Partie A.12. Rules of The Air

OPERATIONS MANUAL Part A OMA – A.12.
Ed. N°1 / Mar 19

RULES OF THE AIR Page 012-1
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Chapitre A.12. RULES OF THE AIR
© Copyright Nationale Régionale Transport – No duplication without prior authorization

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A.12.0. TABLE OF CONTENTS
Chapitre A.12. RULES OF THE AIR................................................................................................................1

A.12.0. TABLE OF CONTENTS.......................................................................................................................3
A.12.1. INTRODUCTION................................................................................................................................7
A.12.1.1. Definitions................................................................................................................................7
A.12.2. FIELD OF APPLICATION..................................................................................................................18
A.12.2.1. Territorial application of the of air........................................................................................18
A.12.2.2. Responsability to compliancy with the rules of air...............................................................19
A.12.2.3. Authority of pilot-in-command .............................................................................................19
A.12.3. GENERAL RULES............................................................................................................................21
A.12.3.1. Protection of persons and property......................................................................................21
A.12.3.2. Preflight actions......................................................................................................................21
A.12.3.3. Avoidance of collisions...........................................................................................................22
A.12.3.3.1. Approaching hed-on...........................................................................................................22
A.12.3.3.2. Converging routes.............................................................................................................22
A.12.3.3.3. Overtaking..........................................................................................................................22
A.12.3.3.4. Landing...............................................................................................................................23
A.12.3.3.5. Taking off............................................................................................................................23
A.12.3.3.6. Surface movemnt of aircraft.............................................................................................23
A.12.3.4. Light to be display by aircraft................................................................................................23
A.12.3.4.1. By night...............................................................................................................................23
A.12.3.4.2. By day ................................................................................................................................24
A.12.3.5. Simulated instruments flights...............................................................................................24
A.12.3.6. Rules concerning aerodrome traffic......................................................................................24
A.12.3.6.1. Entering aerodrome traffic................................................................................................24
A.12.3.6.2. General maneuvres...........................................................................................................24
A.12.3.6.3. Landing...............................................................................................................................25
A.12.3.6.4. Take off...............................................................................................................................25
A.12.3.7. Expression of vertical position of the aercraft......................................................................25
A.12.3.7.1. Use of QFE..........................................................................................................................25
A.12.3.8. Informations for flights plan..................................................................................................25
A.12.3.8.1. Submission of the flight plan.............................................................................................26
A.12.3.8.2. Flight plan contents ..........................................................................................................27
A.12.3.8.3. Adherence to flight plan ...................................................................................................27
A.12.3.8.4. Change to flight plan .........................................................................................................28
A.12.3.8.5. Closing flight plan..............................................................................................................29
A.12.3.8.6. cancellation of the flight plan............................................................................................30
A.12.3.9. Clearance................................................................................................................................30
A.12.3.9.1. Obtaining clearance...........................................................................................................30
A.12.3.9.2. Clearance limit...................................................................................................................31

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A.12.3.9.3. Clearance of visual separation...........................................................................................31

A.12.3.10. Communications.....................................................................................................................31
A.12.3.11. Transponder...........................................................................................................................32
A.12.3.11.1. Transponder failure............................................................................................................32
A.12.3.12. Inflight positions reporting....................................................................................................32
A.12.3.12.1. Positions reprting...............................................................................................................32
A.12.3.12.2. Contents of postion reports..............................................................................................33
A.12.3.12.3. Transmission on operations informations, meteorological informations and informa-
tions on related volcanic activities........................................................................................................33
A.12.3.12.4. Auto-information reports..................................................................................................33
A.12.3.13. Time........................................................................................................................................33
A.12.3.14. Signals....................................................................................................................................33
A.12.3.15. Inflight emergency.................................................................................................................34
A.12.3.16. Unlawful nterference............................................................................................................34
A.12.3.17. Air traffic incident report.......................................................................................................34
A.12.3.18. Signals ...................................................................................................................................34
A.12.3.18.1. Signals ofDistress and urgency..........................................................................................34
A.12.3.18.2. visual signals used to warnan unauthorised aircraft flying in, or about to enter prohited
or danger area.......................................................................................................................................35
A.12.3.19.Rules to be observed by captains regarding assistance of aircrafts inflight and to any person
in danger ................................................................................................................................................35
A.12.3.19.1. Course of action to take by aircrafts captains’s to get assistance inflight ......................35
A.12.3.19.2. Rules to be observed by captains of aircrafts witness of situation puting persons in
danger ....................................................................................................................................36
A.12.3.20. Rules to be observed by aircrafts’s captains having knowledge of message or ditress si -
gnal 36
A.12.3.21. Rules to be observeed aircrafts’s captains having knowledge of assistance request or vi-
saul signal .........................................................................................................................................37
A.12.3.22. Signals for aerodrome traffic.................................................................................................37
A.12.3.22.1. Lights and pyrotechnic signals..........................................................................................37
A.12.3.22.2. Acknowledge by an aircraft ..............................................................................................37
A.12.3.22.3. Visual ground signals ........................................................................................................38
A.12.3.22.4. Mashalling signals .............................................................................................................39
A.12.3.22.5. From the pilot to of aircraft to signalman.........................................................................42
A.12.3.23. Codes visuels sol-air réservés à l’usage des survivants........................................................43
A.12.3.23.1. Visual ground-air signalcode reserveed to survivor used.................................................43
A.12.3.23.2. Ground-air visual code for use by survivors......................................................................43
A.12.3.23.3. Ground-air visual code intendedto rescue team ..............................................................43
A.12.3.24. Air-ground signals..................................................................................................................43
A.12.3.25. cruising levels.........................................................................................................................44
A.12.3.25.1. IFR / VFR separation..........................................................................................................44

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A.12.3.26. Direction.................................................................................................................................45
A.12.3.26.1. Regulation by country.......................................................................................................45
A.12.4. FLIGHT RULES................................................................................................................................47
A.12.4.1. Visual flight rules....................................................................................................................47
A.12.4.1.1. Meteorological conditions for visual flight .....................................................................47
A.12.4.1.2. Special VFR flight...............................................................................................................47
A.12.4.1.3. Night VFR flight..................................................................................................................47
A.12.4.1.4. Weather deterioration below (VMC)................................................................................48
A.12.4.1.5. Minimal level.....................................................................................................................49
A.12.4.1.6. Maximal level....................................................................................................................49
A.12.4.1.7. Cuising level.......................................................................................................................49
A.12.4.1.8. VFR flight in controlled class A, B, C or D..........................................................................50
A.12.4.1.9. Radiocommunication.........................................................................................................50
A.12.4.1.10. Radionavigation..................................................................................................................51
A.12.4.1.11. Changing from VFR to IFR flight.........................................................................................51
A.12.4.1.12. Rules to overflight martime regions..................................................................................51
A.12.4.2. Flight instruments rules .......................................................................................................52
A.12.4.2.1. Minimal level......................................................................................................................52
A.12.4.2.2. Cruising level......................................................................................................................52
A.12.4.2.3. IFR in an airspace...............................................................................................................53
A.12.4.2.4. VMC clearance....................................................................................................................53
A.12.4.2.5. Use of an aerodrome in IFR flight.....................................................................................53
A.12.4.2.6. Radiocommunications.......................................................................................................54
A.12.4.2.7. Navigation..........................................................................................................................56
A.12.4.3. Interception...........................................................................................................................56
A.12.4.3.1. Actions taken by intercepted aircraft...............................................................................56
A.12.4.3.2. Radiocommunications during interception......................................................................56
A.12.4.3.3. Signals initiated by intercepting aircraft and reponses by intercepted aircraft.............57
A.12.4.3.4. Signals initiated by intercepted aircraft and reponses by intercepted aircraft..............58
A.12.4.4. Supplementary regional procedures....................................................................................59
A.12.4.4.1. general rules......................................................................................................................59
A.12.5. AIRSPACES CLASSIFICATION........................................................................................................62
A.12.5.1. Airspace classes.....................................................................................................................62
A.12.5.1.1. Description.........................................................................................................................62
A.12.5.2. Control regions......................................................................................................................67
A.12.5.3. Control zones.........................................................................................................................67

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A.12.1. INTRODUCTION
The content of this section is from relevant part RAG 7.1 (Règles de l'air),from international standard of
lCAO, Annexe 2 related to international civil aviation covention,from Jeppesen Tome I from ASECNA
AIP.
A.12.1.1. Definitions
Note 1 : Throughout the text of this document the term “service” is used as an abstract noun to des-
ignate functions, or service rendered; the term “unit” is used to designate a collective body
performing a service.
Note 2 : The designation (RR) in these definitions indicates a definition which has been ex-
tracted from the Radio Regulations of the International Telecommunication Union (ITU) (see
Handbook on Radio Frequency Spectrum Requirements for Civil Aviation including state-
ment of approved ICAO policies (Doc 9718).
When the following terms are used in the International Standards for Rules of the Air, they have the
following meanings:
ADS-C agreement. A reporting plan which establishes the conditions of ADS-C data reporting
(i.e. data required by the air traffic services unit and frequency of ADS-C reports which
have to be agreed to prior to using ADS-C in the provision of air traffic services).
Note : The terms of the agreement will be exchanged between the ground system and the aircraft by means
of a contract, or a series of contracts.
Acrobatic flight. Manoeuvres intentionally performed by an aircraft involving an abrupt

change in its attitude, an abnormal attitude, or an abnormal variation in speed.
 Aerodrome. A defined area on land or water (including any buildings, installations and equipment)
intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.
 Controlled aerodrome.An aerodrome at wich air traffic controller service is provided aerodrome
traffic.
Note: The term “controlled aerodrome” indicates that air traffic control service is provided to aero-
drome traffic but does not necessarily imply that a control zone exists.
 Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either
impossible or inadvisable to proceed to or to land at the aerodrome of intended landing. Alter-
nate aerodromes include the following:
 Take-off alternate aerodrome An alternate aerodrome at which an aircraft can land should this
become necessary shortly after take-off and it is not possible to use the aerodrome of departure.
 En-route alternate aerodrome. . An aerodrome at which an aircraft would be able to land

after experiencing an abnormal or emergency condition while en route.

