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CAP 797 Supplementary Instruction
Intelligence, Strategy and Policy
Supplementary Instruction (SI)
CAP 797 FISO Manual
Safety and Airspace Regulation Group
Intelligence, Strategy and Policy
Number 2014/01 (Issue 1)
Issued: 23 December 2014
Effective Date: 4 February 2015
Introduction of Standardised European Rules of the Air (SERA) into CAP 797
FISO Manual
1
Introduction
1.1
The purpose of this Supplementary Instruction is to introduce Commission
Implementing Regulation (EU) No. 923/2012 into the FISO Manual and highlight a
United Kingdom general exemption to Regulation (EU) No. 923/2012.
2
Standardised European Rules of the Air (SERA)
2.1
Commission Implementing Regulation (EU) No. 923/2012 is based on ICAO Annex 2
(Rules of the Air) and ICAO Annex 11 (Air Traffic Services). Key changes include:
•
the introduction of semi-circular cruising levels within Class G airspace
(SERA.5005(g) (Visual Flight Rules) and SERA.5025(a) (IFR-Rules Applicable to
IFR Flights outside Controlled Airspace)). However, see General Exemption
E3942 (ORS4 No. 1071).
•
the Visual Meteorological Conditions for Visual Flight Rules (VFR) flight
(SERA.5001). See General Permission ORS4 No. 1067.
•
VFR at night (SERA.5005(c)). See General Permission ORS4 No. 1066.
3
Revised CAP 797 FISO Manual Procedures
3.1
With effect from 4 February 2015, CAP 797 is amended as shown at Appendix A.
This will be incorporated into CAP 797 Edition 2 at Amendment No. 3 which is
scheduled for publication in April 2015.
4
Queries
4.1
Any queries or further guidance required on the content of this SI should be addressed
to:
ATS Enquiries
Intelligence, Strategy and Policy
CAA Safety and Airspace Regulation Group
2W Aviation House
Gatwick Airport South
West Sussex
RH6 0YR
E-mail: [email protected]
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CAP 797 Supplementary Instruction
4.2
Intelligence, Strategy and Policy
Any queries relating to the availability of this SI should be addressed to:
ATS Documents
Intelligence, Strategy and Policy
CAA Safety and Airspace Regulation Group
2W Aviation House
Gatwick Airport South
West Sussex
RH6 0YR
E-mail: [email protected]
5
Cancellation
5.1
This SI shall remain in force until 30 April 2015.
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Appendix A
Definitions
Aerodrome A defined area (including any buildings, installations and equipment) on land
or water or on a fixed, fixed off-shore or floating structure intended to be used either wholly
or in part for the arrival, departure and surface movement of aircraft. (EU 923/2012)
Air-taxiing The movement of a helicopter/VTOL above the surface of an aerodrome,
normally in ground effect and at a ground speed normally less than 37 km/h (20 kt). (EU
923/2012)
Note:
The actual height during air-taxiing may vary, and some helicopters may
require air-taxiing above 8 m (25 ft) AGL to reduce ground effect turbulence or
provide clearance for cargo sling loads. (GM1 Article 2(25))
Altitude The vertical distance of a level, a point or object considered as a point, measured
from mean sea level. (EU 923/2012)
Note 1: A pressure type altimeter calibrated in accordance with the Standard
Atmosphere when set to a QNH altimeter setting will indicate altitude (above the
mean sea level). (GM1 Article 2(39)(a)).
