fly above FL200 Unrestricted. Only when authorized by the corresponding
(FL150 for the Canaries) ATS authority, also permitted between flight
and with transonic or levels 195 and 285.
supersonic speeds.
You will change flights VFR, if in VMC and notifies the IFR, if a flight plan is filed, or the
to... ATS unit of flight plan corresponding modification to the flight plan
variations. has been filed, and await ATC clearance or
acknowledgement, as appropriate.
Maintenance of VMC conditions means that the aircraft maintains the cloud clearance and
flight visibility established for each ATS airspace class.
Aircraft in VFR flight shall always maintain VMC, except when operating as a special VFR, but
aircraft in IFR flight shall only maintain VMC when authorized to climb or descend in VMC by
ATC during the day.

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5.5. AIRSPACE AND ATS ROUTES

For ATS services to function, airspace is divided into different types, each governed by
different rules and priorities. Similarly, a route network is at the heart of airspace organization.
In this section we will study the types of airspace that exist, their requirements and restrictions
and the restrictions that may exist in the air. All of this is important in determining what level
of service should be provided and the rules and regulations that affect each type of airspace.
5.5.1. TYPES OF AIRSPACE
The designation of certain parts of the airspace or certain aerodromes shall be made as
follows:
a) Flight information regions: those parts of the airspace in which it is decided to provide
flight information service and alert service shall be designated as flight information
regions.
b) Control areas and control zones: those parts of the airspace in which it is decided to
provide air traffic control service to all IFR flights shall be designated as control areas
or control zones. Where control areas and control zones are designated within a flight
information region, they shall form part of that flight information region.
c) Controlled aerodromes: those aerodromes at which it is determined that air traffic
control service is to be provided to the traffic at such aerodromes shall be designated
as controlled aerodromes. This concept does not imply that there must necessarily be
a control zone at such an aerodrome.
The delimitation of airspace where air traffic services are to be provided should be related to
the nature of the route structure and the need to provide efficient service, rather than to
national boundaries. Where data processing techniques are used by ATS units, arrangements
allowing airspace delimitation by straight lines are desirable. But where airspace delimitation
is made by reference to national boundaries, it will be necessary to designate, by mutual
agreement between the parties concerned, conveniently located transfer points.
The organization of airspace combines the existence of Flight Information Regions, Areas and
Control Zones, with the specification derived from the current airspace classification that
allows determining what type of airspace each of these regions, areas or zones is.

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5.5.2. FLIGHT INFORMATION REGION
It is the airspace of defined dimensions in which flight information and warning services are
provided. The acronym that identifies it is FIR (Flight Information Region).
It includes the entire airspace within its lateral boundaries, except when the FIR is bounded
by an Upper Information Region (UIR) in which case, the upper boundary of the FIR coincides
with the lower boundary of the UIR, the coincidence level being a VFR cruise level.
The lateral boundaries of the RIS may or may not coincide with the lateral boundaries of the
UIR, and the procedures applicable in the lower space need not coincide with those applicable
in the upper space.
The entire world airspace is divided into Flight Information Regions. In this way, flight
information and alerting services are guaranteed regardless of where an aircraft flies.
Within an FIR, there may be controlled airspace (airspace within which control service is
provided according to airspace classification) and advisory airspace (airspace of defined
dimensions, or designated route, within which air traffic advisory service is provided). The
remainder is simply considered as uncontrolled.
I.E: Image: Spanish airspace

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5.5.3. CONTROL AREA
A control area is the controlled airspace extending upward from a boundary on the ground. It
includes among others the airways and terminal control areas, and is delimited so as to
comprise sufficient airspace to include within it the IFR flight paths or part thereof to which it
is desired to provide control service. When ATC's are designated within an FIR, they shall form
part of that FIR.
A lower limit for the control area is established at a height above the ground or water of not
less than 200 m (700 ft.). (700 ft.). This does not mean that the lower boundary has to be
uniformly established, as the lower boundary, where feasible and desirable in order to allow
greater freedom of action for VFR flights below the control area, should be established at a
higher height than that specified above. When the lower limit of an ATC is above 900 m (3000
ft.) above ATC level, it should be set at a higher altitude than specified above. (3000 ft.) above
mean sea level, it should coincide with a VFR cruising level.
An upper limit will be established for the control area:
a) When the control service is not provided above that limit.

b) When the control area is located below an upper control region, in which case, the
upper limit of the area will coincide with the lower limit of the upper region, this being
a VFR cruise level.
Terminal control area is a control area generally established at the confluence of ATS routes
in the vicinity of one or more major aerodromes.
A control area or part of a control area arranged in the form of a corridor is called an airway.
Control areas have the advantage that, traffic conditions permitting, ATC can authorize certain
flights under its control to deviate from the established ATS routes or route structure, usually
for the purpose of being able to use a more direct flight path between certain points along its
route, without the aircraft being forced to leave controlled airspace, thus depriving itself of
the inherent advantages of ATC.

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Image: Control area
5.5.4. CONTROL ZONE
A control area is the controlled airspace extending upward from the ground surface to a
specified upper limit. Its lateral boundaries shall encompass at least those portions of airspace
that do not fall within the control areas and that contain the flight paths of IFR flights arriving
at and departing from aerodromes to be used when IMC conditions prevail. A waiting aircraft
is considered an arriving aircraft. Where CTRs are designated within an FIR, they shall form
part of that FIR.
The lateral limits of a CTR shall extend at least 5 NM from the center of the aerodrome or
aerodromes concerned, in the directions in which approaches may be made. A CTR may
include two or more nearby aerodromes.
If a control area is located on the lateral boundaries of a control area, the CTR shall extend
upward from the earth's surface to at least the lower boundary of the control area, although
where appropriate a higher boundary may be established in this case extending into even the
CTA. If the control area is established outside the lateral limits of a control area, an upper
boundary shall be established.
In either of the above cases, when the upper limit is above 900 m. (3000 ft.) MSL, it should
coincide with a VFR cruise level.
Control zones should be as small as possible, so long as they can accommodate controlled IFR
flight paths between the lower boundary of an ATC (if any) and the aerodrome for which the
control zone is established.

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Image: Control zones and control areas
Image: Control zones and areas
5.5.5. CLASSES OF AIRSPACE, SERVICES PROVIDED AND FLIGHT

REQUIREMENTS
ATS service airspace classes are those portions of airspace of defined dimensions, designated
alphabetically, within which specific types of flights may be conducted and for which ATS
services and operating rules are specified. ATS airspace is classified into Classes A to G,
according to the following table:

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SUBJECT TO
MANDATORY
RADIO-
TYPE OF SEPARATION RADIO
CLASS SERVICE PROVIDED SPEED LIMITATION (*) COMMUNICATION ATC
FLIGHT PROVIDED COMMUNICATION
S REQUIREMENTS AUTHORIZATIO
CAPABILITY
N
Continues in both
A IFR only All aircraft ATC Not applicable. YES
directions.
Yes
Continues in both
IFR All aircraft ATC Not applicable. YES
directions.
Yes
B
Continues in both
VFR All aircraft ATC Not applicable. YES
directions.
Yes
IFR/IFR
Continues in both
IFR ATC Not applicable. YES
directions
IFR/VFR
1) ATC for IFR
separation
C 2) VFR/VFR traffic Yes
250 kt IAS below
information (and Continues in both
VFR VFR/IFR 3050m (10000 ft) YES
anti-collision directions.
AMSL**.
advice on
request).
Continued on next page.

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SUBJECT TO
MANDATORY
RADIO-
CAPABILITY
N
ATC, including transit
information on VFR 250 kt IAS below
Continues in both
IFR IFR/IFR flights (and anti- 3050m (10000 ft) Yes
directions.
collision advice on AMSL**.
request).
D 1) ATC, and
2) VFR/VFR and 250 kt IAS below

Continues in both
VFR None VFR/IFR traffic 3050m (10000 ft) Yes
directions.
information (and anti- AMSL**.
collision advice on
request). Yes
ATC and traffic
250 kt IAS below
information on VFR Continues in both
IFR IFR/IFR 3050m (10000 ft) Yes
flights to the extent directions.
AMSL**
E possible.
Yes
250 kt IAS below
Transit information to
VFR None 3050m (10000 ft) No
the extent possible.
AMSL**. No (***) No (***)
Continued on next page.

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SUBJECT TO
MANDATORY
RADIO-
CAPABILITY
N
IFR/IFR as long as
Transit advisory 250 kt IAS below
practical Continues in both
IFR service, flight 3050m (10000 ft) Yes (****) No
directions.
information service. AMSL**.
F
250 kt IAS below
Flight information
None 3050m (10000 ft) No (***) No (***). No
service.
VFR AMSL**.
250 kt IAS below
Flight information Continues in both
IFR None 3050m (10000 ft) Yes (***) No
service. directions
AMSL**.
G
250 kt IAS below
Flight information
VFR None 3050m (10000 ft) No (***) No (***). No
service.
AMSL**.
* When the transition altitude is below 3050 m (10000 ft) AMSL, flight level 100 should be used instead of 10000 ft.
** Except for military flights on operational or air defense missions, or when their performance characteristics do not allow it.
*** Pilots will listen for continuous air-ground voice communication and establish two-way communication, as necessary, over the appropriate
communications channel in the RMZ.
**** Air-ground voice communication is mandatory for flights participating in the advisory service. Pilots will listen for continuous air-ground voice
communication and establish two-way communication, as necessary, over the appropriate communications channel in RMZ.
If a part of the airspace is vertically juxtaposed (one above the other), flights at a common level shall comply with the requirements of the least restrictive
airspace. The most restrictive airspace is A, and the least restrictive is G. Class E shall not be used for control areas.

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▪ OBJECTIVE OF AIRSPACE CLASSIFICATION
The ATS airspace classification seeks to denominate, using the letters of the alphabet from "A"
to "G", both included, the different parts of the airspace depending on:
═ The type of flights allowed (IFR, VFR).

═ Services provided (ATC, FIS and alert).
═ The requirements requested of the aircraft to operate in each of these parts of the
airspace.
The State will select the ATS airspace classes according to the ATS services it has decided to
provide in the different parts, and will disseminate the appropriate information through
aeronautical publications (AIP) so that it is known to all concerned (ATC, aircraft operators,
private aviation, etc.).
Airspace, depending on its classification, is divided into controlled airspace and uncontrolled
airspace.
▪ CONTROLLED AIRSPACE CLASSES
The airspace of defined dimensions within which air traffic control service is provided to IFR
and VFR flights, according to airspace classification.
Controlled airspace is a generic term that encompasses classes A, B, C, D and E.
▪ CLASSES OF UNCONTROLLED AIRSPACE
Uncontrolled airspace is airspace in which ATC service is not provided to flights operating in
such airspace. In uncontrolled airspace, flight information service and alerting service is
provided, as well as air traffic advisory service in some parts (Class F airspace).
Uncontrolled airspace is classified as class F and G.
This table provides a part of the list describing the different airspace segmentations. As can
be seen in the left column, the airspace classification is also defined.