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 ETOPS en-route alternate aerodrome.Adequate airport listed in the certficate of the hol-
der’soperation specifications for use in event of diversion during ETOPS in case of engine
failure,abnormality,or in emergency.
 Destination alternate aerodrome.An alternate aerodrome to which an aircraft may pro-
ceed should it become either impossible or inadvisable to land at the aerodrome of in-
tended landing.
Note: The aerodrome from which a flight departs may also be an en-route or a destination alter-
nate aerodrome for that flight.
 Aircraft. Any machine that can derive support in the atmosphere from the reactions of the air
other than the reactions of the air against the earth’s surface
 Aéronef télépiloté (RPA). Aéronef non habité piloté depuis un poste de télépilotage.
 Signal area. An area on an aerodrome used for the display of ground signals.
 Landing area.That part of a movement area intended for the landing or take-off of aircraft.
 Manoeuvring area. That part of an aerodrome to be used for the take-off, landing and taxiing of
aircraft, excluding aprons.
 Movement area That part of an aerodrome to be used for the take-off, landing and taxiing of air-
craft, consisting of the manoeuvring area and the apron(s).
 Apron. A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of
loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.
 Altitude. The vertical distance of a level, a point or an object considered as a point, measured
from mean sea level (MSL).
 Transition altitude. The altitude at or below which the vertical position of an aircraft is con-
trolled by reference to altitudes.
 Pressure-Altitude.An atmospheric pressure expressed in terms of altitude which corresponds to

that pressure in the Standard Atmosphere.*
 Air traffic control clearance. Authorization for an aircraft to proceed under conditions specified
by an air traffic control unit.
Note 1 For convenience, the term “air traffic control clearance” is frequently abbreviated to
“clearance” when used in appropriate contexts
Note 2 : The abbreviated term “clearance” may be pre- fixed by the words “taxi”, “take-off”, “depar-
ture”, “en route”, “approach” or “landing” to indicate the particular portion of flight to which the air
traffic control clearance relates.ATS

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 Appropriate ATS authority. The relevant authority designated by the State responsible for provid-
ing air traffic services in the airspace concerned.
 Appropriate authority.
a). Regarding flight over the high seas: The relevant authority of the State of Registry.
b). Regarding flight other than over the high seas: The relevant authority of the State having
sovereignty over the territory being overflown.
 Aeroplane.A power-driven heavier-than-air aircraft, deriving its lift in flight chiefly from aerody-
namic reactions on surfaces which remain fixed under given conditions of flight
 Unmanned free balloon. A non-power-driven, unmanned, lighter-than-air aircraft in free flight.
Note: Unmanned free balloons are classified as heavy, medium or light in accordance with specifica -
tions contained in Appendix 4.
 Air traffic services reporting office. A unit established for the purpose of receiving reports concern-
ing air traffic services and flight plans submitted before departure.
Note : An air traffic services reporting office may be established as a separate unit or combined with
an existing unit, such as another air traffic services unit, or a unit of the aeronautical information
service.
 Heading. The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in
degrees from North (true, magnetic, compass or grid).
 Area control centre. A unit established to provide air traffic control service to controlled flights in
control areas under its jurisdiction.
 Air traffic service .A generic term meaning variously, flight information service, alerting service.
 Aerodrome traffic. All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the
vicinity of an aerodrome.
 Manoeuvring area. That part of an aerodrome to be used for the take-off, landing and taxiing of
aircraft, excluding aprons.
 Aerodrome traffic. All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the
vicinity of an aerodrome.
Note:an aircraft is in the vicinity of aerodrome when it is in, enteriring or leaving an aerodrome
traffic cicruit.
 Air-taxing.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).
Note: The actual height 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 slingloads.
 Controller-pilot data link communications (CPDLC). A means of communication between controller

and pilot, using data link for ATC communications.

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 Data link communications.A form of communication intended for the exchange of messages via a
data link
 Instrument meteorological conditions. Meteorological conditions expressed in terms of visibility,
distance from cloud, and ceiling, less than the minima specified for visual meteorological condi-
tions.
 Note : The specified minima for visual meteorological conditions are contained in Chapter 4.
 Visual meteorological conditions . Meteorological conditions expressed in terms of visibility, dis-
tance from cloud, and ceiling, equal to or better than specified minima..
Note : The specified minima are contained in Chapter 4.
 Aerodrome control service. Air traffic control service for aerodrome traffic.
 Approach control service. Air traffic control service for arriving or departing controlled flights.
 Area control centre (ACC). A unit established to provide air traffic control service to controlled
flights in control areas under its jurisdiction.
 Cruise climb. An aeroplane cruising technique resulting in a net increase in altitude as the aero-
plane mass decreases.
 Detection and avoidance. Possibility to see ,prevent or to detect traffic conflics or any other dan-
gers and to take appropriated mesures.
 Total estimated elapsed time. For IFR flights, the estimated time required from take-off to arrive
over that designated point, defined by reference to navigation aids, from which it is intended
that an instrument approach procedure will be commenced, or, if no navigation aid is associated
with the destination aerodrome, to arrive over the destination aerodrome. For VFR flights, the
estimated time required from take-off to arrive over the destination aerodrome.
 Advisory airspace. An airspace of defined dimensions, or designated route, within which air traffic
advisory service is available.
 Controlled airspace.An airspace of defined dimensions within which air traffic control service is
provided in accordance with the airspace classification.
Note : Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D and E as
described in Annex 11, 2.6.
 Air traffic services airspaces. Airspaces of defined dimensions, alphabetically designated, within
which specific types of flights may operate and for which air traffic services and rules of opera -
tion are specified..
Note : ATS airspaces are classified as Class A to G
 Aircraft operator.a person or organisation,or entreprise engaged in or offering to engage in ,an
aircraft operation.
Note : the remote controlled aircraft are included.
 Heigh. The vertical distance of a level, a point or an object considered as a point, measured from a
specified datum
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 Expected approach time. The time at which ATC expects that an arriving aircraft, following a de-
lay, will leave the holding fix to complete its approach for a landing.
Note : The actual time of leaving the holding fix will depend upon the approach clearance.
 Estimated time of arrival. For IFR flights, the time at which it is estimated that the aircraft will ar-
rive over that designated point, defined by reference to navigation aids, from which it is in-
tended that an instrument approach procedure will be commenced, or, if no navigation aid is as-
sociated with the aerodrome, the time at which the aircraft will arrive over the aerodrome. For
VFR flights, the time at which it is estimated that the aircraft will arrive over the aerodrome..
 Estimated off-block time. The estimated time at which the aircraft will commence movement as-
sociated with departure
 IFR. The symbol used to designate the instrument flight rules.
 IMC The symbol used to designate instrument meteorological conditions.
 Traffic information Information issued by an air traffic services unit to alert a pilot to other known
or observed air traffic which may be in proximity to the position or intended route of flight and to
help the pilot avoid a collision.
 Liaison de commande et de contrôle (C2). Liaison de données entre l’aéronef télépiloté et le poste
de télépilotage aux fins de la gestion du vol.
 Clearance limit. The point to which an aircraft is granted an air traffic control clearance.
 Flight crew member. A licensed crew member charged with duties essential to the operation of an
aircraft during a flight duty period.
 Area navigation (RNAV). A method of navigation which permits aircraft operation on any desired
flight path within the coverage of ground- or space-based navigation aids or within the limits of
the capability of self-contained aids, or a combination of these.
Note :Area navigation includes performance-based navigation as well as other operations that do
not meet the definition of performance-based navigation
 Level. A generic term relating to the vertical position of an aircraft in flight and meaning variously,
height, altitude or flight level.
 Cruising level.A level maintained during a significant portion of a flight.
 Flight level. A surface of constant atmospheric pressure which is related to a specific pressure da-
tum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure in-
tervals.
Note 1 :A pressure type altimeter calibrated in accordance with the Standard Atmosphere :
a) when set to a QNH altimeter setting, will indicate altitude;
b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum;
c) when set to a pressure of 1 013.2 hPa, may be used to indicate flight levels.

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Note 2 : The terms “height” and “altitude”, used in Note 1 above, indicate altimetric rather
than geometric heights and altitudes..
 RPA observer A trained and competent person designated by the operator who, by visual observa-
tion of the remotely piloted aircraft, assists the remote pilot in the safe conduct of the flight Instrument
approach operations. An approach
and landing using instruments for navigation guidance based on an instrument approach proce-
dure. There are two methods for executing instrument approach operations:
a) a two-dimensional (2D) instrument approach operation, using lateral navigation
guidance only; and
b) a three-dimensional (3D) instrument approach operation, using both lateral and
vertical navigation guidance.
Note : Lateral and vertical navigation guidance refers to the guidance provided either by:
a) a ground-based radio navigation aid; or
b) computer-generated navigation data from ground-based, space-

based, self-contained navigation aids or a combination of these.
 Approach control unit. A unit established to provide air traffic control service to controlled
flights arriving at, or departing from, one or more aerodromes.
 Air traffic control unit. Air traffic control unit.
 Air traffic services unit. A generic term meaning variously, air traffic control unit, flight informa-
tion centre or air traffic services reporting office.
 Safety-sensitive personnel. Persons who might endanger aviation safety if they perform their du-
ties and functions improperly including, but not limited to, crew members, aircraft maintenance
personnel and air traffic controllers.
 Pilot-in-command. The pilot designated by the operator, or in the case of general aviation, the
owner, as being in command and charged with the safe conduct of a flight.
 Runway. A defined rectangular area on a land aerodrome prepared for the landing and take-off of air-
craft
 Ceiling . The height above the ground or water of the base of the lowest layer of cloud below 6
000 m (20 000 ft) covering more than half the sky.
 Flight plan. Specified information provided to air traffic services units, relative to an intended
flight or portion of a flight of an aircraft.
 Filed flight plan (FPL). The flight plan as filed with an ATS unit by the pilot or a designated repre-
sentative, without any subsequent changes.
 Current flight plan. The flight plan, including changes, if any, brought about by subsequent clear -
ances.
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 Repetitive flight plan (RPL). A flight plan related to a series of frequently recurring, regularly op-
erated individual flights with identical basic features, submitted by an operator for retention
and repetitive use by ATS units.
 Runway-holding position . A designated position intended to protect a runway, an obstacle limi-