Note 2: The term ‘altitude’ indicates altimetric rather than geometric altitude. (GM1
Article 2(39)(b))
Approach Control Service Air traffic control service for arriving or departing controlled
flights. (EU 923/2012)
Ground Visibility The visibility at an aerodrome, as reported by an accredited observer or
by automatic systems. ((EU) 923/2012)
IFR flight A flight conducted in accordance with the instrument flight rules. ((EU)
923/2012)
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Instrument Approach Procedure A series of predetermined manoeuvres by reference to
flight instruments with specified protection from obstacles from the initial approach fix, or
where applicable, from the beginning of a defined arrival route to a point from which a
landing can be completed and thereafter, if a landing is not completed, to a position at
which holding or en-route obstacle clearance criteria apply. (EU 923/2012) Instrument
approach procedures are classified as follows:
(1) Non-precision approach (NPA) procedure means an instrument approach
procedure which utilizes lateral guidance but does not utilize vertical guidance.
(2) Approach procedure with vertical guidance (APV) means an instrument
procedure which utilizes lateral and vertical guidance but does not meet the
requirements established for precision approach and landing operations.
(3) Precision approach (PA) procedure means an instrument approach procedure
using precision lateral and vertical guidance with minima as determined by the
category of operation.
Lateral and vertical guidance utilized in an instrument approach procedure
Note:
refers to the guidance provided either by:
(1) a ground-based navigation aid; (GM1 Article 2(90)(a)) or
(2) computer-generated navigation data. (GM1 Article 2(90)(b))
Taxiway Holding Position A designated position at which taxiing aircraft and vehicles
may be required to hold in order to provide adequate clearance from a runway or taxiway.
Note: In radiotelephony phraseologies, the expression ‘holding point’ is used to
designate the runway-holding position or taxiway holding position.
Visibility Visibility for aeronautical purposes is the greater of:
a.
The greatest distance at which a black object of suitable dimensions, situated
near the ground, can be seen and recognised when observed against a bright
background;
b.
The greatest distance at which lights in the vicinity of 1,000 candelas can be
seen and identified against an unlit background. (EU 923/2012)
Note 1: The two distances which may be defined by a given visibility have different
values in air of a given extinction coefficient. Visibility based on seeing and
recognizing an object (a above) is represented by the meteorological optical range
(MOR). Visibility based on seeing and identifying lights (b above) varies with the
background illumination. (GM 1 Article 2(141)(a))
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Note 2: The definition of visibility applies to the observations of visibility in local
routine and special reports, to the observations of prevailing and minimum visibility
reported in METAR and SPECI and to the observations of ground visibility. (GM 1
Article 2(141)(b))
Section 1 Chapter 4 – Flight Rules
Visual Flight Rules
4.5
The pilot of an aircraft is responsible for determining whether or not the
meteorological conditions permit flight in accordance with the VFR. The criteria
for determining Visual Meteorological Conditions are summarised in the tables
below.
By day
Distance from cloud
Horizontal
Flight visibility
Vertical
At and above FL 100
Class A, C, D, E and G airspace
1 500 m
1 000 ft
8 km
1 500 m
1 000 ft
5 km
Class A, C, D, E airspace
1 500 m
1 000 ft
5 km
Class G airspace
Clear of cloud and with the surface in
Below FL100
Class A, C, D, E and G airspace
At and below 3 000 ft amsl
5 km
sight.
For aircraft other than helicopters, at and below 3 000 ft amsl, flying at 140kt IAS or less, to give
adequate opportunity to observe other traffic or any obstacles in time to avoid collision
Class G airspace
Clear of cloud and with the surface in
1 500 m
sight.
Helicopters at and below 3 000 ft amsl
Clear of cloud and with the surface in Clear of cloud and with the surface in
sight and flown at a speed that will
Not less than 800 m
sight and flown at a speed that will give
give adequate opportunity to observe adequate opportunity to observe other
other traffic or any obstacles in time
traffic or any obstacles in time to avoid
to avoid collision.
collision
Note 1. Flight visibilities lower than 800 m may be permitted for special cases, such
as search and rescue operations.