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5.5.6. AIRSPACE RESTRICTIONS AND RESERVATIONS
There are multiple demands for airspace use, some of which are not compatible with civil
aviation (e.g., military activities, etc.). In addition, there are sensitive areas on the ground that
need some protection against possible disturbances caused by the flight of aircraft. It is
therefore recognized that States are obliged on certain occasions to impose more or less
stringent restrictions. Airspace restrictions may take the following forms:
- Dangerous area (D): Airspace of defined dimensions in which activities dangerous to the
flight of aircraft may occur. It is the minimum restriction, leaving it to the pilot's discretion
to decide whether or not he/she can cope with the risk with a rational degree of certainty
that it will not have serious consequences for the flight he/she is performing. In sectors
where sovereign rights are not exercised (e.g. high seas) only hazardous areas may be
deployed.
- Prohibited Zone (P): Airspace of defined dimensions over the territory or jurisdictional
waters of a State, in which the flight of aircraft is prohibited. It is the maximum restriction.
The use of this part of the airspace is totally forbidden to aircraft. They are established to
protect important state installations and critical industrial complexes (atomic power
plants, certain chemical industries) whose damage, as a result of an aircraft accident,
could be of catastrophic proportions or installations that are extremely important for
national security.
- Restricted Area (R): Airspace of defined dimensions over the territory or jurisdictional
waters of a State, within which the flight of aircraft is restricted in accordance with certain
specified conditions. They are generally established when the risk involved in the activities
carried out in them is such that it is not considered possible to leave it to the pilot's
discretion whether or not to expose himself to the risk.
Image: Airspace restriction and reservation

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Airspace reserve can be of two types: fixed reserve limited to certain sectors of the earth's
surface (e.g. military exercises) and mobile reserve covering activities that move in relation to
the surface (e.g. in-flight refueling, formation flights).
- Restricted areas for environmental protection (F).
1. Restricted areas are the volumes of airspace associated with national parks and other
natural areas established in accordance with applicable environmental regulations,
whose objectives include the safeguarding of species or other protected natural
elements whose conservation may be negatively affected by air traffic, taking into
account the scientific evaluation of the potentially dangerous effects of such traffic
and the existing scientific evidence.
To this end, the Authorities and scientific institutions and organizations, will prepare
guides or guidelines on the protection zones necessary to safeguard the conservation
objectives of protected species in natural areas.
2. The restrictions in national parks shall be those established in their specific legislation,
and, in the rest of the protected natural areas the following:
a. The overflight of motorized aircraft at a height above the ground that prevents
the normal use and enjoyment of the area or produces disturbances that have
an impact on the conservation objectives of the area, insofar as such
disturbances may have an appreciable effect on the conservation of the area,
in particular taking into account the noise or polluting emission of these
aircraft.
b. The overflight of any other aircraft in nesting areas during the breeding season
or in areas of bird concentration during other phases of the life cycle, such as
hibernation and migration of protected species.
c. Overflight for tourism purposes not authorized by the manager of the
protected area.
3. The provisions of paragraph 2 are without prejudice to the authorization by the

manager of the protected space to the use of aircraft for its conservation, as well as
the operation of State aircraft, authorized by the competent military aeronautical
authority, in the case of military aircraft, or by the competent Department on the
activity in relation to the rest of the State aircraft, when it is inexcusable for the
fulfillment of the entrusted missions or for reasons of emergencies and of the flights
for the accomplishment of special aerial operations or other emergency flights
destined to take care of the population of the surroundings, previous communication
to the manager of the protected space.

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- Areas restricted to photographic flight.
Restricted areas for photography, filming or any aerial imaging, hereinafter referred to as
flight photography restricted areas (FPRZ), are the volumes of airspace associated with
restricted access areas or facilities whose knowledge is protected and reserved by legally
classified information.
Only authorized photographic flights may be made in these areas.
5.5.6. AERODROME TRAFFIC ZONE
Aerodrome traffic zone (ATZ) is defined as the airspace of defined dimensions established
around an aerodrome for the protection of aerodrome traffic.
When VFR traffic density reaches proportions that may complicate the traffic circuits of
departing and arriving aircraft, due to the aircraft overflying the area, an aerodrome traffic
zone may be created so that the control tower of a controlled aerodrome can either exercise
control over aircraft not wishing to land at the aerodrome in question, or have them avoid
that zone.
An aerodrome transit zone may be created around uncontrolled aerodromes when flying
activities at those aerodromes (e.g. flight schools, etc.) make it undesirable for other aircraft
not engaged in those activities to penetrate or obstruct the traffic circuit. In this case, the
aerodrome traffic zone is reserved primarily for aircraft engaged in the activities for which the
zone was created.

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Image: Airfield traffic zone

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Image: Airfield transit zone

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5.5.7. ATS ROUTES
An ATS route is a route designated to channel the flow of air traffic as necessary to provide
ATS services. The term ATS route applies, as appropriate, to airways, advisory routes, routes
with or without control, arrival routes, departure routes, etc.
The specifications that serve to define an ATS route are:
- A route designator (your name).

- The important or significant points that define it.
- Defeat to or from those significant points.
- The distance between significant points.
- The notification of the requirements implemented throughout the same.
- The minimum safe altitude to fly in it.
Where ATS routes are established, protected airspace shall be provided along each ATS route
and safe space between adjacent ATS routes.
Most of the ATS routes established in an airspace have to be permanently available, however,
it must be considered that in some cases:
a) The routes are needed only for certain periods of the year, they are seasonal routes.

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b) Certain routes may only be available on weekends.

c) There are routes whose use depends on special coordination procedures, and may be
used by certain flights according to the circumstances of the moment.
The way a route is identified (its name) varies depending on whether it is a departure or arrival
route from an airfield or whether it is a route other than the departure or arrival routes.
The different types of ATS routes that can be encountered are:
● Airway: a control area or part thereof arranged in the form of a corridor.

● Advisory route: a designated route along which air traffic advisory service is available.
● RNAV route (area navigation route): an ATS route established for use by aircraft
capable of area navigation.
● Standard entry route (STAR): a designated instrument flight path (IFR) that links a
significant point, normally on an ATS route, to a point from which a published
instrument approach procedure can be commenced.
● Standard Instrument Departure (SID): a designated instrument flight departure route
(IFR) that links the aerodrome a specified runway of the aerodrome to a significant
point, normally over an ATS route, at which the en-route phase of a flight begins.

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5.6. FLIGHT PLAN

5.6.1. GENERAL
The FPL (Filled Flight Plan) is defined as the information related to a planned flight, or part of
it, to be provided to the air traffic services units.
The term "flight plan" applies, as the case may be, to complete information about all the items
contained in the flight plan description, comprising the entire route of a flight, or to the limited
information required when permission is to be obtained for a secondary part of a flight, such
as, for example, if you want to cross an airway, take off from or land at a controlled
aerodrome.
5.6.1.1. REPETITIVE FLIGHT PLANS (RPL)
RPLs shall be used on scheduled IFR flights flown on the same day (or days) of consecutive
weeks and on at least 10 occasions, or daily for at least 10 consecutive days. The elements of
each flight plan shall have a high degree of stability.
RPLs shall cover the entire flight from the departure aerodrome to the destination aerodrome.
RPLs will be accepted for flights to and from domestic aerodromes open to civil traffic, and for
those overflights whose RPLs have been accepted by the appropriate ATS authority of the
neighboring states concerned.
RPLs shall be submitted in the form of lists containing the necessary flight plan data using the
form specially prepared for this purpose.
Aircraft operators must submit the RPLs to Eurocontrol/NM (Brussels) and optionally to the
RPL office of Air Navigation (Enaire).
5.6.2. FLIGHT PLAN FILING REQUIREMENTS
A flight plan will be presented prior to the flight:
1) Any flight or portion thereof for which air traffic control service is to be provided.
2) Any IFR flight within the airspace with advisory service.
3) Any flight within areas, to areas, or along routes designated by the competent
authority to facilitate the provision of flight information, alerting, and search and
rescue services.

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4) Any flight within areas, into areas, or along routes designated by the competent
authority to facilitate coordination with military units or competent air traffic service
units in adjacent States to avoid the possible need for interception for identification
purposes.
5) Any flight across international borders, unless otherwise prescribed by the States
concerned.
6) Any night flight, if departing from the vicinity of an aerodrome.
A flight plan shall be filed with an air traffic services notification office prior to departure, or
transmitted during flight, to the air traffic services unit or air ground control radio station
concerned unless other arrangements have been made for the filing of repetitive flight plans.
A flight plan shall be filed for any flight to be flown across international boundaries or to which
air traffic control or advisory service is to be provided, at least 60 minutes prior to departure,
or, if filed in-flight, at a time when it is certain to be received by the appropriate air traffic
services unit at least 10 minutes prior to the estimated time of arrival of the aircraft:
- To the planned point of entry in a control area or in an area with an advisory service.
- To the crossing point with an airway or a route with advisory service.
5.6.3. FILING OF A FLIGHT PLAN
Except as provided for the filing of repetitive flight plans, the filing of the flight plan (FPL) and
associated pre-departure messages shall be made and, in no case, more than 120 hours prior
to the scheduled time of departure.
The filing of flight plans:
a) To the air traffic services reporting office at the aerodrome of departure, either in
person or by telephone. However, when there is no ATS reporting office at an AFIS
aerodrome, flight plans may be filed or closed with a report to the AFIS unit at the
aerodrome. The service provided by the AFIS unit in such a case shall be comparable
to that of an ATS reporting office.
b) To the office designated to serve the aerodrome of departure, when the aerodrome
of departure does not have a notification office, by telephone, teletype or
radiotelephone. The flight plan may be transmitted to the corresponding office, in
addition to the means expressly provided for in this letter, by any other means
accepted by it.
c) In the event that a flight is delayed from the original flight plan, it must be reported to
the air traffic services following the time limits and procedures described in the
Aeronautical Information Publication (AIP). After the time established in the AIP, if no
action is taken by the originator of the flight plan, the flight plan will be automatically
cancelled.

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During the flight, it will be transmitted:
a) Normally to the aeronautical telecommunications station serving the air traffic

services unit in charge of the flight information region, control area, advisory service
area or route (ADR) in which the aircraft is flying or to which it is headed or wishes to
fly over.
b) To another aeronautical telecommunications station, when it is not possible to make
the transmission to the unit referred to in number 1, so that it may make the
retransmission to the appropriate unit of the air traffic services and, if this is not
possible either, it shall be transmitted to the appropriate unit of the air traffic services.
c) If the flight plan is filed for the purpose of obtaining air traffic control service, the
aircraft must await air traffic control clearance before proceeding under conditions
requiring compliance with air traffic control procedures. If the flight plan is filed for the
purpose of obtaining air traffic advisory service, the aircraft must await
acknowledgement from the unit providing the service.
Note: Aerodromes and heliports authorized by the Directorate General of Civil Aviation that do
not have a designated Air Traffic Services Notification Office (ARO) will be assigned one that
will assume the tasks of this ATS unit.
The pilot or his representative will be responsible for communicating to the same ATS unit
where he submitted his FPL the messages associated with it: departure (DEP), delay (DLA),
change (CHG) or cancellation (CNL).
Upon completion of the flight, the pilot is obliged to give notice of arrival, personally or by
radio, as soon as possible to the ATS unit of the AD of arrival.
When there is no ATS unit at the aerodrome of arrival, notice of arrival shall be given to the
nearest ATC unit, or to the aeronautical station serving the ATS unit in charge of the FIR in
which the aircraft operates or to a designated ATS notification office.
When no means of dispatching arrival messages is available on the ground, the aircraft shall
transmit immediately prior to landing, by radio if possible, a message similar to an arrival
report. This transmission shall be made to a designated ATS reporting office or to the
aeronautical station serving the ATS unit in charge of the FIR in which the aircraft is operating.
Failure by the pilot to comply with these provisions, especially with regard to the arrival
warning (ARR), can result in serious disruption of ATS services, as well as unnecessary search
and rescue operations.