tation surface, or an ILS/ MLS critical/sensitive area at which taxiing aircraft and vehicles shall
stop and hold, unless otherwise authorized by the aerodrome control tower.
Note : In radiotelephony phraseologies, the expression “holding point” is used to designate the
runway-holding position.
 Reporting point. A specified geographical location in relation to which the position of an aircraft
can be reported.
 Changeover point. The point at which an aircraft navigating on an ATS route segment defined by
reference to very high frequency omnidirectional radio ranges is expected to trans- fer its prima-
ry navigational reference from the facility behind the aircraft to the next facility ahead of the air -
craft
 Note: Changeover points are established to provide the optimum balance in respect of signal
strength and quality between facilities at all levels to be used and to ensure a common source
of azimuth guidance for all aircraft operating along the same portion of a route segment.
 Remote pilot station (RPS). The component of the remote pilot aircraft system containing the equip-
ment used to pilot the remotely piloted aircraft.
 Instrument approach procedure (IAP). 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. Instrument approach procedures are classified as fol-
lows:
1) Non-precision approach (NPA) procedure. An instrument approach procedure designed
for 2D instrument approach operations Type A.
Note: Non-precision approach procedures may be flown using a continuous descent final ap-
proach (CDFA) technique. CDFAs with advisory VNAV guidance calculated by on-board equip-
ment (see PANS-OPS (Doc 8168), Volume I, Part I, Section 4, Chapter 1, paragraph 1.8.1) are
considered 3D instrument approach operations. CDFAs with manual calculation of the required
rate of descent are considered 2D instrument approach operations. For more information on
CDFAs, refer to PANS-OPS (Doc 8168), Volume I, Part I, Section 4, Chapter 1, paragraphs 1.7 and
1.8.
2) Approach procedure with vertical guidance (APV). A performance-based navigation
(PBN) instrument approach procedure designed for 3D instrument approach operations
Type A.

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3) Precision approach (PA) procedure . An instrument approach procedure based on naviga-

tion systems (ILS, MLS, GLS and SBAS Cat I) designed for 3D instrument approach opera-
tions Type A or B.
4) Note : Refer to Annex 6 for instrument approach operation types.
 Aeronautical Information Publication (AIP). A publication issued by or with the authority of a

State and containing aeronautical information of a lasting character essential to air navigation.
 Radiotelephony. A form of radiocommunication primarily intended for the exchange of informa-

tion in the form of
 Control area. A controlled airspace extending upwards from a specified limit above the earth
 Terminal control area (TMA). A control area normally established at the confluence of ATS routes
in the vicinity of one or more major aerodromes.
 Flight information region (FIR). An airspace of defined dimensions within which flight information
service and alerting service are provided.
 Track. The projection on the earth’s surface of the path of an aircraft, the direction of which
path at any point is usually expressed in degrees from North (true, magnetic or grid).
 Advisory route. A designated route along which air traffic advisory service is available.
 ATS route .A specified route designed for channelling the flow of traffic as necessary for the provi-
sion of air traffic services
Note 1 The term “ATS route” is used to mean variously, airway, advisory route, controlled or un-
controlled route, arrival or departure route, etc
Note 2 An ATS route is defined by route specifications which include an ATS route designator, the
track to or from significant points (waypoints), distance between significant points, reporting require-
ments and, as determined by the appropriate ATS authority, the lowest safe altitude.
 Air traffic advisory service. A service provided within advisory airspace to ensure separation, in so
far as practical, between aircraft which are operating on IFR flight plans.
 Alerting service. A service provided to notify appropriate organizations regarding aircraft in need
of search and rescue aid, and assist such organizations as required.
 Air traffic control unit. A generic term meaning variously, area control centre, approach control
unit or aerodrome control tower.
 Flight information service. A service provided for the purpose of giving advice and information
useful for the safe and efficient conduct of flights.
 Air traffic control service. A service provided for the purpose of:
a) preventing collisions:
1) between aircraft, and
2) on the manoeuvring area between aircraft and obstructions; and
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b) expediting and maintaining an orderly flow of air traffic.
 Aeronautical station (RR S1.81). A land station in the aeronautical mobile service. In certain ins-
tances, an aeronautical station may be located, for example, on board ship or on a platform at sea.
ee
 Air-ground control radio station.An aeronautical telecommunication station having primary re-
sponsibility for handling communications pertaining to the operation and control of aircraft in a
given area.
 Psychoactive substances.Alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other
psychostimulants, hallucinogens, and volatile solvents, whereas coffee and tobacco are ex-
cluded.
 Traffic avoidance advice. Advice provided by an air traffic services unit specifying manoeuvres to
assist a pilot to avoid a collision.
 Automatic dependent surveillance — contract (ADS-C). A reporting plan which establishes the con-
ditions of ADS-C data reporting (i.e. data required by the air traffic services unit and frequency of
ADS-C reports which have to be agreed to prior to using ADS-C in the provision of air traffic ser -
vices).
Note : The terms of the agreement will be exchanged between the ground system and the air-
craft by means of a contract, or a series of contracts.
 Automatic dependent surveillance — broadcast (ADS-B). A means by which aircraft, aerodrome

vehicles and other objects can automatically transmit and/or receive data such as identification,
position and additional data, as appropriate, in a broadcast mode via a data link.
 Airborne collision avoidance system (ACAS). An aircraft system based on secondary surveillance
radar (SSR) transponder signals which operates independently of ground-based equipment to
provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transpon-
ders..
 Remotely piloted aircraft system (RPAS). A remotely piloted aircraft, its associated remote pilot
station(s), the required command and control links and any other components as specified in the type
design.

 Remote pilot. A person charged by the operator with duties essential to the operation of a remo-
tely piloted aircraft and who manipulates the flight controls, as appropriate, during flight time
 Aerodrome control tower. A unit established to provide air traffic control service to aerodrome
traffic.

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 Problematic use of substances.The use of one or more psychoactive substance by aviation person-
nel :
a) constitutes a direct hazard to the user or endangers the lives, health or welfare of oth-
ers; and/or
b) causes or worsens an occupational, social, mental or physical problem or disorder.
 VFR. The symbol used to designate the visual flight rules.
 Visibility. Visibility of aeronautical purposes is the geater of :

a) the greatest distance at which a black object of suitable dimen-
sions, situated near the ground, can be seen and recognized 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 .
Note 1: The two distances have different values in air of a given extinction coefficient, and the
latter b) varies with the background illumination. The former a) is represented by the meteoro -
logical optical range (MOR).
Note 2: The definition applies to the observations of visibility in local routine and special re-
ports, to the observations of prevailing and minimum visibility reported in METAR and SPECI
and to the observations of ground visibility.
 Ground visibility. The visibility at an aerodrome, as reported by an accredited observer or by au-

tomatic systems.
 Flight visibility. The visibility forward from the cockpit of an aircraft in flight.
 VMC.The symbol used to designate visual meteorological conditions.
 Airway. A control area or portion thereof established in the form of a corridor
 Taxiwa . A defined path on a land aerodrome established for the taxiing of aircraft and intended
to provide a link between one part of the aerodrome and another, including:
a) Aircraft stand taxilane. A portion of an apron designated as a taxiway and intended to provide
access to aircraft stands only. .
b) Apron taxiway. A portion of a taxiway system located on an apron and intended to provide a
through taxi route across the apron.
c) Rapid exit taxiway.A taxiway connected to a runway at an acute angle and designed to allow
landing aeroplanes to turn off at higher speeds than are achieved on other exit taxiways
thereby minimizing runway occupancy times.
 Controlled flight. Any flight which is subject to an air traffic control clearance.
 Visual line-of-sight (VLOS) operation. An operation in which the remote pilot or RPA observer
maintains direct unaided visual contact with the remotely piloted aircraft.

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 IFR flight. A flight conducted in accordance with the instrument flight rules.
 VFR flight. A flight conducted in accordance with the visual flight rules.
 Special VFR flight. A VFR flight cleared by air traffic control to operate within a control zone in me -
teorological conditions below VMC.
 Danger area. An airspace of defined dimensions within which activities dangerous to the flight of
aircraft may exist at specified times.
 Control area. A controlled airspace extending upwards from a specified limit above the earth
 Control zone A controlled airspace extending upwards from the surface of the earth to a specified
upper limit.
 Prohibited area. An airspace of defined dimensions, above the land areas or territorial waters of a
State, within which the flight of aircraft is prohibited.
 Restricted area. An airspace of defined dimensions, above the land areas or territorial waters of a
State, within which the flight of aircraft is restricted in accordance with certain specified condi-
tions.
A.12.2. FIELD OF APPLICATION
A.12.2.1. Territorial application of the rules of the air

The are rules apply to :
a). To all civilians aircraft flying through ASECNA controlled airspace and all State aircrafts flying in
the same airspace whom the to perform the mission are compatible with these general rules.
b). To aircrafts with gabonese flagship and registration,where they may be.As far where the rules are
laid down by the State wich under authority whom the flown territory are under it’s juridiction territo -
ry.
A.12.2.2. Responsability to comply with the rules the air

The pilot-in-command of an aircraft shall, whether manipulating the controls or not, be responsible for
the operation of the aircraft in accordance with the rules of the air, except that the pilot-in-command
may depart from these rules in circumstances that render such departure absolutely necessary in the in -
terests of safety.
A.12.2.3. Authority of pilot in command

The pilot in commandant is responsable of the conduct the aircraft He is responsible for the safe and
efficient operation of the aircraft.
The pilot of command is responsable of clearances compliance from air traffic controllers.