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By night
Distance from cloud
Horizontal
Flight visibility
Vertical
At and above FL100
Class A, C,D,E and G airspace
1 500 m
1 000 ft
8 km
1 500 m
1 000 ft
5 km
1 500 m
1 000 ft
5 km
Below FL100
Class A, C, D, E and G airspace
At or below 3 000 ft amsl
Class A, C, D, E airspace
Class G airspace
For aircraft other than helicopters
Clear of cloud and with the surface in
5 km
sight
For helicopters
Clear of cloud, the pilot maintains
Not less than 3 km
continuous sight of the surface and
flown at a speed that will give adequate
opportunity to observe other traffic or
any obstacles in time to avoid collision
Note 1. Ceiling, visibility and distance from cloud minima lower than those specified
above may be permitted for helicopters in special cases such as search and rescue
operations.
Note 2. For fixed-wing and helicopter flights taking off or landing at aerodromes
within class C or D airspace the reported meteorological visibility at the aerodrome
concerned shall be taken to be the flight visibility.
Instrument Flight Rules
4.7 A pilot must fly according to the IFR:


if the airspace has been notified as class A;
if the meteorological conditions preclude VFR flight.
4.8 The IFR require a pilot to observe the minimum height rule and additional rules
according to the type of airspace. These are summarised below.

Within controlled airspace (classes A to E):
a)
File a flight plan and obtain a clearance before proceeding with the flight;
b)
Conduct the flight in accordance with clearances and instructions from
ATC;
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c)
Maintain a listening watch on the appropriate radio frequencies; and
d)
Report the position of the aircraft according to published procedures.
Outside controlled airspace:
Comply with the semi-circular rule (EU 923/2012 – SERA.5025(a)) when in level
flight above 3 000 ft amsl. The altimeter is set to 1013.2mb and the cruising
level is selected according to the magnetic track unless the aircraft is holding
according to published procedures or is otherwise instructed by ATC.
Semi-circular rule – flights at levels below FL195:
Magnetic track
Cruising level
Less than 180⁰
FL030, 050, 070, 090, etc. up to FL190
At least 180⁰ but less than 360⁰ FL040, 060, 080, 100, etc. up to FL180
Filing of Flight Plans
4.10
Flight plans fall into two categories:
a)
Full flight plans: the information required on Form CA48/RAF2919.
b)
Abbreviated flight plans: the limited information required to obtain a
clearance for a portion of flight, e.g. flying in a control zone, crossing an
airway etc. filed either on the Radiotelephone (RTF) or by telephone prior to
take-off.
4.11
The local FIS Unit may assist in compiling flight plans and checking them.
However, the ultimate responsibility for filing an accurate flight plan rests with the
pilot or aircraft operator.
4.12
The destination aerodrome will be advised of the flight only if the flight plan
information covers the whole route of the flight.
4.13
An airborne flight plan may be filed provided that the pilot leaves sufficient time
for the clearance to be issued before the aircraft reaches the boundary of
controlled airspace (normally 10 minutes).
4.14
A pilot may file a flight plan for any flight.
4.15
A pilot is required to file a flight plan for (EU 923/2012 SERA.4001(b)):
a)
any flight or portion thereof to be provided with an air traffic control service;
b)
any IFR flight within advisory airspace;
c)
any flight within or into areas, or along routes designated by the Authority, to
facilitate the provision of flight information, alerting and search and rescue
services;
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d)
any flight within or into areas or along routes designated by the Authority, to
facilitate coordination with appropriate military units or with air traffic service
units in adjacent states in order to avoid the possible need for interception
for the purposes of identification prescribed by the States concerned;
e)
Any flight across international boundaries;
Note: For the purposes of EU 923/2012 SERA.4001(b)(5) ‘Submission of a flight
plan’ in the UK, the international borders for flight planning purposes are the
international FIR boundaries.
f)
Any flight planned to be operated at night, if leaving the vicinity of an
aerodrome.