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5.6.4. CONTENTS OF THE FLIGHT PLAN
The flight plan shall contain information regarding the following items deemed relevant by the
competent authority:
1) Aircraft identification.
2) Flight rules and type of flight.
3) Number and types of aircraft and turbulent wake category.
4) Equipment.
5) Aerodrome or place of departure operations.
6) Expected time of out chocks.
7) Cruising speeds.
8) Cruise levels.
9) Route to be followed.
10) Destination aerodrome or place of operations and total planned duration.
11) Aerodromes or place of alternative operations.
12) Range.
13) Total number of persons on board (crew included).
14) Emergency and survival equipment.
15) Another information.
For flight plans filed during the flight, the aerodrome or place of departure operations
indicated shall be the place from which supplementary information concerning the flight may
be obtained, if necessary. In addition, the information to be provided, instead of the estimated
time of departure, shall be the time over the first point on the route to which the flight plan
refers.
The flight plan shall contain the appropriate information on the relevant items up to and
including "alternate aerodromes or alternate operating location" for all or part of the route
for which the flight plan has been filed.
It shall also contain the appropriate information on all other items when prescribed by the
competent authority or when the person submitting the flight plan deems it necessary.
5.6.4.1. CHANGES AND ARRIVAL NOTICES
All changes to a filed flight plan shall be notified as soon as possible to the appropriate air
traffic services unit.
Information submitted prior to departure regarding fuel range or total number of persons
carried on board, if inaccurate at the time of departure, constitutes a major change to the
flight plan and as such must be reported.

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Similarly, notice of arrival shall be given, as soon as practicable after landing, to the
appropriate ATS unit at the aerodrome of arrival, after every flight for which a flight plan
covering the entire flight or the remaining portion of a flight to the destination aerodrome has
been filed.

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5.6.5. MESSAGES ASSOCIATED WITH THE FLIGHT PLAN
▪ CHANGE MESSAGE (CHG)
When a change is to be made to previously transmitted FPL or RPL basic flight plan data, a
CHG message shall be transmitted. The CHG message shall be sent to all recipients of basic
flight plan data that are affected by the change. Relevant modified basic flight plan data shall
be provided to affected entities that have not previously received it.
There are certain fields of the flight plan that cannot be modified by a CHG message. These
fields are as follows:
═ Aircraft identification.
═ Departure and destination aerodrome.
═ Estimated date and off blocks time.
The modification of any of these fields will imply a cancellation of the original FPL and the
submission of a new FPL.
▪ CANCELLATION MESSAGE (CNL)
After the submission and transmission of an FPL, any modification in the following fields will
generate a cancellation message (CNL) of the original FPL and the submission of a new one:
═ Aircraft identification.
═ Departure aerodrome.
═ Destination aerodrome.
═ Date of the flight.
═ EOBT (only in case of overtaking).
It is very important that the originator of an FPL cancels the FPL:
═ as soon as you know that the flight will not operate, or

═ before submitting a flight plan that replaces it.
▪ DELAY MESSAGE (DLA)
In the event of a delay of more than fifteen (15) minutes from the scheduled out-of-bay time
for an IFR flight (except if the IFR flight has an assigned SLOT), or thirty (30) minutes for a
controlled VFR flight, or sixty (60) minutes for an uncontrolled VFR flight, this shall be

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communicated by means of a DLA message. After this period of time, if no action is taken by
the flight plan originator, the FPL shall be automatically cancelled.
▪ DEPARTURE MESSAGE (DEP)
Departure messages will be transmitted for all VFR flights and on request for IFR flights.
▪ ARRIVAL MESSAGE (ARR)
This message will always be transmitted for VFR flights.
For IFR flights, an ARR message will be transmitted:
═ When requested by the carrier operator, or an ATS Unit.

═ When landing at the alternate aerodrome or at another aerodrome different
from the destination aerodrome.
The IFPS will transmit an ARR message, for those flights landing at an aerodrome other than
the aerodrome listed as the destination aerodrome, to all ATC units that received the FPL.
If a flight deviates to its origin aerodrome for any reason, an ARR "Diversion" message should
be sent.
Thus, the flight will be considered closed in the NM systems. The normal practice is to file a
new flight plan (replacing FPL) with the original aircraft identification (ARCID).

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5.6.6. REPETITIVE FLIGHT PLANS (RPL)
5.6.6.1. USE OF REPETITIVE FLIGHT PLANS (RPL)
RPLs shall be used on scheduled IFR flights performed:
a) On the same day, or on the same days, of consecutive weeks and on at least 10
occasions.
b) Or, daily, for a period of at least 10 consecutive days.
c) The elements of each flight plan must have a high degree of stability.
d) RPLs shall cover the entire flight from the departure aerodrome to the destination
aerodrome.
The RPL procedures shall be applied only on condition that all air traffic service providers
affected by the flights in question have agreed to accept the RPLs and their filing, notification
of changes or cancellation shall be in accordance with the provisions of agreements to be
concluded to that effect between operators and air navigation service providers concerned
or, as the case may be, in applicable regional air navigation agreements.
RPLs shall not apply to international flights, unless the contiguous States concerned are
already using or will use them at the same time. The procedures relating to the use of such
plans between States may be the subject of bilateral, multilateral or regional air navigation
agreements, as the case may be.
The agreements shall include provisions on the following procedures:
i. Initial presentation.
ii. Permanent changes.
iii. Temporary and occasional changes.
iv. Cancellations.
v. Aggregates.
vi. And, completely revised lists when required by extensive changes.
5.6.6.2. PROCEDURES FOR THE SUBMISSION OF RPL BY OPERATORS
The filing of RPLs, notification of changes or cancellation of such plans will be in accordance
with the applicable agreements as established.
RPLs shall be filed in the form of lists containing the necessary flight plan data using a form
specially prepared for this purpose, or by other means suitable for electronic data processing.
The method of filing shall be determined by local or regional agreements and shall be made
known through aeronautical information publications.

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The content of the RPLs and the way to complete it shall be in accordance without prejudice
to the option to use a different model of the list form incorporated in said attachment.
However, when so required by the air traffic service providers concerned in accordance with
the agreements adopted, RPLs shall provide estimation data in relation to the boundaries of
the flight information region and the primary alternate aerodrome. In such a case, such
information shall be provided in the form indicated on a repetitive flight plan list form that
has been specially prepared for this purpose.
The operator shall maintain, at the aerodrome of departure or other agreed location,
alternate aerodrome information and supplementary flight plan data (normally contained in
box 19 of the flight plan) so that, on request from ATS units, it can be provided without delay.
The name of the office from which such information may be obtained should be recorded on
the RPL list form.
Operators will submit the lists to the public business entity ENAIRE, at the address indicated
for such purpose in the AIP, so that it may distribute them to the corresponding air traffic
service units.
The initial submission of complete RPL lists, and seasonal renewals, shall be made sufficiently
in advance to allow the ATS units to properly assimilate the data. The minimum advance
notice, to be published in the AIP, shall be not less than two weeks.
Unless otherwise agreed by the competent air traffic service provider, flight plan data lists and
flight plan amendments shall not be acknowledged.
5.6.6.3. CHANGES IN RPL LISTS
Permanent changes
Permanent changes, involving the inclusion of new flights and the deletion or modification of
those included in the lists, shall be submitted in the form of amended lists. These lists must
reach the address indicated by the public business entity ENAIRE pursuant to the provisions
of Section 2.5, at least seven days before the date of entry into force of such changes.
Where RPL lists were initially submitted using means suitable for electronic data processing,
the submission of certain modifications by means of RPL list forms shall also be permitted by
mutual agreement between the operator and the air traffic service providers concerned.
All changes to RPLs must be submitted in accordance with the instructions regarding the
preparation of RPL lists.

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Temporary changes
Changes of a temporary and occasional nature to the RPLs relating to aircraft type, wake
category, speed and/or cruising level shall be notified for each flight, as soon as possible, and
no later than 30 minutes before departure, to the ATS notification office responsible for the
aerodrome of departure. Changes relating only to cruise level may be notified by
radiotelephony on the occasion of the first exchange of communications with the ATS unit
concerned.
In cases determined by the AIP, to modify certain basic flight plan data it will be necessary to
cancel the RPL for the day in question and file an individual flight plan for the case.
Whenever the operator anticipates that a particular flight, for which an RPL has been filed, is
likely to be delayed by at least 30 minutes in relation to the off-peak time indicated in that
plan, he shall immediately notify the ATS unit responsible for the aerodrome of departure.
The stringent requirements of flow control, should operators fail to comply with this
procedure, may result in the automatic cancellation of the RPL for that particular flight at one
or more of the ATS units concerned.
Whenever the operator knows that a flight for which an RPL has been filed has been cancelled,
he shall notify the ATS unit responsible for the aerodrome of departure.
Communication between operator and pilot
The operator shall ensure that the pilot in command has the latest information on the flight
plan, including permanent and occasional changes, concerning his particular flight and that
they have been duly notified to the competent agency.
Procedures of the ATS units related to RPLs
The procedures for RPL clearance described below are applicable regardless of whether
automatic data processing equipment is used or whether flight plan data is processed
manually.

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RPL data collection, storage and processing
Without prejudice to bilateral, multilateral or regional air navigation agreements, there will
be an agency responsible for the administration of RPL data in the airspace under their State
jurisdiction.
They will distribute the data relevant to the RPL to the ATS units concerned in its area of
responsibility, so that the units receive such data sufficiently in advance to be effective.
Each ATS unit concerned shall store the RPLs in such a way as to ensure their systematic
activation on the day the operation is to be performed in the order of the expected times of
entry to the area of responsibility of each unit. This activation shall be performed in sufficient
time to present the data to the controller in an appropriate form for analysis and appropriate
action.
Suspension of RPL procedures
If an affected air traffic service provider is compelled by exceptional circumstances to

temporarily suspend the use of repetitive flight plans in the area of its responsibility or a
specified part thereof, it shall publish notice of such suspension as far in advance as possible
and in the most appropriate manner under the circumstances.
ATS messages related to flights performed according to an RPL
ATS messages relating to each of the flights performed under an RPL shall be originated and
routed to the ATS units concerned in an identical manner to that used for flights performed
under specific flight plans.