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If an air traffic control clearance is not satis factory to a pilot-in-command of an aircraft, the pilot-in-
command may request and, if practicable, will be issued an amended clearance.
The clearances are,not a pretext for a piloti command violate a rule established.
An pilot in command can request a special priority :
a) For flight safety reasons or of persons onboard ;
b) To participe at rescue operation persons and property.
Whenever an aircraft has requested a clearance involving priority, a report explaining the necessity for
such priority shall be submitted, if requested by the appropriate air traffic control unit.
The pilot in command is responsable of respect prescribed flow rate adjustements.

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A.12.3. GENERAL RULES
A.12.3.1. Protection of persons and property

1). Negligence or reckless operation of the aircraft : An aircraft shall not be operated in a negligent
or reckless manner so as to endanger life or property of others.
2). Problematic usage of psychoactive substance or medecine: No person whose function is critical
to the safety of aviation (safety-sensitive personnel) shall undertake that function while under the influ-
ence of any psychoactive substance, by reason of which human performance is impaired. No such per-
son shall engage in any kind of problematic use of substances.
3). Crew fatigue :Any crew member must not be on duty when he feels any deficiency he belelieves
he is fit to perform his function as crew.
4). Minimal height: except for take of and landing and landing and manoeuveres applied,aircrafts
must fly at flight levelabove or egal of the higher of the two following :
a). minimal height imposed by the applied flight rules ;
b). Height enough in case of emergency a landing to be made without undue hazard to persons
or property on the surface;
c). Minimal height which can be determined by decision of relevant authority to overfly cities
congested area ,installations and persons .
5). Prohibed area : Aircraft shall not be flown in a prohibited area, the particulars of which have
been duly published, except in accordance with the conditions of the restrictions or by permis-
sion of the State over whose territory the areas are established
6). Restricted area : Aircraft shall not be flown in a prohibited area, the particulars of which have
been duly published, except in accordance with the conditions of the restrictions or by permis-
sion of the State over whose territory the areas are established
A.12.3.2. Preflight actions
Before beginning a flight, the pilot-in-command of an aircraft shall become familiar with all avail-
able information appropriate to the intended operation. Pre-flight action for flights away from
the vicinity of an aerodrome, and for all IFR
flights, shall include a careful study of available current weather reports and forecasts, taking
into consideration fuel requirements and an alternative course of action if the flight cannot be
completed as planned.
A.12.3.3. Avoidance of collisions

1). Vigilance
It is important that vigilance for the purpose of detecting potential collisions be exercised on board an
aircraft, regardless of the type of flight or the class of airspace in which the aircraft is operating, and
while operating on the movement area of an aerodrome.
2). Proximity
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An aircraft shall not be operated in such proximity to other aircraft as to create a collision hazard. two air
crafts can not fly in formation unless the two pilots in command agreed to do so.
3). Right of the way

The aircraft that has the right-of-way shall maintain its heading and speed, but that does not prevent
the pilot in command to take any actions to avoid collisions.
An aircraft that is obliged by the following rules to keep out of the way of another shall avoid passing
over, under or in front of the other, à moins qu’il ne passe à bonne distance, et :
a) and creating a hazard by it’s wake turbulence ;
b) unless it passes well clear and takes into account the effect of aircraft wake turbulence.
When they are aware ,aircrafts must keep clear of aircraft in distress or in rescue mission.
A.12.3.3.1. Aproaching head-on

When two aircraft are approaching head-on or approximately so and there is danger of collision, each
shall alter its heading to the right.
A.12.3.3.2. Converging routes

When two aircraft are approaching head-on or approximately so and there is danger of collision, each
shall alter its heading to the right:
a). power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons;
b). airships shall give way to gliders and balloons ;
c). power-driven aircraft shall give way to aircraft which are seen to be towing other aircraft or ob-
jects.
A.12.3.3.3. Overtaking
An overtaking aircraft is an aircraft that approaches another from the rear on a line forming an
angle of less than 70 degrees with the plane of symmetry of the latter, i.e. is in such a position
with reference to the other, aircraft that at night it should be unable to see either of the aircraft’s
left (port) or right (starboard) navigation lights. An aircraft that is being overtaken has the right-
of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall
keep out of the way of the other aircraft by altering its heading to the right, and no subsequent
change in the relative positions of the two aircraft shall absolve the overtaking aircraft from this
obligation until it is entirely past and clear.
A.12.3.3.4. Landing
An aircraft in flight, or operating on the ground or water, shall give way to aircraft landing or in the fi -
nal stages of an approach to land.
When two or more heavier-than-air aircraft are approaching an aerodrome for the purpose of landing,
aircraft at the higher level shall give way to aircraft at the lower level, but the latter shall not take ad -
vantage of this rule to cut in in front of another which is in the final stages of an approach to land, or
to overtake that aircraft. Nevertheless, power-driven heavier-than-air aircraft shall give way to gliders.
A.12.3.3.5. Taking off

An aircraft taxiing on the manoeuvring area of an aerodrome shall give way to aircraft taking off or
about to take off.
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A.12.3.3.6. Surface movement of aircraft In case of danger of collision between two aircraft taxiing
on the movement area of an aerodrome the following shall apply:
a). when two aircraft are approaching head on, or approximately so, each shall stop or where prac-
ticable alter its course to the right so as to keep well clear;
b). when two aircraft are on a converging course, the one
c). an aircraft which is being overtaken by another aircraft shall have the right-of-way and the over-
taking aircraft shall keep well clear of the other aircraft.
A.12.3.4. Light to be display by aircraft
A.12.3.4.1. By night
All aircraft in flight shall display:
 anti-collision lights intended to attract attention to the aircraft; and
 navigation lights intended to indicate the relative path of the aircraft to an observer
 other lights shall not be displayed if they are likely to be mistaken for these lights.
 all aircraft operating on the movement area of an aerodrome shall display lights intended to at-
tract attention to the aircraft; and
all aircraft on the movement area of an aerodrome whose engines are running shall display lights
which indicate that fact.
A.12.3.4.2. By day
Any aircaft in flight must put it’s anticollision lights on to alert his presence.any aircraft on apron,with
engine running, or ready to start the engines.
A.12.3.5. Simulated instrument flights
An aircraft shall not be flown under simulated instrument flight conditions unless:
a). fully functioning dual controls are installed in the aircraft; and
b). a qualified pilot occupies a control seat to act as safety pilot for the person who is flying un-
der simulated instrument conditions. The safety pilot shall have adequate vision forward and to each
side of the aircraft, or a competent observer in communication with the safety pilot shall occupy a po-
sition in the aircraft from which the observer’s field of vision adequately supplements that of the
safety pilot.
A.12.3.6. Rules concerning aerodrome traffic
A.12.3.6.1. Entering aerodrome traffic

Except for clearance otherwise ,an aircraft not using aerodrome must keep clear of aeodrome traffic
pattern.
This rules does apply to aerodromes shown on aeronautical navigation charts,nevertheless the pilot
must keep clear of traffic pattern of other aerodromes or spots where landings and take- offs are allo -
wed.

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A.12.3.6.2. General manoeuveres

An aircraft which part of traffic pattern must,if fying in controlled or non controlled aispace must:
a). Must comply to general traffic procedures for aerodromes operations set by ASECNA.
b). Comply to instructions, defined for aerodrome involved and informed to users by aeronautical
information way;
c). Monitor aerodrome traffic to avoid collisions ;
d). In absence particular instructions or except for clearance,make all turn the left in approach and
after take -off ;
e). Land and takeoff headwind unless safety is involved , and runwau configaration or air traffic
control impose other direction ;
f). When in visual approach or when in training flight,crew must indicate clearly in their radion mes-
sages to air traffic control, or in auto-information,the altitude which thyy are flying indownwind(except
otherwise,leg « downwind » is been made at 1000 feet above the aerodrome level),avoiding usingtd
term « standard ».
A.12.3.6.3. Landing
Except for clearance or agreement of pilots in command in case non controlled aerodrome, an aircraft
onlanding onef and on final approach must not cross runway in use threshold ,before preceding aircraft
has crossed the runway extented end or initiates a turn or preceding aircraft at arrival has not clear the
runway.
A.12.3.6.4. Takeoff
Except for clearance otherwise or agreement between pilots in command in case of non controlled ae-
rodrome, an aircraft on departure must not start it’s take off until preceding aircraft has not cross ex-
tended runway end or initiate a turn, or preceding aircraft at arrival did clear the runway.
When the an immediate take off clearnce has been accepted the pilot in command he must enter the
runway and takeoff without delay.
A.12.3.7. Expression vertical position of aircraft in vertical plan

When orsque transition altitudehas been established and let known to users by aeronautical information
way,an aircraft must express his position in the vertical plan.
 In altitude when it flies under transition altitude ;
 In flight level when it flies above transition level.
Passing from altitudes to flight level and vice-versa is at the transition altitude during climb and from
transition level during descent.
When a transition altitude is known to users by aeronautical information way for a particular region,the
aircraft must express his position in vertcal plan :
 In altitude when it flies and below the mostof two levels following :900 m(3000 feet) above the
mean sea level or 300 m(1000 feet) above ground level ;
 In flight level when it flies above the most high of two previous level.