Section 2 Chapter 1 – Flight Information Service at Aerodromes
Traffic Information
8.10
A pilot receiving a Basic Service, and not operating in the vicinity of an
aerodrome, should not expect any form of traffic information from an AFISO, as
there is no such obligation placed on the AFISO under a Basic Service and the
pilot remains responsible for collision avoidance at all times. However, where an
AFISO has information that indicates that there is aerial activity in a particular
location that may affect a flight, in so far as it is practical, they should provide
traffic information in general terms to assist with the pilot’s situational awareness.
This will not normally be updated by the AFISO unless the situation changes
markedly, or the pilot requests an update. However, when a pilot report indicates,
or an AFISO considers, that a definite risk of collision exists, a warning shall be
issued to the pilot. Traffic information in general terms could include warnings of
aerial activity in a particular location, e.g.
 “Intense gliding activity over Smallville”;
 “multiple aircraft known to be operating 15 miles north of Smallville”;
 “PA28 estimating CPT at 25, altitude 2000 feet”;
 “fast jet reported routing from Smallville to Midtown below altitude 500 feet”;
 “helicopter conducting power line inspection 5 miles north of Borton below
altitude 500 feet”.
Visual Signals
8.45
Lights and pyrotechnic signals used to pass information to aircraft in the air and
to control aircraft and vehicles at aerodromes are to comply with those described
in EU 923/2013 – SERA.3301 and Appendix 1. When communication by a
system of visual signals is deemed to be adequate, or in the case of radio
communication failure, the signals given hereunder shall have the meaning
indicated therein:
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Section 5 Chapter 1 – Alerting Service
15.1
An alerting service is provided to notify appropriate organisations regarding
aircraft in need of SAR aid and assist such organisations as required.
15.2
Alerting service shall be provided by air traffic service units in accordance with
EU 923/2012 – SERA.10001:
a)
for all aircraft provided with an air traffic service;
Note:
For the purposes of SERA.10001(a)(1), the United Kingdom
also provides an Alerting Service to all aircraft receiving an Air Traffic
Service.
b)
in so far as practicable, to all other aircraft having filed a flight plan or
otherwise known to the air traffic service unit; and
c)
to any aircraft known or believed to be the subject of unlawful interference.
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Section 6 Chapter 1 – Aircraft Emergencies
16.1
The circumstances of each aircraft emergency can vary to such an extent that
detailed instructions cannot be given for every situation. The procedures outlined
herein are intended as a general guide, and FISO’s must use their own
judgement when handling a particular emergency.
16.2
However, in accordance with EU 923/2012:
a)
In the case of an aircraft known or believed to be in a state of an
emergency, including being subject to unlawful interference, air traffic
service units shall give the aircraft maximum consideration, assistance and
priority over other aircraft as may be necessitated by the circumstances
((EU) 923/2012 SERA.11005(a)).
b)
When an occurrence of unlawful interference with an aircraft takes place or
is suspected, air traffic service units shall attend promptly to requests by
the aircraft. Information pertinent to the safe conduct of the flight shall
continue to be transmitted and necessary action shall be taken to expedite
the conduct of all phases of the flight, especially the safe landing of the
aircraft. EU 923/2012 – SERA.11005(b)
c)
When an occurrence of unlawful interference with an aircraft takes place or
is suspected, air traffic service units shall, in accordance with locally agreed
procedures, immediately inform the appropriate authority and exchange
necessary information with the aircraft operator or its designated
representative ((EU) 923/2012 SERA.11005(c)).
d)
When it has been established by an air traffic service unit that an aircraft is
in a state of emergency, other aircraft known to be in the vicinity of the
aircraft involved shall, except as provided in (5) below, be informed to the
nature of the emergency as soon as practicable ((EU) 923/2012
SERA.10005(a)).
e)
When an air traffic service unit knows or believes that an aircraft is being
subjected to unlawful interference, no reference shall be made in ATS
air-ground communications to the nature of the emergency unless it has
first been referred to in communications from the aircraft involved and it is
certain that such reference will not aggravate the situation ((EU) 923/2012
SERA.10005(b)).
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