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5.7. AERODROMES
Aerodromes are an integral part of the air navigation system. This chapter will discuss the
main parts of an aerodrome, the different types of aerodromes, how runways are designated
and chosen as active, and the aerodrome traffic circuit pattern:
5.7.1. GENERAL DESIGN AND CONFIGURATION OF AN AERODROME
An aerodrome is a defined area on land or water (including buildings, facilities and equipment)
intended to be used in whole or in part for the arrival, departure and surface movement of
aircraft.
The term "aerodrome" used in the provisions relating to flight plans and ATS messages is
intended to cover both locations and aerodromes that may be used by certain types of aircraft
(e.g. helicopters or balloons).
The main parts of an airfield are the runway(s), apron and taxiways.
Image: Aerodrome

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A runway is a defined rectangular area on a terrestrial aerodrome prepared for the landing
and take-off of aircraft. The runway(s) used in preference to others when conditions permit
are called primary runway(s).
The beginning of that part of the runway usable for landing is the threshold. When the
threshold is not at the end of a runway, it is a displaced threshold.
The touchdown zone is the part of a runway, beyond the threshold, where landing aircraft
contact the runway.
Image: Track.
The apron is a defined area on a terrestrial aerodrome intended to accommodate aircraft for
loading or unloading passengers, mail or cargo, fueling, parking or maintenance. On the apron,
the area intended to be used for parking an aircraft is a stand.
A taxiway is a defined path on a ground aerodrome established for taxiing aircraft and
intended to establish a connection between one part of the aerodrome and another,
including:
a) Aircraft stand taxiway: Part of the apron designated as a taxiway and designed to provide
access to parking stands only.
b) Apron taxiway: A portion of a taxiway located on the apron that provides aircraft taxi
guidance within the parking apron.
c) High speed exit taxiway: A taxiway connected to a runway at an acute angle and
designated to allow landing aircraft to turn at higher speeds than can be carried on other
nearby exit taxiways, thus minimizing runway occupancy time.
A junction of two or more taxiways is a taxiway intersection.

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Taxi: Movement of an aircraft over the surface of an aerodrome under its own propulsion,
excluding takeoff and landing maneuvers.
Image: Aerodrome
Image: Movement area

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According to other criteria, the following parts can be distinguished in an aerodrome:
═ Movement area: the area where aircraft landing, takeoff, ground movement and parking
operations take place. It consists of the maneuvering area and apron.
═ Maneuvering area: The part of an aerodrome used for takeoff, landing and taxiing of
aircraft, with the exception of the apron.
═ Landing area: The part of the movement area designed for aircraft landing and takeoff.
The different designated positions that can be found at an airfield are:
═ Runway-holding point: A designated position intended to protect a runway, obstacle

limitation surface or critical/sensitive ILS/MLS area where aircraft and taxiing vehicles will
stop and wait, unless otherwise authorized by the aerodrome control tower.
Note: In phraseology, the expression "holding point" is used to designate a holding point
on a runway.
═ Intermediate holding point: A designated position intended for traffic control where
aircraft and taxi vehicles will stop and wait until cleared to proceed, when directed to do
so by the aerodrome control tower.
═ Service road holding point: a designated position at which vehicles may be requested to
wait.
═ Holding bay: A defined area where aircraft may be placed on standby, overtopped, or
bypassed to facilitate efficient movement of aircraft on the surface.
Image: Waiting siding
═ Hot spot: a location in an aerodrome movement area with a history or potential risk of
collision or runway incursion, and where increased pilot/driver attention is required.

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5.7.2. NUMBERING SYSTEM AND RUNWAY ORIENTATION
A designation sign shall be provided at the thresholds of a paved runway. This marking shall
consist of a two-digit number and, in the case of parallel tracks, shall be completed with a
letter.
On single runway, dual parallel runways and triple parallel runways, the two-digit number shall
be the nearest whole number to the nearest tenth of magnetic north when viewed from the
direction of approach. On four or more parallel tracks, one set of adjacent tracks shall be
numbered to the nearest tenth magnetic azimuth and the other set of adjacent runways
numbered to the nearest tenth magnetic azimuth. When the above rule results in a single digit
number, it shall be preceded by a zero.
For parallel runways, each runway designation number shall be completed with a letter (L for
"left", left; C for "center", center; and R for "right", right). This shall be done as follows, in the
order shown from left to right when viewed from the direction of approach:
- For two parallel tracks: "L" "R".

- For three parallel tracks: "L" "C" "R".
- For four parallel tracks: "L" "R" "L" "R" "L" "R".
- For five parallel tracks: "L" "C" "R" "L" "R" or "L" "R" "L" "C" "C" "R".
- For six parallel tracks: "L" "C" "R" "L" "C" "R" "L" "C" "R".
5.7.3. TYPES OF AERODROMES
- Controlled aerodrome: An aerodrome at which air traffic control service is provided for
aerodrome traffic. The term "controlled aerodrome" indicates that air traffic control
service is provided to aerodrome traffic, but does not necessarily imply that a control area
exists.
- Alternate Aerodrome: An aerodrome to which an aircraft may proceed when it is
impossible or inadvisable to proceed or land at the aerodrome of intended landing.
Alternate aerodromes include the following:
═ Alternate take-off aerodrome. An alternate aerodrome where an aircraft can land, if

necessary, shortly after takeoff and if it is not possible to use the departure aerodrome.
═ En-route alternate aerodrome. An airport at which an aircraft can land in the event of
an unusual or emergency situation en route.
═ Destination alternate aerodrome. An alternate aerodrome to which an aircraft may
proceed if it is impossible or inadvisable to land at the aerodrome of intended landing.

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Note: The aerodrome from which a flight departs may also be an en-route alternate
aerodrome or a destination alternate aerodrome for that flight.
- International Airport: An airport designated by the Contracting State in whose territory it

is located as an airport of entry and exit for international air traffic, where customs,
immigration, public health, animal and plant quarantine and similar procedures are carried
out.
- Regional airport: An airport serving traffic within a relatively small or sparsely populated
geographical area. It usually does not have customs and immigration facilities to process
traffic between countries. Aircraft using these airports tend to be smaller commercial
aircraft, private jets and regional jets of both turboprop and jetliner varieties.
- Military airport: Sometimes referred to as an "air base," it provides basing and support
for military aircraft. Some air bases offer facilities similar to civilian airports.
5.7.4. AERODROME TRAFFIC CIRCUIT
5.7.4.1. AERODROME TRAFFIC CIRCUIT CONFIGURATION
In order to provide safety and order to aircraft operating in the vicinity of an aerodrome and
to establish separations between arriving and departing aircraft, specific flight paths are
established.
Definition of aerodrome traffic circuit: Specified route to be followed by aircraft operating in

the vicinity of an aerodrome. Air traffic consists of all aircraft in flight or operating in the
maneuvering area of an aerodrome.
At controlled aerodromes (with ATC) controllers instruct pilots on when, where and how to
enter the aerodrome traffic circuit. At uncontrolled aerodromes, VFR pilots are responsible
themselves for complying with local aerodrome traffic circuit rules and maintaining their own
separation.
An aerodrome traffic circuit is a special pattern. It is used by VFR traffic to fly to and from the
runway in use at an aerodrome.
Normally this pattern has a rectangular shape. Its details are published on a visual approach
chart (VAC) of the aerodrome.
The standard circuit uses left-hand turns ("left-side circuit") and therefore when the traffic
circuit is in a right-hand turn pattern ("right-side circuit") it should be specified. It is not
necessary to specify a left-side circuit, although it may be advisable to do so if there has been
a recent change where the direction of the circuit is variable.

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Example of a left-hand circuit:
Image: Circuit to left
The airfield traffic circuit begins and ends on the runway and generally follows between 500
and 1,500 feet above airport elevation (generally at 1000 feet AGL).
The circuit is divided into the following five sections:
a) Upwind leg: flight path parallel to the runway in the landing direction.
b) Crosswind leg: Flight path perpendicular to the runway, starting at the end of the
crosswind leg.
c) Downwind (or tailwind) leg: Flight path parallel to the runway in the direction
opposite to landing, starting at the end of the crosswind leg.
d) Base leg: Flight path perpendicular to the runway, starting at the end of the downwind
leg.
e) Final: Flight path in the landing direction along the runway axis extension, starting from
the end of the basic leg or base leg, and normally ending at the runway.

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5.7.4.2. ENTRY INTO THE AERODROME TRANSIT CIRCUIT
Image: Airfield traffic circuit
Entry to the aerodrome traffic circuit should generally be through the designated points that
have been published in the AIP.
Requests for instructions to enter the traffic circuit should be made sufficiently in advance to
allow for a planned entry taking into account other traffic.

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Image: Visual Approach Chart (VAC)
▪ DESIGNATED AIRCRAFT POSITIONS ON THE AERODROME'S TAXI AND TRAFFIC CIRCUITS
The following aircraft positions on the traffic and taxi circuits are the positions at which aircraft
normally receive clearances from the aerodrome control tower. Aircraft should be closely
monitored as they approach these positions so that the appropriate clearances can be issued
without delay. Where possible, all clearances should be issued without delay for aircraft to
initiate the call.
═ Position 1. The aircraft requests clearance to taxi. The controller provides the
corresponding taxi clearance to the holding point of the runway in use (or intermediate
holding point).
═ Position 2. The aircraft holds in this position, without exceeding the holding point
signal, and will report to the control tower when they are ready for departure.
Normally, VFR flights are not ready when the holding point is reached. Depending on
the existing traffic, takeoff clearance may or may not be granted.

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═ Position 3. If it has not been previously possible to give a takeoff clearance (in position
2), this must be done when the aircraft is aligned. Before giving a clearance, it is
mandatory that the controller visually observes the entire runway to make sure that
there is no obstacle on the runway.
═ Position 4. At this point, clearance is given to land, whenever possible.
═ Position 5. You are instructed to taxi to the parking position.
═ Position 6. More precise information will be provided, if necessary, to proceed to the
parking position, otherwise the aircraft will normally cut the engine and turn off the
radio.
Note 1: Arriving aircraft executing an instrument approach procedure will normally enter the
traffic circuit on final except when visual maneuvering to the runway is required.
Image: Designated aircraft positions on aerodrome taxi and transit circuits.
5.7.5. FACTORS AFFECTING THE SELECTION OF RUNWAY IN USE
Runway in use" means the runway(s) that the control tower considers most suitable, at a given
time, for the types of aircraft expected to land or take off at that aerodrome.
Separate or multiple runways may be designated as a runway in use for arriving and departing
aircraft.
Normally, the aircraft will land and take off upwind, unless safety considerations, runway
configuration, or weather conditions, available instrument approach procedures or air traffic
conditions determine that another direction would be preferable. However, in selecting the

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runway in use, the control tower shall take into account other pertinent factors, in addition to
surface wind speed and direction, such as:
═ Aerodrome traffic circuits.