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A.12.3.7.1. QFE
Except for other measures known to users by aeronautical informtaion way,the aicraft position in verti-
cal plan must be expressed paby height when flies in aerodrome traffic pattern or doing final instru-
ments approach .QFE mention must be then compulsory added to height indicator.
A.12.3.8. Informations for flight -flight plan

3.3.1.1 Information relative to an intended flight or portion of a flight, to be provided to air
traffic services units, shall be in the form of a flight plan. A flight plan shall be submitted
prior to operating:
 In form of repetitive (RPL) before flight;
 In form of filed flight plan (FPL) before or during flight.A FPL,can not be transmited during flight,
if the pilot in command in unpredicated circumstances which let him to such decision ;
 In form short flight plan,during flight,transmitting to air traffic control ATS the informations of the
appropriated flight.
Procedures to write and transmit RPL eand FPL are defined ASECNA.
A.12.3.8.1. Submission of the flight plan
A.12.3.8.1.1. Obligation to submit a flight plan

A flight plan must be filed before :
a) Any IFR flight
b) Any flight or portionof the flight to be getting air traffic control service.
c) Any flight which will cross boarder ;
d) Night trip
e) Any flight which flies regions, on airways or during periods designed l’ASECNA to facilitate the
providing of alert service or researches eand rescue;
f) Any flight wich flies through regions or on airways designed by ASECNA to facilitate the coordi -
nation withmilitary organism or air traffic ATS of neighboring and to avoid the necessity eventual inter-
ception for identification.
A.12.3.8.1.2. Forms and flight plan delay submission

1). IFR flight
Except in intended cases by relevant authority of air traffic ontrol service and unless if a RPL is used, a
IFR flight must submit a FPL. this FPL must be submitted at least thirty minutes before :
 Estimeted time of departure from the parking; or
 Estimeted time at wich the aircraft will start it’s IFR flight for partial flights conducted in instru-
ments flight rules.
When there a delay of more than hour in respect of estimated time of depature, a new FPL must be filed
and the old FPL canceled.A delay timecan be prescribed in ASECNA regulation or the relevant Auhtority

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on flight plan.If the FPL is submitted during flight,the delay is reducet to ten minutes.A long delay can
be necessary to obten a clearance before doing acontrol flight.
FPLs concerning IFR flight mus respect rules of crossing borders,if required.

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2). VFR flights benefiting of air traffic control service

In the case where a FPL is not required,a short may be submitted when possible be the aircraft intering
class B, C or D control airspace, or before flying in controlled aerodrome traffic,or before flying special
VFR.
3). Flight crossing borders

A FPL must be submitted at least thirty minutes before estimated time of departure from the parking. In
this case,an FPL can not be submitted during flight.
Note : For flight to a destination ofan aerodrome located in flight information region (FIR) not mana-
ged by ASECNA,see ASECNA AIP reference 0 ENR 1-10-01 "Planification des vols".
A.12.3.8.2. Flight plan contents

A flight plan shall comprise information regarding such of the following items as are considered rele-
vant by the appropriate ATS authority:
 Aircraft identification ;
 Flight rules and type of flight
 Number and type(s) of aircraft and wake turbulence category
 Equipment ;
 Departure aerodrome ;
 Estimated off- block time ;
 Cruise speed(s) ;
 Cruising level ;
 Route to be follow ;
 Destnation arodrome eand total elapted time ;
 Alternate arodrome ;
 Fuel endurance ;
 Total number of persons on board ;
 Équipement de secours et de survie ;
 Others information ;
If prior to departure it is anticipated that depending on fuel endurance and subject to reclearance in
flight, a decision may be taken to proceed to a revised destination aerodrome, the appropriate air traffic
control units shall be so notified by the insertion in the flight plan of information concerning the re-
vised route (where known) and the revised destination.
A.12.3.8.3. Adherence to flight plan

a). General rules
an aircraft shall adhere to the current flight plan or the applicable portion of a current flight plan submit-
ted for a controlled flight unless a request for a change has been made and clearance obtained from the
appropriate air traffic control unit, or unless an emergency situation.
Unless otherwise authorized by the appropriate ATS authority, or directed by the appropriate air traffic
control unit, controlled flights shall, in so far as practicable:
 when on an established ATS route, operate along the defined centre line of that route; or;
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 when on any other route, operate directly between the navigation facilities and/or points defining
that route.
an aircraft operating along an ATS route segment defined by reference to very high frequency omnidi-
rectional radio ranges shall change over for its primary navigation guidance from the facility behind the
aircraft to that ahead of it at, or as close as operationally feasible to, the changeover point, where es-
tablished.
b). Inadvertence changes
In the event that a controlled flight inadvertently deviates from its current flight plan, the following ac -
tion shall be taken:
 Deviation from track: if the aircraft is off track, action shall be taken forthwith to adjust the head -
ing of the aircraft to regain track as soon as practicable
 Variation in true airspeed: if the average true airspeed at cruising level between reporting points
varies or is expected to vary by plus or minus 5 per cent of the true airspeed, from that given in
the flight plan, the appropriate air traffic services unit shall be so informed;
 Change in time estimate : if the time estimate for the next applicable reporting point, flight infor-
mation region boundary or destination aerodrome, whichever comes first, is found to be in error
in excess of 3 minutes from that notified to air traffic services, or such other period of time as is
prescribed by the appropriate ATS authority
A.12.3.8.4. Chance to a flight plan

all changes to a flight plan submitted for an IFR flight, or a VFR flight operated as a controlled flight,
shall be reported as soon as practicable to the appropriate air traffic services unit. For other VFR flights,
significant changes to a flight plan shall be reported as soon as practicable to the appropriate air traffic
services unit.
a). Chance of cruising level

aircraft identification; requested new cruising level and cruising speed at this level, revised time esti-
mates (when applicable) at subsequent flight information region boundaries.
b). Chance of route

Requests for flight plan changes shall include information as indicated hereunder:
c). Destination changed

aircraft identification; flight rules; description of revised route of flight to revised destination aero-
drome including related flight plan data, beginning with the position from which requested change of
route is to commence; revised time esti- mates; alternate aerodrome(s); any other pertinent informa-
tion.
A.12.3.8.5. Closing a flight plan

To avoid any severe disruption of air traffic control system and cost for rescue,all flight plans must clo -
sed upon on arrival.

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a). Closing at arrival

When communication facilities at the arrival aerodrome are known to be inadequate and alternate
arrangements for the handling of arrival reports on the ground are not available, the following action
shall be taken. Immediately prior to landing the aircraft shall, if practicable, transmit to the appropri-
ate air traffic services unit, a message comparable to an arrival report, where such a report is re-
quired. Normally, this transmission shall be made to the aeronautical station serving the air traffic
services unit in charge of the flight information region in which the aircraft is operated.
Arrival reports made by aircraft shall contain the following elements of information:
-aircraft identification;
-departure aerodrome;
-destination aerodrome (only in the case of a diversionary landing ;
-Arrival aerodrome ;
-Time of arrival.

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b). Closing in flight

Unless otherwise prescribed by the appropriate ATS authority, a report of arrival shall be made in
person, by radiotelephony or via data link at the earliest possible moment after landing, to the ap -
propriate air traffic services unit at the arrival aerodrome, by any flight for which a flight plan has
been submitted covering the entire flight or the remaining portion of a flight to the destination aero-
drome.
A.12.3.8.6. Cancellation of the flight plan

A flight plan can be cancelled when the flight or portion of flight wich was submitted has not started.
When a flight plan is cancelled,it not any more considered by air traffic controlATS.The pilot in command
who resigns to do a flight or a portion of the flight for wich the flight was submitted must inform of his
decision immediatly to involved ATS.If a delay notification is not done in sixty minutes period after
time of departure from the parking ,the flight plan will be considerd void by air traffic control ATSde.
A.12.3.9. Clearance
Authorization for an aircraft to proceed under conditions specified by an air traffic control unit.
Clearances do not in any waydetachthe responsability of the captain towards :
 To keep constant vigilance in order to avoid collisions with other aircrafts and collisions against
obstacles or ground ;
 The respect the regulation and the current procedures.
If a pilot in command is not or is not able to comply with delivered,he must inform as soon as possible
inform the involved air traffic control ATS.
A.12.3.9.1. Obtaining a clearance

A clearance must be received before doing a controlled flight or the portion of controlled flight.Whene -
ver possible this clearance must be a general clearance valid for entire flight or the portion of the flight
where the aircraft get service from air traffic control.Before departure, the filing of flight means a clea-
rance request.
In flight,when a clearance is previously obtained before deparuret,the pilot in command must, sauf dis-
positions contraires portées à la connaissance des usagers par la voie de l'information aéronautique, de-
mander une clairance à l'organisme concerné, au plus tard :
 When passing point or specified limit ;
 When as soon as possible before crossing time airspace limit where the air traffic control service
will be rendered.

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A.12.3.9.2. Clearance limit

When an aircraft arrives at fly-over point after been explicitly informed that this represents it clearance
limit and without receiving supplementary clearance,it must do a holding:
 Maintaining a particular holding pattern if it was a pattern advise to users by aeronautical infor -
mation way;
 Otherwise,it must perform at this point a holding oriented to arrival track.
A.12.3.9.3. Clearance of visual separation

An aircraft in controlled fligt can receive a supplementary clearance named"visual separation clea-
rance".
Such clearance allow him to get rid of regulatory spacing towards from one controlled aircraft and keep
it’s visual separation toward this one.
A visual separation clearance can not be requested or accepetd by aircraft’s pilot who should maintain
visual separation unles the following conditons are meet:
 he can see other aircraft;and
 he can keep it in sight during all portion of the flight where spacing are kept by air traffic control
ATS.
A.12.3.10. Communications
The terms of radiotelophoniy and including conventional terms and la phraseology must observed in ra-
diotelephony between aircraftsonefs and ground stations are defined in ICAO DOC 4444,ICAO DOC
9432 and Annexe 10 Volume 2 Chapiter 5.An aircraft operated as a controlled flight shall maintain conti -
nuous air-ground voice communication watch on the appropriate communication channel of, and esta-
blish two-way communication as necessary with, the appropriate air traffic control unit, except as may
be prescribed by the appropriate ATS authority in respect of aircraft forming part of aerodrome traffic
at a controlled aerodrome.when certains ATS,broacast aeronautic informations,broadcast flight infor-
mation from flight information service by repeated continious by ATIS aircrafts must get those informa -
tions before establishing two- way communication with concerned ATS.
When on call frequency, an automatic answer machine of information broadcasts informations, aircrafts
must take to account those informations to continue the flight.
In case of radiocommunications interuption,aircraft must comply to the radiotéléphony procedures.-
Moreover, it can expect receiving clearance by visual signals transmitted to him.
In case radiocommunications interuption between aircraft and un air traffic control ATS,the pilot in com -
mand must ,when possible , after landing advises,air traffic control ATS in the case or an exchange of
messages must has been or be continue if not of interuption.