═ The runways length.
═ The configuration.
═ Aids available for approach and landing.
To mitigate noise, a runway may be designated for takeoff or landing appropriate to the
operation in order to use, whenever possible, runways that allow aircraft to avoid noise-
sensitive areas during the initial departure and final approach phase of flight.
Runways should not be chosen for noise attenuation purposes for landing operations that are
not equipped with adequate glide path guidance (e.g. ILS) or for operations in visual flight
meteorological conditions (PAPI or VASIS).
The pilot may refuse, for operational safety reasons, a runway that has been designated for
noise attenuation.
Noise attenuation shall not be a determining factor for runway designation in the following
circumstances:
a) When the condition of the runway surface is adversely affected (e.g., snow, melting
snow, ice, water, mud, rubber, oil or other substances),
b) For landing, when:
● The cloud ceiling is less than 500 ft above the aerodrome elevation or visibility
is less than 1900 m; or
● When the approach requires the use of vertical minimums in excess of 300 ft
above airfield elevation and:
▪ The cloud ceiling is less than 800 ft above the airfield elevation.
▪ O, the visibility is less than 3000 m.
c) For take-off, when visibility is less than 1900 m.
d) When wind shear has been reported or forecast, or when thunderstorms are expected
to affect the approach or departure procedures.
e) When the crosswind component, including gusts, exceeds 20 Kt, or the tailwind
component, including gusts, exceeds 10 Kts.

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5.8. HOLDING PROCEDURES FOR IFR FLIGHTS

A standby procedure is a predetermined maneuver that keeps an aircraft within a specified
airspace while waiting for a new clearance.
This section and the section covering standby procedures for VFR flights will discuss the
purpose of standby, as well as the principles that regulate it.
5.8.1. IFR HOLDING
According to the ICAO Doc. 8168, the different types of waits that may be encountered are:
- Non-RNAV holding circuits (or conventional standby circuits).

- RNAV holding circuits.
Considering another different classification, the holding procedure can be divided into:
- Published holding: Those that can be found in the official publications of a State, such
as the AIP. Entry into the holding circuit shall be achieved in accordance with the
procedures established by the relevant ATS authority and published in the AIP.
- Unpublished holding: Those that are performed according to circumstances in fixes
other than those published; e.g. "Hold position". If join and leaving procedures have
not been published or if the procedures are not known to a flight crew, the ATC unit
concerned shall specify the location designator or aid to be used, the track, radial or
approach heading, turn direction on the holding circuit, and the time of the away leg
or distances between which to hold.
- Extended Hold: This term is generally used to refer to an extended hold that the pilot
must maintain and fly for a considerable time. It may also be used for a published or
unpublished hold, whose away path the ATS unit requires to be extended in time or
distance.

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Image: Types of standby circuits
5.8.2. USE OF IFR HOLDING CIRCUITS
Speed limits: ICAO maximum standby speeds are as follows:
- Up to 14000: 230 kts.

- From 14000 ft to 20000 ft: 240kts.
- From 20000 ft to 34000 ft: 265 kts.
- Over 34000 ft: M 0.83.
Skew lateral/angular speed: All turns must be made with a 25° sideslip angle or an angular
velocity of 3° per second (lesser skew required).
The Begining of outbound time: outbound time starts over or through the fix, whichever is
later. If the position across cannot be determined, the time starts when the away leg is
completed (set course). The established time to complete the outbound leg, if not based on
DME distances, will be:
a) One minute at or below 14000 ft (FL 140).

b) One and a half minutes above 14000 ft (FL 140).

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Length of the outbound leg based on a DME distance: If the length of the outbound leg is
based on a DME distance, then the outbound leg will end as soon as the DME distance limiting
it is reached.
Limiting radials: In the case of off-station standby, where the distance from the standby fix to
the VOR/DME station is short, a limiting radial may be specified. A limiting radial may also be
specified where airspace conservation is essential.
Drift correction (wind effect): All procedures plot courses. Pilots should attempt to maintain
the track taking into account the estimated or known wind by applying corrections to both
course and time. This should be done during entry and while flying a holding circuit.
Leaving the circuit: When receiving clearance specifying the departure time from the holding
point, the pilot must adjust the circuit within the limits of the established holding procedure
to leave the point at the specified time.
5.8.3. PURPOSE OF HOLDING CIRCUITS
The main purpose of a holding procedure is to delay the arrival of an IFR flight at its destination
that cannot yet land for various reasons, such as:
- Traffic congestion.
- Weather conditions not suitable for landing (a storm over the airfield, for example).
- Unavailability of the runway (e.g.: runway changes, contaminated runway, etc.).
In the event of long delays, aircraft should be informed of the expected delay as soon as
possible and, where possible, given instructions or the option to reduce speed en route to
absorb the delay.
When a delay is expected, the ACC will normally be responsible for clearing the aircraft to the
holding circuit and for including holding instructions and the approximate EAT approach time
(if proceeding to the Initial Approach Fix, IAF) or holding time (if conducted at a location other
than the IAF), as appropriate, in those clearances.
Several aircraft may fly on the same holding circuit at the same time, separated vertically by
1,000 feet or more. This is generally described as a holding column (or simply "standby"). To
the extent possible, levels will be assigned at a holding point in a manner that facilitates the
clearance of each aircraft to make the approach with proper priority. Normally, the first
aircraft to arrive at a holding point should be at the lowest level, with subsequent aircraft at
successively higher levels.

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Image: Waiting circuit
As a rule, the last arrivals will be added at the top. The aircraft at the bottom of the column
will be taken out and allowed to make an approach first, after which all aircraft go down one
level, and so on. ATC will control the whole process, in some cases using a dedicated controller
exclusively for this.
An airport may have several holding circuits, depending on where aircraft arrive from, or
which runway is in use, or due to vertical airspace limitations.
Since an aircraft with an emergency has priority over all other traffic, it will always be allowed
to bypass the holding circuit and go directly to the airport (if possible). Obviously, this causes
further delays for other flights.
Aircraft should normally be kept at a designated holding fix. The required minimum vertical,
lateral or longitudinal separation should be provided. Local instructions should prescribe
criteria and procedures for the simultaneous use of other adjacent holding circuits.
When extended standby is planned, turbojet aircraft should, where possible, be allowed to
standby at higher levels in order to save fuel while maintaining their place in the approach
sequence.

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If an aircraft is unable to comply with the published or authorized holding procedure, alternate
instructions will be issued.
In order to maintain a safe and orderly traffic flow, an aircraft may be asked to orbit in its
current position or in any other position, provided that the required distance from terrain
obstacles is assured.
No speed control will be applied to aircraft entering or established in a holding circuit.
5.8.3.1. GENERAL RNAV HOLDING CIRCUITS
The general criteria for non-RNAV holds will apply, except when modified or expanded by a
published letter.
An aircraft equipped with RNAV systems that has been approved by the State of operator for
the appropriate level of RNAV operations may use these systems to conduct RNAV holds,
provided that prior to conducting any flight it is ensured that:
a) The aircraft is equipped with adequate and operational RNAV equipment.

b) The pilot has up-to-date knowledge of how to operate the equipment to optimize
navigation accuracy.
It is possible to fly in conventional holding circuits with the aid of an RNAV system. In that
case, the RNAV system has the sole function of providing guidance for the autopilot or flight
director. The pilot is still responsible for ensuring that the aircraft meets the requirements for
speed, bank angle and assumptions about time and distance.
RNAV holding procedures can be constructed using one or two waypoints.
Image: RNAV standby procedures

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5.8.4. OACI HOLDING PROCEDURE
5.8.4.1. PARTS OF AN IFR HOLDING PROCEDURE
The form and terminology associated with a right-hand holding circuit is as follows:
Image: Standard standby circuit
Image: Waiting VOR/DME to the station

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Image: VOR/DME standby moving away from the station.
A holding circuit for IFR aircraft is normally a circuit based on a holding fix. The holding fix is a
geographic location that serves as a reference for a holding procedure.
This fix can be a radio aid, such as NDB or VOR. The fix is the beginning of the first turn of the
circuit. The aircraft will fly to the fix and, once there, will enter a predefined circuit. A standard
holding circuit uses right turns and lasts approximately 4 minutes (one minute for each 180
degree turn, and two minutes on the straight sections). Deviations from this circuit may occur
if long delays are expected. Longer legs (typically two or three minutes) may be used, or DME-
equipped aircraft may be assigned circuits with legs defined in nautical miles rather than
minutes. Additionally, left turns may be assigned for some holding circuits if there are airspace
restrictions nearby.
In the absence of a radio aid, the holding fix can be any fixed point in the air and can be created
using two intersecting VOR radials ("intersection"), or it can be set at a specific distance from
the VOR using the DME. When using the DME, the circuit approach turn can be permanently
defined by distance limits rather than in minutes. In addition, in properly equipped aircraft,
waypoints, such as GPS waypoints, can be used to define a holding circuit, thus completely
eliminating the need for ground-based navigation aids.

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5.8.4.2. INPUT/OUTPUT PROCEDURES
The entrance to the holding circuit can be set according to the heading in relation to the three
joining sectors, recognizing a 5-degree flexibility zone on each side of the sector boundaries.
For holds at a VOR intersection, the inbound leg is limited to the radials forming the
intersection. For holds at a VOR/DME fix, the entry rout is limited to:
a) The VOR radial.

b) The DME arc.
c) The entry radial to a VOR/DME fix at the end of the away leg, as published.
1. Entrance in sector 1 (parallel entrance):
a) In the fix of a standard holding circuit, the aircraft turns left onto a heading away for
the appropriate time period or DME.
b) Then, the aircraft turns left to the hold side to intercept the approach path to return
to the fix.
c) Then, on the second arrival over the fix, the aircraft turns right to follow the holding
circuit.
2. Sector 2 entry ("offset entry", also known as offset or drop entry):
a) At the fix, the aircraft turns to a heading to trace the track by making an angle of 30°
to the reciprocal of the approach track on the standby side.
b) Then, the aircraft will fly away in this path:
i. During the corresponding period of time, when specified.

ii. Or, until the corresponding limiting DME distance is reached, when such a
distance is specified. If a limit radial is also specified, then the distance away is
determined either by means of the limit DME distance or by means of the limit
radial (whichever comes first).
c) The aircraft turns right to intercept the approach holding pattern.

d) And, on the second arrival over the holding fix, the aircraft turns right to follow the
holding circuit.

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Image: Recommended waiting procedures
3. Entry into sector 3 (direct entry): Having reached the fix of a standard holding circuit, the
aircraft turns right to follow the holding circuit.
4. DME arc entry: At a fix, the aircraft must enter the holding pattern in accordance with
either a sector 1 or sector 3 entry procedure.
Figure: Standard holding entry diagrams
5. RNAV standby entry: Except where published is required in specific entries, the entries in
an RNAV standby of a waypoint shall be the same as for conventional standby.
Sectors for entry into a two waypoint RNAV standby procedure are separated by a line passing
through two waypoints. Entries from either sector must be made through the associated
waypoints.
After passing through the waypoint, the aircraft must turn to follow the procedure.

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5.8.4.3. TIME/DISTANCE OF REMOVAL
The “no wind” time to fly the outbound course should not exceed of:
a) One minute if at or below 4 250 m (14 000 ft).

b) One and a half minutes if above 4 250 m (14 000 ft).
Where DME is available, the length of the outbound leg can be specified in terms of distance
rather than time.
5.8.4.4. WAITING FOR NEW CLEARANCE. EXPECTED APPROACH TIME. TIME OF CLEARANCE
TO PROCEED.
When an aircraft arriving at an aerodrome is unable to initiate the instrument approach

procedure for landing for any of the above reasons, it will be instructed to continue and
maintain a holding circuit normally located above the initial approach fix (IAF) of the related
instrument procedure.
The Expected Approach Time (EAT) is the time at which ATC expects an arriving aircraft, after
a delay, to leave the holding fix to complete its approach for a landing. The actual time at
which the holding fix is left will depend on the approach clearance.
An expected approach time shall be determined for an arriving aircraft that is subject to a
delay of 10 minutes or more or such other period as determined by the appropriate authority.
The expected approach time shall be transmitted to the aircraft as soon as practicable and
preferably no later than the beginning of its initial descent from cruising level. A revised EAT
shall be transmitted without delay to the aircraft when it differs from the previously
transmitted EAT by 5 minutes or more, or by a shorter period of time established by the
appropriate ATS authority or agreed between the ATS units involved.
An expected approach time should be transmitted to the aircraft by the most expeditious
means when it is anticipated that the aircraft will have to wait for 30 minutes or more.
The holding fix to which an estimated time of approach relates shall be identified along with
the estimated time of approach in circumstances where this is not obvious to the pilot.
Time of clearance to continue
When the aircraft is instructed to hold over a point other than the IAF, the time at which the
aircraft may expect to leave the fix at which it is holding is referred to as the Clearance to
Continue.

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In the event that an aircraft is held on standby en route or at a location or radio aid other than
the initial approach fix, it will receive as soon as possible an estimated time of clearance to
proceed from the standby fix. The aircraft will also be advised if additional waits are
anticipated at a subsequent fix.
Expect further clearance
"Expect further clearance" is an expression used by ATC to inform the pilot when an accurate
estimate of the time and reasons for the delay cannot be immediately determined (e.g. a
damaged aircraft on the runway, saturation in the center, weather conditions below minimum
landing conditions, etc.).

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5.9. HOLDING PROCEDURES FOR VFR FLIGHTS

The main purpose of a VFR hold is to keep aircraft flying in an area when they cannot be
cleared to join the transit circuit due to traffic.
Visual holds are normally more frequent at or near the joining points of aerodrome traffic
patterns, and are used to guide the traffic that wants to join the circuit where there is aircraft
saturation.
Another possibility, although less frequent, is the establishment of visual holds for IFR flights.
Levels in visual holding positions should be assigned, where possible, in such a way as to
facilitate clearance for each aircraft to make the approach in the appropriate order of priority.
Normally, the first aircraft to arrive over a holding position should be at the lowest level, with
the next arriving aircraft placed at successively higher levels.
5.9.1. PRINCIPLES OF VFR HOLDS
A hold for a VFR aircraft normally consists of a holding circuit passing through visual standby
fixes. These are significant geographic fixes on the ground that can be easily recognized from
the air and preferably depicted on charts, such as a bridge, highway intersections, lakes, etc.
In some locations, VFR reporting points are described on aerodrome or terminal area charts.
In the selection of geographic fixes, the described VFR reporting points are preferable unless
the pilot shows familiarity with the local area.
The controller shall transmit traffic information to the aircraft cleared to hold at the same
point, using the phraseology as indicated below:
- HOLD AT (location) UNTIL (time or other condition).

- TRAFFIC (description) HOLDING AT (fix, altitude if known).
- PROCEEDING TO (fix) FROM (direction or fix).
There are two main possibilities regarding coordination between units:
1) After coordination with the approach control unit, the ACC may clear an arriving
aircraft to a visual holding point to wait until further indications from the approach
control unit.
2) After coordination with the aerodrome control tower, the approach control unit may
clear an arriving aircraft to a visual holding point to wait until further instructions are
received from the aerodrome control tower.

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ANNEXES
ANNEX 1. EXTRACT FROM OACI DOCUMENT 8585
ICAO TELEPHONY AIRCRAFT OPERATING NOTIFYING

IND. DESIGNATOR AGENCY STATE
AAL AMERICAN American Airlines INC. United States
ACA AIR CANADA Air Canada Canada
AEA EUROPE Air Europa Spain
AEP AEROTEC Aerotec Spain
AFL AEROFLOT Aeroflot-Russian International Russian
Airlines Federation
AFR AIRFRANS Air France France
AMX AEROMÉXICO Aerovias de Mexico S.A. de C.V. Mexico
ANE NOSTRU AIR Air Nostrum Líneas Aéreas del Spain
Mediterráneo S.A.
ARE AIRES AIRES, Aerovías de Integración Colombia
Regional S.A.
ARG ARGENTINA Aerolineas Argentinas Argentina
AUA AUSTRIAN Austrian Airlines (AUA) AG Austria
AVA AVIANCA Avianca, Aerovías Nacionales de Colombia
Colombia S.A.
AWE CACTUS US Airways (Phoenix AZ) United States
AZA ALITALIA Alitalia-Compagnia Aerea Italiana Italy
SPA
AZT AZIMUT Azimut S.A. Spain
BAW SPEEDBIRD British Airways United Kingdom
BBR SANTA BARBARA Santa Barbara Airlines C.A. Venezuela
BCS EUROTRANS European Air Transport Germany
BEL BEE LINE Brussels Airlines Belgium
BER AIR BERLIN Air Berlin PLC & CO. Lufthverkhers Germany
KG.
BMA MIDLAND British Midland Airways LTD United Kingdom

AVIATION LAW
CCA AIR CHINA Air China China

CFG CONDOR Condor Flugdienst GMBH Germany
Kelsterbach (SITZ)
COA CONTINENTAL Continental Airlines Inc. United States
CRL CORSAIR Corse Air International France
CSA CSA-LINES Czech Airlines J.S.C Czech Republic
CUB CUBANA Cubana de Aviación S.A. Cuba
DAH AIR ALGERIE Air Algerie Algeria
DAL DELTA Delta Airlines Inc. United States
DLA DOLOMITI Air Dolomiti Italy
DLH LUFTHANSA Deutshce Lufthansa Germany
EIN SHAMROCK Aer Lingus Teoranta Ireland
ELY ELAL El Al Israel Airlines LTD Israel
EZY EASY Easy Jet Airlines Co. LTD United Kingdom
FIN FINNAIR Finnair OYJ Finland
GES GESTAIR Gestair Executive Jet Spain
HLF HAPAG LLOYDD Hapag Lloyd Fluggesellschaft MBH Germany
IBE IBERIA Iberia - Líneas Aéreas de España S.A. Spain
IBS IBEREXPRES Short and medium-haul operating Spain
company Iberia Express, S.A.U.
JAL JAPANAIR Japan Airlines International Co. LTD Japan
KLM KLM KLM Royal Dutch Airlines Netherlands
LAN LAN CHILE National Airline of Chile Chile
LGL LUXAIR Luxair - Societe Luxembourgeoise de Luxembourg
Navigation Aerienne S.A.
LOT POLLOT Lot - Polskie Linie Lotnicze Polland
LTU LTU LTU-Lufttransport Unternehmen Germany
GMBH, Düsseldorf
MPH MARTINAIR Martinair Holland NV Netherlands
MSR EGYPTAIR Egypt Air Egypt

AVIATION LAW
NAY NAYSA Canary Islands Air Navigation and Spain

Services, S.A.
OAL OLYMPIC Olimpic Air Greece
PUA PLUNA First Uruguayan Air Navigation Lines Uruguay
RAM ROYALAIR MAROC Royal Air Maroc - Compagnie Morocco

Nationale de Transports Aeriens
RJA ROYAL JORDANIAN Royal Jordanian Jordan
ROT TAROM Tarom - Romanian Air Transport Romania
CSR CANARY AIRLINES Canarias Airlines, Compañía de Spain
Aviación, S.L.
RYR RYANAIR Ryanair Ireland
SAS SCANDINAVIAN Scandinavian Airlines System Sweden
SIA SINGAPORE Singapore Airlines Limited Singapore
SMX ALIEXPRESS C.A.I. First S.P.A. Italy
SNB STERLING Sterling Air/As Denmark
SVA SAUDIA Saudi Arabian Airlines Saudi Arabia
SWR SWISS Swiss International Air Lines LTD Switzerland
SWT SWIFT Swiftair S.A. Spain
TAP AIR PORTUGAL Transportes Aéreos Portugueses E.P. Portugal
TAR TUNAIR Tunis Air - Societe Tunnisienne de Tunisia
L'Air
TCW THOMAS COOK Thomas Cook Airlines Belgium N.V. Belgium
TCX KESTREL Thomas Cook Airlines L.T.D. United Kingdom
THA THAI Thai Arways International LTD Thailand
THY TURKISH Turk Hava Yollari (Turkish Airlines Turkey
Co.)
TRA TRANSAVIA Transavia Holland B.V. Netherlands
UAL UNITED United Airlines INC. United States
VIR VIRGIN Virgin Atlantic United Kingdom
VLE VOLA C.A.I. Second S.P.A. Italy
VLG VUELING Vueling Airlines Spain

AVIATION LAW
ANNEX 2. EXTRACT FROM OACI DOCUMENT 7910
LOCATION INDICATOR LOCATION NAME STATE

CYMX MONTREAL INTL. (MIRABEL), THAT.
MONTREAL INTL. (PIERRE ELLIOT
CYUL CANADA
TRUDEAU), QC.
CYYZ TORONTO PEARSON INTL.
DAAA ALGER ACC
DAAG ALGIERS / HOURABI BOUMEDIENE ALGERIA
DAOO ORAN / ES SENIA
DTTA TUNIS / CARTHAGE TUNISIA
EBBR BRUSSELS / BRUSSELS - NATIONAL
BELGIUM
EBOS OSTEND-BRUGES INTL.
EDDB BERLIN / SCHOENEFELD
EDDF FRANKFURT / MAIN
EDDG MÜNSTER OSNABRÜCK INTL.
EDDH HAMBURG
EDDK KÖLN - BONN GERMANY
EDDL DÜSSELDORF INTL.
EDDM MÜNCHEN
EDDS STUTTGART
EDDV HANNOVER-LANGENHAGEN
EFHK HELSINKI - VANTAA FINLAND
EGCC MANCHESTER
EGGW LONDON LUTON
EGGX SHANWICK OACC
EGKK LONDON / GATWICK
UNITED KINDOM
EGLC LONDON CITY
EGLL LONDON / HEATHROW
EGMC SOUTHEND
EGNX EAST MIDLANDS

AVIATION LAW
EGPF GLASGOW INTL.