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A.12.3.11. Transponder
If the usage of the du transponder is prescribed, the pilot in command must:
 Set the transpondeur code assigned by air traffic control ATS or given to users by aeronautical way,
 Set if necessary,according to terms defined for it use,specific assigned code in case of emergency, s
radiocommunication failure,
 Either unlawful intervention.
When transponder equipment is prescribed,instructions can be given to aircrafts equiped.those intruc-
tions are made available to users aeronautic information way
A.12.3.11.1. Transponder failure

When the transponder equipment is prescribed,instruction can be given to aircrafts equiped.Instruc-
tion are made avaible to users by aeronautical way .
A.12.3.12. Inflight positions reporting
A.12.3.12.1. Positions reporting
A.12.3.12.1.1. Postions reporting

Unless exempted by the appropriate ATS authority or by the appropriate air traffic services unit under
conditions specified by that authority, a controlled flight shall report to the appropriate air traffic ser-
vices unit, as soon as possible, the time and level of passing each designated compulsory reporting
point, together with any other required information.
A.12.3.12.1.2. Supplementary position reporting points

Position reports shall similarly be made in relation to additional points when requested by the appropri-
ate air traffic services unit.
A.12.3.12.1.3. Absence of reporting points

In the absence of designated reporting points, position reports shall be made at intervals prescribed by
the appropriate ATS authority or specified by the appropriate air traffic services unit.
A.12.3.12.1.4. Uncontrolled flight

The relevent authority of air traffic control can prescribe the tranmission of postion reporting.
A.12.3.12.2. Contents of voice position reports

The position reports shall containthe following of informations transmitted by radiotelephny according
ASECNA AIP in this order.
a). aircraft identification;
b). Position ;
c). Time ;
d). flight level or altitude, including passing level and cleared level if not maintaining the cleared
level;
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e). next position and time over; and

f). ensuingflyover point.
A.12.3.12.3. Transmission on operations informations,meteorological informations and informations

on related volcanic activities
When an aircraft in route must transmit operational informations, or meteorological informations rela-
ted to volcanic activities at waypoints and time where flight report point in conditions dicted bybthe re-
levant authority.
The dangerous meteorological conditions and dangerous volcanic activities been encontered must be
reported when possible to appropriate aeronautical station with all detail which may be for aircrafts sa-
fety.
All incidents observed during a flight wich may cause a dangeror difficulties for air traffic must be inform
to as soon as possible to air traffic ATS.
A.12.3.12.4. Auto-information report

An auto-information reporting position transmited on approprieted frequency by an aircraft to inform
other aircraft in vicinity of it position and of it intensions.
Auto-information positions reporting must be transmited by aircrafts equiped by radiocommunication
equipment flying in aerodorme traffic of non controlled aerodromes.
A.12.3.13. Time
Coordinated Universal Time (UTC) shall be used and shall be expressed in hours and minutes and, when
required, seconds of the 24-hour day beginning at midnight..
A time check shall be obtained prior to operating a controlled flight and at such other times during the
flight as may be necessary.
A.12.3.14. Signals
Upon observing or receiving any of the signals given , aircraft shall take such action as may be required
by the interpretation of the signal given.

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A.12.3.15. Inflight emergency

In a possible or in case of emergency occur in flight,the pilot command must take all necessary mesures
which he thinks necessary in these circumstances to avoid any immdiaete danger.
The nature of the cas emergency,and also any modification brought to the current flight plan required
by that emergency,must be notified, as soon as possible, to the air traffic control concerned.
If the aircraft is equiped with an transponder and if the pilot in command has been previously invited by
one ir traffic control ATS to set the transponder on specific code he must keeping using the same code
except otherwise a clearance or different decision of the pilot.
When the air traffic control did not assign him any code,he set his transponder onspecific code indica-
ting the nature of the emergency.
A.12.3.16. Unlawful interference

An aircraft which is being subjected to unlawful interference shall endeavour to notify the appropriate
ATS unit of this fact, any significant circumstances associated therewith and any deviation from the cur -
rent flight plan necessitated by the circumstances, in order to enable the ATS unit to give priority to the
aircraft and to minimize conflict with other aircraft.
An aircraft equipped with an SSR transponder is expected to operate the transponder on Mode A Code
7500 to indicate specifically that it is the subject of unlawful interference. The aircraft may operate the
transponder on Mode A Code 7700, to indicate that it is threatened by grave and imminent danger and
requires immediate assistance..
A.12.3.17. Air traffic incident report

An air traffic incident reort is filed and transmitted in conditions set civil aviation code of CEMAC and by
ASECNA AIP ENR 1-14-01 in the flowing case:
a). The pilot in command jugdes that of his aircraft safety was or might be compromised by a collision
risk with another aircraft or collision risk on apron;
b). When a user of equipments or air traffic service notices an incident en rapport vec le fonctionne-
ment ou l'utilisation de ces installations ou service, autre qu'un risque d'abordage entre aéronefs ;
When an air traffic control ATS agent notices an incident which concerns particulary a captain, and he
thinks it necessary to obtain informations or more precisions on the situation or on particular circum-
stances encontered during flight.
A.12.3.18. Signals
A.12.3.18.1. Signals of distress and urgency

None of the provisions in this section shall prevent the use, by an aircraft in distress, of any means at its
disposal to attract attention, make known its position and obtain help.
For full details of telecommunication transmission procedures for the distress and urgency signals, see
ICAO and ASECNA.
For details of the search and rescue visual signals ICAO and ASECNA.

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A.12.3.18.1.1. Distrees signals

The following signals, used either together or separately, mean that grave and imminent danger
threatens, and immediate assistance is requested:
a). a signal made by radiotelegraphy or by any other signalling method consisting of the
group SOS (. . . — — — . . . in the Morse Code);
b). a radiotelephony distress signal consisting of the spoken word MAYDAY;
c). a distress message sent via data link which transmits the intent of the word MAYDAY;
d). rockets or shells throwing red lights, fired one at a time at short intervals;
e). a parachute flare showing a red light.
A.12.3.18.1.2. Urgency signals

The following signals, used either together or separately, mean that an aircraft wishes to give
notice of difficulties which compel it to land without requiring immediate assistance:
a). the repeated switching on and off of the landing lights; or

b). the repeated switching on and off of the navigation lights in such manner as to be distinct from
flashing navigation lights.
The following signals, used either together or separately, mean that an aircraft has a very ur -
gent message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some
person on board or within sight:
1). a signal made by radiotelegraphy or by any other signalling method consisting of the group XXX;
2). a radiotelephony urgency signal consisting of the spoken words PAN, PAN;
3). an emergency message sent via data link wich transmit the intent of word PAN PAN
A.12.3.18.2. visual signals used to warn an unauthorised aicraft flying in,or about to enter prohited or
danger area.
By and by night,a serie of projectiles discharched from the ground at intterval of 10 seconds,each sho-
wing,onbusting,red and greenlight or stars will indicate to an unauthorised aircraft that it is flying i or to
enter a restricted area,and that the aircraft is to take such remedial actionas be necessary.
A.12.3.19. Rules to observe par captains regading assistance of aircrafs in flight and to any person in
danger
A.12.3.19.1. Course of action to take by aircrafts’s captains to get assistance in flight

1). If a captainof an aircraft declare an emergency he must :
a). precise the nature of danger and the nature de assistance operation requested,
b). aknowledge the reception of ATS response or the aircraft giving assistance,
c). Comply to the given instructions.
2). If an aircraft captain declares an emergency , he will try take the mentioned provisions at (a,b
and c of 1 )above subgraphs.
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If he can takes those provisions,because of impossibility ofestablishing or to maintain two ways radio
communications, or other major reasons ,he will try to :
1). Use all means he got,to transmit visual signals or radioelectric, to draw attention,to let know his
position and ask for assistance,
2). When appropriate,comply to regulatory related to the use of visual signals for aircrafts provi-
sions interception in flight.
3). With exception of force majeure,assistance operation will not be interrompted until the request
of aircraft captain been assisted.
A.12.3.19.2. Rules to observe by aircraft captain’s witeness of situation puting persons in danger
When aircaft captain witenesses of the situation put in danger persons ,he must , unless if he can ot do
so, or think , been in given conditions ,it’s not reasonable useful to do it:
a). Stay in visual contact of the areas ,until he thinks his presence is not any more necessary,
b). Communication over the situation in short delay to the flight information center, or to the nea-
rest region control, or to the rescue coordination center through any other organism which it
easy to contact , the most possible great number of informations and if applicable :
 The type,identification and the state of the the aircraft or of the chip, and/or the number
and condtions of the persons seen,
 The position and time of accident observation or of distress ,
 The means to recognize the location of accident or disress.
c). Comply to instructions of rescue and search center or to any organism whom will be named.
If any communication could not been establish with the rescue and search center le centre or any other
torganism, by the aircraft’s captain arrived first on location,thereof he will lead opérations all aircrafts
arriving after until, by mutual agreement,he leaves responsability to the authority or to aircraft which is
able to take charge,taking into account the circumstances.
A.12.3.20. Rules to observed by aircraft captain’s having knowledge of message or distress signal
When an aircraft captain interceptes a message or distress signal, or any knowledge from whatever
source, he must,in complying to the current telecommunications procedures :
a). inform the situation to the appropriate air traffic control ATS ,by transmitting to him all elements
to provide assistance,
b). if he judges and reasonable, proceed the distress location,
c). if he judges possible,comply to the instructions of search coordination and rescue or the appro-
priate air traffic.
A.12.3.21. Rules to observe by aircrafts’s captains having knowledge of assistance request or visual si-
gnal
When an aircraft’s captain intercepts an assistance request by message or by visual signal in lieu, or and
get knowledge by whatever source, he must notified as early as possible the appropried ATS.
If he decides to give assistance him,he will notify cited ATS as soon as possible.whenever possible,he
mustcomplyto instrucyions wich will be given.

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A.12.3.22. Signals for aerodrome traffic
A.12.3.22.1. Light and pyrotechnic signals
A.12.3.22.1.1. Instructions
Signals from Aerodrome to :

Light
Aircraft in flight Aircraft on the ground
Steady green Cleared to land Cleared for take- off
Steady red Give way to other aircraft and continue Stop

circling.
Serie of green flashes Return for landing Cleared to taxi.
Series of red flashes Unsafe,do not land. Taxi clear of landing area in use.
Land at this aerodrome and proceed Return to starting point on the

Series white flashes toapron*. aerdrome.
Notwithstanding any previous instruc-

Red pyrotechnic tions do not land for the time being.
* Clearance to land and to taxi will be given in due course.
A.12.3.22.2. Acknowledgement by an aircraft

1). When in flight
a). During the hours of daylight :
By rocking wings ;
This signal should not be expected on base and final legs of the approach.
b). During the hours of darkness :
By flashing on and off twice the aircraft’s landing lights or,if not so equipped,by switching on
and off twice its navigation lights.
2). When on ground
a). During the hours of daylight :
By moving theaircraft ailerons or rudder ;
b). During the hours of darkness :
By flashing on and off twice the aircraft landing lights or,if not so equipped,by switching on
and off twice its navigation lights .
A.12.3.22.3. Visual ground signals

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Prohibition of landing
A horizontal red square panel with yellow diagonals when displayed in a signal area in-
dicates that landings are prohibited and that the prohibition is liable to be prolonged
Need for special precautions while approaching or landing

A horizontal red square panel with one yellow diagonal when displayed in a signal area
indicates that owing to the bad state of the manoeuvring area, or for any other reason,
special precautions must be observed in approaching to land or in landing.
Use of runways and taxiways

A horizontal white dumb-bell when displayed in a signal area indicates that aircraft
are required to land, take off and taxi on runways and taxiways only.
The same horizontal white dumb-bell as in but with a black bar placed perpendicular
to the shaft across each circular portion of the dumb-bell when displayed in a signal
area indicates that aircraft are required to land and take off on runways only, but
other manoeuvres need not be confined to runways and taxiways.
The same horizontal white dumb-bell as in but with a black bar placed perpendicular to
the shaft across each circular portion of the dumb-bell when displayed in a signal area
indicates that aircraft are required to land and take off on runways only, but other ma -
noeuvres need not be confined to runways and taxiways
Closed runways or taxiways
Crosses of a single contrasting colour, yellow or white displayed horizontally on run-
ways and taxiways or parts thereof indicate an area unfit for movement of aircraft.

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Directions for landing or take-off
A horizontal white or orange landing T indicates the direction to be used by air-

craft for landing and take-off, which shall be in a direction parallel to the shaft of
the T towards the cross arm.
A set of two digits displayed vertically at or near the aerodrome control tower in-
dicates to aircraft on the manoeuvring area the direction for take-off, expressed
in units of 10 degrees to the nearest 10 degrees of the magnetic compass.
Right-hand traffic
When displayed in a signal area, or horizontally at the end of the runway or strip
in use, a right-hand arrow of conspicuous colour indicates that turns are to be
made to the right before landing and after take-off
Air traffic services reporting office

The letter C displayed vertically in black against a yellow background indicates
the location of the air traffic services reporting office .
Glider flights in operation

A double white cross displayed horizontally in the signal area indicates that the
aerodrome is being used by gliders and that glider flights are being performed .
A.12.3.22.4. Marshalling signals

These signals are designed for use by signal-man,whith hands illuminated as necessary to facilitate obser -
vation by pilot,and ,and facing the aircraft in a position :
a) For fixed-wing aircraft, on left side of aircraft, where best seen by the pilot; and
b) For helicopters, where the signalman can best be seen by the pilot.
The meaning of the relevant signals remains the same if bats, illuminated wands or torchlights are held.
The aircraft engines are numbered, for the signalman facing the aircraft, from right to left (i.e. No. 1
engine being the port outer engine).
Signals marked with an asterisk (*) are designed for use to hovering helicopters.
Prior to using the following signals, the signalman shall ascertain that the area within which an aircraft
is to be guided is clear of objects which the aircraft, might otherwise strike.

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Continue by following mashaller instructions

the mashaller guides the pilot when traffic conditions on aerodrome requi-
red.
This mashaller
Arms above head in vertical position with palms facing toward aircraft.
Proceed to the next mashaller

Right or left arm down,other arm moved across body and extended to indi-
cade directions of mashaller.
Move forward
Arms a little aside,palms facing backinwards and repeatedly moved upward-
backwardfrom shoulder height.
Turn
a) Turn to left:point right arm downward,left arm repeatedly moved up-
ward-backward.
The speed of the arm movement indicating rate of turn.
b) Turn to the right:Point left arm downward, right arm repeatedly mo-
ved upward-backward.
The speed of arm movement indicating the rate of the turn
Stop
Arms are croissed above the head with repeated movement. (The speed
of the movement must be according the urgency ofnthe stop,in other
words ,more the movement is fast, more the stop must be abrupt ).
Brakes
Set brakes, raise forearm horizontaly across the body,fingers
extinded,then make a fist.
Release brakes : raise forearms horizontaly across the body, make fist ,
then extended fingers
Shocks
a) Shock inserted :Arms down,fists closed,thumbs extended inward,swing
arms from extended position inward.

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b) Shocks removed:Arms down,fists closed,thumb extended outwar,swing

arms outward.
Start engine (s)

Circular motion of right hand at head with left arm pointing to engine.Num-
ber of fingers extended on left hand indicates engines to be started.Thumof
right hand extended to indicate.
Cut engines
Both armand level with shoulde,hand moving across throat,palm downward.
Slow-down
Arms down with palms toward ground then moved up and down several
times.
Slow-down engines (s) on side indicated

Arms down with palms toward ground,then either hand moved up and seve-
ral times to indicate which side should be slowed down.
Move back
Arms by sides,palms facing forward,arms swept forwad and upward and up-
ward repeatedly to shoulder height.Do not bend arms at the elbow.
Turn while backing

a). Tail to the right:Point left arm and arm at side with palm facing
forward,is swept forward and upward repeatedly to shoulder height.Do
not bend arms at elbow.
b). Tail to the left:Point right arm down and left arm at side with palm fa-
cing forward,is swept forward and upward repeatedly ro shoulderheight.do
not bend arms at the elbow.
Affirmative,all clear
Raise right arm to head level with wand pointing up or display hand with
“thumbs up”; left arm remains at side by knee.
* Hover
Fully extend arms and wands at a 90-degree angle to side

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* Move upwards
Fully extend arms and wands at a 90-degree angle to sides and, with palms
turned up, move hands upwards .Speed of movement indicate the rate of as-
cend.
* Move downwards
Fully extend arms and wands at a 90-degree angle to sides and, with palms
turned down, move hands downwards.the speed of movement indicate the
rate of aascend.
* Move horizontally left (from pilot’s point of view)
Extend arm horizontally at a 90-degree angle to right side of body. Move other
arm in same direction in a sweeping motion.
* Land
Cross. Arms with wands downwards and in front of body.
A.12.3.22.5. From the pilot of aircraft to signalman

These signals are designed for use by a pilot in the cockpit with hands plainly visible to the signalman,
and illuminated as necessary to facilitate observation by the signalman.
The aircraft engines are numbered in relation to the signalman facing the aircraft, from right to left (i.e.
No. 1 engine being the port outer engine).
1). Brakes
a) Brakes engaged: raise arm and hand, with fingers extended, horizontally in front of face, then
clench fist.
b) Brakes released: raise arm, with fist clenched, horizontally in front of face, then extend fin-
gers.
2). Chocks
a) Insert chocks: arms extended, palms outwards, move hands inwards to cross in front
of face.
b) Remove chocks: hands crossed in front of face, palms outwards, move arms outwards.
3). Readyb to start engine(s)

Raise the appropriate number of fingers on one hand indicating the number of the engine to be
started..
A.12.3.23.

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A.12.3.24. Visual ground-air signal code reserved to survivors use
A.12.3.23.1. Visual ground-air signal code

Symbols must have a lengh of 2,5 m (8 ’) minimal and must be visible as possible.
Note :
 Symbols can be made any material like: fabric strips,parachute fabric,wood pieces,stones or
similar fabric; mark the surface by foot-traffic or oil spots.
 The consideration on can be brought other means as radio, flares,smoke,reflected light
A.12.3.23.2. Ground-Air visual code for use by survivors
N° Message Code symbol

1 Require assistance V
2 Require medical assistance X
3 No o negative N
4 No or affirmative Y
5 Proceeding in this derection
A.12.3.23.3. Ground-air visualsignal code intended to rescue team
N° Message Code symbol

1 Operation completed LLL
2 We have found all personnel LL
3 We found only some personnel 
We are not able to continue
4 XX
Returning to base
We divided into two groups.
5
Each proceeding in direction indicated
Information received that aircraft is i this direction
6
7 Nothing found NN
A.12.3.25. Air-ground signals

The following signals by aircraft means that the signals on the ground have been understood :
a). by day
In rockingaircraft’s wings
b). during darkness hours:
In flicking two times the aircraft’s landing lights or,if not so, in puting on and switching off
two time navigation lights.
The absence of above signal indicate that the ground signal is not understood.

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A.12.3.26. Cruising level

Semi-circular rulewas created particuliary to reduce theb risk air collisions.
This rule is based on the air traffic separation in cruise.
This rule is active above level FL 30.
A.12.3.25.1. IFR / VFR separation

The first separation was proclamed between VFR/ IFR flights :
 IFR traffics must have cruise level 0 : FL50, FL60, FL70...
 VFR traffic must have a cruising level ending by 5 : FL55, FL65, FL75...
A.12.2.25.1.1. Parité en IFR

La séparation de 500 pieds entre les trafics IFR et VFR n'étant pas suffisante, une seconde séparation a
été créée.
Tis law divides IFR flight levels in two categories :
 Even levels
 Odd levels
Table of IFR cruing level below level 290

IFR even levels IFR odd levels
FL40 FL50
FL60 FL70
FL80 FL90
FL100 FL110
FL120 FL130
FL140 FL150
FL160 FL170
FL180 FL190
FL200 FL210
FL220 FL230
FL240 FL250
FL260 FL270
FL280 FL290
Above level 290,the separation is not any more provided by semi-circular rule but by RVSM regulation.