EGPH EDINBURGH
EGSS LONDON / STANSTED
EHAM AMSTERDAM / SCHIPHOL NETHERLANDS
EIDW DUBLIN IRELAND
EKCH COPENHAGEN / KASTRUP DENMARK
ELLX LUXEMBURG LUXEMBOURG
ENGM OSLO / GARDERMOEN NORWAY
EPWA WARSAW /CHOPIN POLAND
ESSA STOCKHOLM/ ARLANDA SWEDEN
EVRA RIGA INTL. LATVIA
GMMM CASABLANCA FIC / ACC
GMMN CASABLANCA / MOHAMMED V
MOROCCO
GMMX MARRAKECH / MENARA
GMTT TANGER / IBN BATOUTA
HECA CAIRO INTL. EGYPT
ATLANTA / HARTSFIELD JACKSON
KATL
ATLANTA INTL.
KBOS BOSTON / LOGAN INTL.
KIAD WASHINGTON / DULLES INT
UNITED STATES
KJFK NEW YORK / JOHN F. KENNEDY INTL.
KLAX LOS ANGELES INTL.
KMIA MIAMI INTL.
KSFO SAN FRANCISCO INTL.
LBSF SOFIA BULGARIA
LDZA ZAGREB CROATIA
LFBB BORDEAUX ACC
LFBD BORDEAUX- MERIGNAC
FRANCE
LFBT TARBES-LOURDES-PYRÉNÉES
LFBZ BIARRITZ - ANGLET - BAYONNE

AVIATION LAW
LFLL LYON - SAINT EXUPERY

LFML MARSEILLE - PROVENCE
LFMM AIX-EN-PROVENCE (MARSEILLE ACC)
LFPG PARIS / CHARLES DE GAULLE
LFPO PARIS / ORLY
LFQQQ LILLE LESQUIN
LFRR BREST ACC
LFRS NANTES ATLANTIQUE
LGAV ATHINA / ELEFTHERIOS VENIZELOS
GREECE
LGTS THESSALONIKI INTL MACEDONIA
LHBP BUDAPEST / FERIHEGY HUNGARY
LIMC MILAN / MALPENSA
LIML MILAN / LINATE
ITALY
LIRF ROME / FIUMICINO
LIRQ PERETOLA, FLORENCE
LJLJ LJUBLJANA JOZE PUCNIK, SLOVENIA SLOVENIA
LKPR PRAHA / RUZYNE CZECH REPUBLIC
LLBG TEL AVIV / BEN GURION ISRAEL
LOWS SALZBURG
AUSTRIA
LOWW WIEN / SCHWECHAT
LPAZ SANTA MARIA
LPPC LISBON FIC / ACC
LPFR LIGHTS
PORTUGAL
LPPO SANTA MARÍA OAC / FIC
LPPR PORTO
LPPT LISBON
LROP BUCHAREST / HENRI COANDA ROMANIA
LSGG GENEVA
LSZB BERN-BELP SWITZERLAND
LSZH ZURICH

AVIATION LAW
LYBE BEOGRAD / NIKOLA TESLA SERBIA

MMMX MEXICO
MEXICO
MMUN CANCUN INTL.
SANTIAGO DE CUBA/ANTONIO
MUCU
MACEO INTL. CUBA
MUHA HAVANA / JOSÉ MARTÍ INTL.
OJAI QUEEN ALIA INTL. AMMAN, JORDAN JORDAN
OYRN RIYAN MUKALLA, YEMEN YEMEN
SAEZ MINISTER PISTARINI (EZEIZA) BA ARGENTINA
SBGL RIO DE JANEIRO / GALEAO
SBGR SAO PAULO / GUARULHOS BRAZIL
SBRF GUARARAPES INTL. BRAZIL
SANTIAGO DE CHILE/COMODORO A.
SCEL CHILE
MERINO BENITEZ INTL.
SUMU MONTEVIDEO / CARRASCO INTL. URUGUAY
SVMI MAIQUETIA / SIMON BOLIVAR INTL. VENEZUELA
SAN JUAN / LUIS MUÑOZ MARÍN
TJSJ PUERTO RICO
INTL.
RUSSIAN
UUEE MOSCOW / SHEREMETYEVO
FEDERATION

AVIATION LAW
ANNEX 3. AERONAUTICAL INFORMATION SERVICES AND

PUBLICATIONS
1. INTRODUCTION
The current complexity of the aeronautical world, as well as the volume of information that
exists and is necessary for aviation activity to be completely safe for everyone, make it
necessary to have specific services in charge of managing it. In this sense, ICAO regulations
establish that every member state of this organization must provide aeronautical information
services and is responsible for the information published. In the case of Spain, this service is
provided through ENAIRE.
2. AIS STRUCTURE
The Aeronautical Information Service (AIS) is provided by the Air Navigation Directorate,
through the Aeronautical Information Division, to guarantee the circulation and information
necessary for the safety, regularity and efficiency of international and national air navigation
within its area of responsibility.
The service consists of the following offices:
- AIS Division (Central Services). Responsible for the provision of AIS service.
- The International NOTAM Office (NOF) integrated in SYSRED H24. H24 NOTAM
management service coordinated by the AIS Division in terms of the requirements of
the service provided.
- The Airport Aeronautical Information Offices (AIOs) are dependent on each airport
and coordinated by the AIS Division as to the requirements of the service provided.
The Aeronautical Information Service is responsible for collecting, verifying and disseminating
aeronautical information throughout the territory of the Spanish State and in the airspace
over the high seas under its jurisdiction. The functioning of the Service is regulated by the
Eighth Book of the Air Traffic Regulations, and in the case of military information by the Eighth
Book of the Operational Air Traffic Regulations.

AVIATION LAW
AERONAUTICAL INFORMATION DIVISION
The Aeronautical Information Division, acting on behalf of the State Civil Aviation authorities,
is the entity in charge of providing the Aeronautical Information Service, being responsible for
receiving or originating, collating, collating, assembling, editing, formatting, publishing,
storing and distributing aeronautical information/data necessary to guarantee the operational
safety, regularity, economy and efficiency of air navigation.
To this end, its management system and operating procedures comply with the requirements
established in current international standards:
- ICAO Annex 15: Aeronautical Information Services.

- ICAO Annex 4: Aeronautical Charts.
This Division is in charge of receiving most of the aeronautical information. The first thing it
will do is to study whether such information is susceptible to be published or not. If it is, it
determines in what form it will be published.
The following elements of the "Integrated Aeronautical Information Documentation" are

prepared in this office:
- Aeronautical Information Publication (AIP).

- Amendments to the AIP (AMDT).
- Supplements to the AIP (SUP).
- Aeronautical Information Circulars (AIC).
- Corresponding checklists.
- NOTAM publication coordination.
THE NOTAM INTERNATIONAL OFFICE (NOF)
The NOF has the mission to collate and approve, in coordination with the AIS Division, the
"NOTAM projects" received from the data originators, for subsequent distribution. NOTAM
information is exchanged through the Aeronautical Fixed Telecommunications Network
(AFTN).
The term "NOTAM project" refers to information received from data originators for the
purpose of being published by NOTAM.
The NOF receives NOTAMs from other countries through a connection with the Eurocontrol
EAD system. Any request or clarification regarding foreign NOTAMs can be made to the NOF,
which will take the appropriate steps for their resolution.

AVIATION LAW
It should also be noted that the NOF has a library with AIP information from a large number
of countries with which it maintains an exchange of aeronautical information, through which
all types of queries from any aeronautical user can be handled.
The NOTAM office prepares the following elements of the Integrated Documentation:
- NOTAM.
- NOTAM Checklist.
- Verbatim summary of NOTAM.
AERONAUTICAL INFORMATION OFFICES (AIO)
AIO offices are located at aerodromes/heliports and are part of the Aeronautical Information
Service.
The functions they perform are:
- Provide national or international aeronautical information to the user Prepare

information sheets and internal bulletins on operational incidents for distribution to
interested parties.
- Receive post-flight information from aircraft crews and make it available to AIS.
For this purpose, there are positions in the AIO offices, making available to the users the
NOTAM aeronautical information under the PIB format (Pre-Flight Information Bulletin), the
meteorological information and the presentation of flight plan messages.
AIO functions are usually performed from airport operations units, which among other
functions also have a role as data originator to the AIS Division.

AVIATION LAW
OTHER SOURCES OF INFORMATION
In addition to the above offices, the following bodies sometimes also act as sources of
aeronautical information:
- Aeronautical Information Services of other States from which it is necessary to receive

information, as is the case in the determination of borders and boundary points.
- Technical services responsible for the provision and maintenance of facilities, services
and procedures, both aerodrome and Air Navigation. They will work with static
information, i.e. with permanent modifications in the radio aids or dynamic
information (for example, when cancelling an NDB that has temporarily and
unexpectedly broken down).
- Military authorities, which may notify the reservation of airspace for firing exercises,
activation of restricted areas, etc.
- Air Traffic Services, which is studying a new restructuring of airspace.
- Aircraft operating companies carrying out operations within Spanish territory. They
can detect the malfunction of any of the systems and report it to the AIOs, or give
altitude information to the TWR of the arrival airport.
- The Directorate General of Civil Aviation (DGAC) and the State Aviation Safety Agency.
- Any other service that may be legitimate to acquire information of interest to civil
aviation.
3. INTEGRATED AERONAUTICAL INFORMATION DOCUMENTATION
In compliance with current regulations, all aeronautical data and aeronautical information is
made available to users of the aeronautical information service through the "Integrated
Aeronautical Information Documentation" (IAIP). Depending on the nature of this
information, it is distributed through different mechanisms:
- Aeronautical Information Publication (AIP).

- Supplements to the AIP (SUP).
- Aeronautical Information Circulars (AIC).
- NOTAM.
- Pre-Flight Information Bulletins (PIB).
- Checklists and Summaries.

AVIATION LAW
AIP (AERONAUTICAL INFORMATION PUBLICATION)
It contains information of a permanent nature, as well as temporary changes of long duration

(at least one year). It is provided in a bilingual edition (Spanish/English) and the information is
kept up to date through a service of amendments and supplements to the AIP.
It is divided into three parts:
- General (GEN). This first part of the AIP contains administrative and explanatory
information. For ease of reference, the documents are divided into five sections.
═ GENE 0 - GENERAL
═ GEN 1 - NATIONAL REGULATIONS AND REQUIREMENTS
═ GEN 2 - TABLES AND CODES
═ GEN 3 - SERVICES
═ GEN 4 - AERODROME / HELIPORT AND AIR NAVIGATION SERVICES USAGE FEES
- En route (ENR). The second part of the AIP contains information related to airspace
and its use: ATS procedures and rules, airspace description, etc. This information is
divided into seven sections.
═ ENR 0 - PART II INDEX

═ ENR 1 - GENERAL RULES AND PROCEDURES
═ ENR 2 - AIR TRAFFIC SERVICES AIRSPACE
═ ENR 3 - ATS ROUTES
═ ENR 4 - RADIO AIDS AND NAVIGATION SYSTEMS
═ ENR 5 - NOTICES TO NAVIGATION
═ ENR 6 - EN ROUTE CHARTS
- Aerodromes (AD). It consists of four sections containing information related to the

aerodromes/heliports of the Spanish territory and their use: geographic and
administrative data, physical characteristics, associated cartography, etc.
═ AD 0 - TABLE OF CONTENTS OF PART III

═ AD 1 - AERODROMES / HELIPORTS. INTRODUCTION
═ AD 2 - AIRFIELDS
═ AD 3 - HELIPORTS- HELIPADS
The amendment service consists of:
- Regular amendments. Contains information of a permanent nature that becomes

effective on the date of publication of the amendment; it consists of pages,
aeronautical charts and handwritten corrections to be included in the AIP. The regular
amendment is published on the effective dates of the AIRAC cycles, the cover page
being blue in color and numbered consecutively.

AVIATION LAW
- AIRAC Amendments. Contains predictable information of a permanent and

operationally significant nature that becomes effective on a date subsequent to the
date of publication; consists of aeronautical pages and charts to be included in the AIP
on the effective date.
The AIRAC amendment is published and becomes effective according to the rules of
the AIRAC Regulated Publication System. The cover is green in color and its numbering
is consecutive, independent of the regular amendment and based on the calendar
year.
SUPPLEMENTS TO THE AIP (SUP)
Supplements are issued to inform the user about temporary variations in the information
contained in the AIP as well as additional information.
Each supplement shall contain the references corresponding to the section, or sections, of the
AIP to which it relates.
Therefore, users are advised to consult the supplements in force for the latest information
regarding the AIP.
There are two types:
- Regular Supplement (REGULAR SUP). Usually includes:
═ Long-term temporary changes (3 months or more).

═ Information of a temporary nature containing extensive text and/or graphics, even
if the duration is less than 3 months.
═ Additional information that, although not specifically included in the AIP, affects it
in some way (e.g. traffic guidance schemes, contingency routing).
It is published whenever information is available and the effective and expiration dates
are clearly specified. The pages of the regular supplements are yellow.
- AIRAC Supplement (AIRAC SUP). It contains premeditated information of a temporary

nature and of importance to operations that requires extensive text and/or
explanatory graphics. The AIRAC Supplement is published and becomes effective in
accordance with the AIRAC Regulated Publication System. AIRAC supplement pages
are colored pink.
Both types of supplement have a common, consecutive numbering based on the calendar
year.

AVIATION LAW
AERONAUTICAL INFORMATION CIRCULARS (AIC)
This publication contains information that does not qualify for inclusion in AIP, NOTAM or SUP
but is of interest to air operations. Circulars often anticipate long-term changes in legislation,
regulations, procedures, etc., as well as advise and clarify information relating to flight safety,
legislation, technical aspects and administrative matters.
There are two series of circulars, depending on the degree to which they affect:
- National (only published in Spanish): national distribution only.

- International: both national and international distribution.
Each series is independent and has consecutive numbering based on the calendar year.
NOTAM
The NOTAM is disseminated through the AFTN telecommunications network and in a specific
format called "NOTAM Sistema", which allows it to be automatically processed in databases.
Through this publication, urgent and unpredictable information that directly affects
operations and that is generally of a temporary nature and of short duration is promptly
disseminated. On the other hand, information concerning permanent or temporary changes
of long duration, which could not have been foreseen in time for publication by WTSA or PTS,
may also be disseminated, provided that they are of importance to operations.
These changes will be replaced, as soon as possible, by a WTSA or SUP as needed.
- Broadcast
National and international dissemination of NOTAMs is carried out by the International

NOTAM Office (NOF), which verifies the information and subsequently distributes it in NOTAM
System format.
The NOTAMs are distributed in six series:

AVIATION LAW
SERIES CONTENTS
A NOTAMs relating exclusively to airports with H24 operating hours
B NOTAMs relating to all airports listed in the AIP with non H24 operation
D NOTAM with the following contents:
- Notices to navigation.
- Air space reservations.
- Prohibited, restricted and hazardous areas activity.
E NOTAMs related to radio aids and radionavigation facilities.

F
G NOTAMs relating only to time periods in which satellite-based approach
and takeoff procedures are limited.
Each series is numbered independently and consecutively beginning each January 1 with the
number 0001.
- TRIGGER NOTAM
All changes of operational significance published by AIRAC AMDT or SUP are additionally
announced by NOTAM. This NOTAM, called a "Trigger NOTAM", is disseminated on the date
of publication of the AIRAC AMDT or SUP and contains a brief description of the changes, the
effective date of the changes, as well as reference to the corresponding AIRAC AMDT or SUP.
Trigger NOTAMs are included in Pre-flight Information Bulletins (PIBs) as a reminder of the
entry into force of operationally significant information.
A "Trigger" is valid from the effective date until 14 days later, both in the case of permanent
changes (AIRAC AMDT) and in the case of temporary changes (SUP).
- Default distribution
International NOTAM Offices as well as foreign aerodromes originating SNOWTAM

information shall use the following default AFTN addresses:
a) For NOTAM: LEZZNA plus the first two letters of the place indicator of the country of
origin.
b) For SNOWTAM: LEZZSA plus the first two letters of the place indicator of the country of
origin.

AVIATION LAW
PRE-FLIGHT INFORMATION BULLETINS (PIB)
In the Aeronautical Information Offices (AIO) of civil aerodromes, as well as in the flight
preparation offices of military aerodromes/heliports, users are provided with the necessary
information for the execution of a flight. In these offices, the different elements of the
Integrated Documentation, essential cartography and Pre-Flight Information Bulletins are
available to users, and verbal information is also provided upon request.
PIBs are prepared at the aeronautical information offices of each aerodrome and consist of a
list of NOTAMs in force, in clear language and ICAO abbreviations, whose coverage covers
important transit areas or main routes determined according to the needs of the users.
The GDPs are also complemented with information that, although not published by NOTAM,
may be useful at the local aerodrome level and of interest to the user.
The coverage, types and presentation of PIB depend on the degree of automation and the
means available in each AIO.
Generally, PIB are presented in two parts:
a) NOTICE TO NAVIGATION: Includes information on activities in restricted or dangerous

areas, military exercises, etc.
b) GENERAL: Includes information on conditions of service, changes in procedures, etc.
Pre-Flight Information Bulletins for both domestic and international aerodromes can be
obtained at all aerodromes in the Aena network, either through user terminals or on request.
CHECKLISTS AND LISTS OF VALID NOTAMS
For each element of the Integrated Documentation there is a checklist to verify the
information in force.
The SUP and AIP-SPAIN checklists are AIP pages included in GEN 0.3/0.4, while the AIC
checklist is an AIC in itself.
In the particular case of the NOTAM, the checklist is distributed via AFTN in NOTAM System
format.
The NOTAM Summary consists of a list of NOTAMs in force, in clear language. The NOTAM
summary will be published daily updated through Aena's website, Aeronautical Information
Division (AIS): http: //notampib.enaire.es/icaro
There are six types of summaries:

AVIATION LAW
- SERIES A: International distribution and includes all NOTAMs issued and in force of the
A series. It is published in Spanish or English.
- SERIES B: International distribution and includes all NOTAMs issued and in force of the
B series. It is published in Spanish or English.
- SERIES D: International distribution and includes all NOTAMs disseminated and in force
of the D series. It is published in Spanish or English.
- SERIES E: International distribution and includes all the NOTAMs issued and in force in
the E series.
- SERIES F: International distribution and includes all NOTAMs issued and in force in the
F series. It is published in Spanish or English.
- SERIES G: International distribution and includes all the NOTAMs issued and in force of
the G series. It is published in Spanish or English.

AVIATION LAW
BIBLIOGRAPHY
ICAO Annex 1.
ICAO Annex 2.
LINKS OF INTEREST
- www.europa.eu
- www.eurocontrol.int
- www.easa.europa.eu
- www.icao.int
- www.boe.es
- www.aena.es
- www.fomento.es
- www.seguridadaerea.es (AESA)
- www.senasa.es
- www.skybrary.aero

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ATCO INITIAL TRAINING

20/07/2022 Date: 20/07/2022

CHANGE CONTROL REGISTER

SENASA ATCO INITIAL TRAINING 2

1.1. WHAT IS AIR TRAFFIC CONTROL? ..............................................................7

1.2. ABOUT THIS MANUAL ..............................................................................8

1.3. ATC TRAINING ..........................................................................................9

1.4. HISTORICAL CONTEXT OF AVIATION LAW ............................................... 11

2.1. ICAO (INTERNATIONAL CIVIL AVIATION ORGANIZATION) ....................... 15

2.2. OTHER INTERNATIONAL ORGANIZATIONS AND ASSOCIATIONS .............. 24

3.1. CIVIL AVIATION AGENCY (AGÊNCIA DE AVIAÇÃO CIVIL, AAC).................. 27

3.2. OTHER NATIONAL ORGANIZATIONS ....................................................... 29

SENASA ATCO INITIAL TRAINING 3

3.3. SENASA (SERVICES AND STUDIES FOR AIR NAVIGATION AND

4.1. SAFETY ................................................................................................... 32

4.2. SAFETY MANAGEMENT SYSTEMS (SMS) ................................................. 34

5. RULES AND REGULATIONS

5.1. UNITS OF MEASUREMENT ...................................................................... 41

5.2. LICENSES AND ATC CERTIFICATES ........................................................... 50

5.3 INTRODUCTION TO AIR NAVIGATION SERVICES (ANS) AND AIR TRAFFIC

5.4. AIR REGULATIONS .................................................................................. 66

SENASA ATCO INITIAL TRAINING 4

5.4.2. INFLUENCE OF GENERAL RULES ON THE ATC ............................................................. 91

5.5. AIRSPACE AND ATS ROUTES ................................................................... 93

5.6. FLIGHT PLAN......................................................................................... 109

5.7. AERODROMES ...................................................................................... 120

5.8. HOLDING PROCEDURES FOR IFR FLIGHTS.............................................. 131

5.9. HOLDING PROCEDURES FOR VFR FLIGHTS ............................................ 142

ANNEX 1. EXTRACT FROM OACI DOCUMENT 8585 ...................................... 143

SENASA ATCO INITIAL TRAINING 5

ANNEX 2. EXTRACT FROM OACI DOCUMENT 7910 ...................................... 146

ANNEX 3. AERONAUTICAL INFORMATION SERVICES AND PUBLICATIONS ... 150

SENASA ATCO INITIAL TRAINING 6

1.1. WHAT IS AIR TRAFFIC CONTROL?

ICAO Annex 11 - Air Traffic Services - Chapter 2.2

4.1. Objectives of air traffic services

a) Prevent collisions between aircraft.

SENASA ATCO INITIAL TRAINING 7

1.2. ABOUT THIS MANUAL

SENASA ATCO INITIAL TRAINING 8

1.3. ATC TRAINING

▪ TYPES OF TRAINING FOR AIR TRAFFIC CONTROLLERS

SENASA ATCO INITIAL TRAINING 9

▪ OBJECTIVES OF RATING TRAINING

SENASA ATCO INITIAL TRAINING 10

1.4. HISTORICAL CONTEXT OF AVIATION LAW

1.4.1. THE INTERNATIONAL CIVIL AVIATION CONVENTION

SENASA ATCO INITIAL TRAINING 11

● Part I. Air Navigation.

The main contents of Part I of the Convention are summarized below.

● Chap.1. General Principles and Application of the Convention.

● Chap.2. Flight over territory of Contracting States.

═ Establishment of no-fly zones, provided that they are communicated to ICAO

● Chap.3. Nationality of Aircraft.

SENASA ATCO INITIAL TRAINING 12

● Chap.4. Measures to facilitate Air Navigation.

═ Commitment to provide means of assistance to aircraft in distress in its

● Chap.5. Conditions to be met with respect to aircraft.

═ Each aircraft used in international navigation shall be provided with an

● Chap.6. Internationally recommended standards and methods.

═ Collaboration to achieve the highest degree of uniformity in regulations,

SENASA ATCO INITIAL TRAINING 13

SENASA ATCO INITIAL TRAINING 14