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A.12.2.25.1.2. VFR cruising level

The cruising level separation of VFR is as same as of IFR.
The are two types of level :
 Even
 Odd
Cruising level flight of VFR below FL 200

VFR Even level VFR Odd level
FL45 FL55
FL65 FL75
FL85 FL95
FL105 FL115
FL125 FL135
FL145 FL155
FL165 FL175
FL185 FL195
VFR flight is not permited above FL 195.
A.12.3.27. Direction
The choice of types of cruising level (even or odd) are based on the direction of the track.
Flight track :
 Odd if the Magnetic track is from 000° to 179°
 Even if the Magnetic track is from 180° to 359°
A.12.3.26.1. Regulation by crountry

Each authority by is free to choose his track configuration for traffic.
In the world :
 The use East/West configuration is for all type of flights.
In France :
 East/West for VFR traffic
 North/South for IFR traffic

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A.12.4. FLIGHT RULES
A.12.4.1. Visual flight rules
A.12.4.1.1. Metorological conditions for visual flight

Except when operating as a special VFR flight, VFR flights shall be conducted so that the aircraft is flown
in conditions of visibility and distance from clouds equal to or greater than those specified in Table be-
low:
Controlled airspace Uncontrolled airspace

Airspace class Class B Class C, D, E Class F, G
At and below
Above (3,000ft) AMSL (3,000 ft) AMSL or
or above 300m (1,000 300m (1,000 ft)
ft) above terrain, above terrain,
Any level
Any level whichever is higher whichever is the
Level higher
300 m (1000 feet) above sea level

or
FL 30
Distance from Clear of clouds 1500 m horizontally Clear of clouds and
clouds 300 m (1000 feet) vertically surface in sight
Flight visibility at
8 kilometers 1500 m
level 100
A.12.4.1.2. Special VFR flight

Except when a clearance is obtained from an air traffic control unit, VFR flights shall not take off or land
at an aerodrome within a control zone, or enter the aerodrome traffic zone when the visibility is les
than 450 meters (1500 ft)or the when the ground visibility is than 8 km.
A special VFR flightclearance may be delivered in a controlled aispace other than the controlled zone in
conditions perscribed by ASECNA and the minister in charge of armed forcesof the specialconrolled airs -
pace concerned other than of special controlled zone.
A.12.4.1.3. Night VFR flight

To fly according night VFR rules,an aircraft must comply by the conditions prescribed by ASECNA:ex-
ceptfor flightin aerodrme traffic,VFR flights are permitated at,by 15 minutes after sunset and 15 minutes
before sunris.This regulationcan lay meteorological conditions greater than those ofA.12.3.1
andA.12.3.1.2 above.

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A.12.4.1.4. Weather deterioration below (VMC)
A.12.4.1.4.1. In a class B or C controlled airspace

Then it impossible to proceed the flight in VMC according to filed flight plan ,the pilot in command in
VFR flight must:
a). According to the modification of flight contents, and judge necessary to maintain VMC, must re-
quest a clearance to allow him:
 To continue the flight to destination
 To divert to an alternate
 To leavethe clas B or C;or
b). Request a special VFR clearance or
c). If he desires to apply IFR flight rules.
A.12.4.1.4.2. In a controlled class D airspace

VFR flight must:
a). Informer l'organisme de la circulation aérienne des modifications des éléments du vol qu'il juge
nécessaire d'effectuer pour maintenir VMC et qui lui permette :
 To continue the flight to destination
 To divert to an alternate
 To leave class D airspace; or
b). Request a special VFR clearance or
c). If he desires to apply IFR flight rules.
A.12.4.1.4.3. In a controlled class D airspace

VFR flight must:
a). Request a special VFR clearance or
If he desires to apply IFR flight rules.
A.12.4.1.4.4. In acontrolled class F or G
 Then it impossible to proceed the flight in VMC according to filed flight plan ,the pilot in com-
mand in VFR flight must:
 If he desires to apply IFR flight rules.

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A.12.4.1.5. Niveau minimal

Except when necessary for take-off or landing and manœuvres which applied, aircrafts should not fly
where at high level of most high of the following levels :
a). Minimal level imposed by the rules applied flight(IFR or VFR)
b). unless at such a height as will permit, in the event of an emergency arising, a landing to be made
without undue hazard to persons or property on the.
c). For multi engines aircrafts or equiped of one or multi- jet , except helicopter:
 1000 m (3000 ft) above the ground for overflight :
 Isoled factories, industrial installations
 Hspitals, rest centers, etc.
 Freeways or as those are parallel to them and at proximity
 Any gathering below 100000 persons (beach, stadium,public meeting,race track, etc.)
 Any agglomeration of below 3600 meters ,in zise.
 1500 m (500ft) above the ground for overflight of any gathering of more 100000 persons and
from any agglomeration of more than > at 3600 meters average.
A.12.4.1.6. Maximal level

Except auhtorization from a relevant authority air traffic, an aircraft must not fly according to visual
flight rules above FL 150.
A.12.4.1.7. Cruising level

Subject to minimal level measures and except in cases predicted to the two following paragraphs, VFR
flights,when i cruise flight above the most highest level of two following level: 900 m (feet) above the
mean sea level or 300 m (1000 feet) above the surface,must choose one the cruise level specified in 12-2-
1-5-.
In controlled class B or C controlled airspace, the corresponding between levels and route do not apply
when contrary indications are figurated in the clearances or are made known to users by aeronautic in-
formations way. The air traffic control organisms can, moreover,provide to the intention of VFR flights
clearances which use IFR level.
In controlled class D airspace,levels not corresponding the the route tracked can be used when this provi -
sion was let known to users by aeronautic information way or on pilot in command request.
In the case or one transition altitude is established and is applicable to VFR flights,the value of transition
altitude and the methods to determine transition level and of the first level of flight uselable in cruise
above of transition level are let known to users by aeronautical informations way.

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A.12.4.1.8. VFR flight in controlled class A,B,C,or D airspace

To enter and fly in controlled class B,C,D or A if he got an exemption, an aircraft in VFR flight must get a
clearance.
 In class A controlled airspace: except exemption granted by authority of air traffic control
services , an aircraf in VFR flight must not enter in a class A controlled airspace.
 In a controlledd class B or C airspace :beside the provisions in 12-1-3-6, a new clearance must be re-
quested before any modification of elements.
 In space class D controlled airspace : beside the provions in 12-1-3-6-,the pilot command must in-
form air traffic organism concerned before any modifications of elements.
A.12.4.1.9. Radiocommunication
A.12.4.1.9.1. Equipement
An aircraft flyin in VFR must have radiocommunication equipments allowing constant two way link
with designed ground organisms :
 When he does a controlled flight
 When flying in portions of airspace or tracked let known to users by aeronautical informations
way
 When he uses certains aerodromes let known to users by aeronautical ways
 When looses ground contact or water surface
A.12.4.1.9.2. Communications
1). Obligation : When radiocommunication equipments are prescribed,except the respect of 12-1-3-
7-, the establishement of direct two- way communications with a concerned air traffic control organism
also the constant listening on one defined radio frquency can be peuvent imposed to aircrafts who fly
in VFR in the portions of airspace, on tracks or which use aerodromes cited in preceding paragraph. This
obligation is let known to users by aeronautical information way.
If the flight rules impose the constant listening to pilot, such he will stop listening the radio,neither mo -
mentary, without controller authorization.
If the rules of air do not impose the constant listening to a pilot, he will not stop listening on the fre -
quency wich he exchanged communications with a controller wihout informing clearly this controller of
his intention to leave the frequency.
2). Interruption of radiocommunications

a). Class B, C or D airspace
In case of radiocommunications interuption :
i) Before getting clearance to enter in the aispace, the aircraft must not enter
ii) After getting the clearance to enter, or when he flies in the airspace , the aircraft must
land on appropried nearest aerodrome in following, when it exist, the particulars instruc-
tionsconsignes let known to users by aeronautical information way ;

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iii) Informer les organismes de la circulation aérienne conformément aux dispositions de

A.12.2.2.10.
b). Others cases

When an exchange of messages and position reports should have been made or, and continue wi-
thout interruption, the aircraft must :
i) Land on the nearest appropried aerodrome
ii) Inform the air traffic organisms according to provisions in A.12.2.2.10.
c). Special VFR in a CTR

If the equipment failure occured :
i) Before getting clearance to enter a special VFR in the CTR,the aircraft must not enter
ii) After receiving clearance to enter or when he flies already in special VFR CTR,the aircraft
must comply with the last celarance receive or to comply,when they exist,to particulars-
coinstructions let known to users by aeronautical information way.
A.12.4.1.10. Radionavigation
An aircraft in VFR must be equiped with radionavigation equipments appropriated for the track used:
 When it no more in contact of ground or water surface,
 In other cases if such equipments is needed.
A.12.4.1.11. Changing from VFR to IFR flight

A pilot in command who is flying according to visual flight rules and desires to change to instruments fligh
rules must:
 Transmet to concerned organism of air traffic control a FPL or the modifications and amendments
to bring to the FPL filed before for VFR flight,
 In a contolled air traffic airspace, get a clearance before doing IFR flight.
A.12.4.1.12. Rules to overflight maritime regions
A.12.4.1.12.1. Field of application

These rules are applied to aircrafts wich flying from the cost at a distance superior to the smallest follo -
wing distances:
 Distance egals to 15 times the aircraft’s altitude
 Distance allowing to reach the land in case of egine failure.
A.12.4.1.12.2. Rule
All flights must file a flight plan.
Aircrafts must follow a defined particulars tracks definied by relevant administration.
Les aéronefs doivent être munis d'un équipement radioélectrique permettant d'établir le contact avec
The concerned organisms of air traffic.

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A.12.4.1.12.3. Exemptions
They can be accepted in FIR under ASECNA juridiction for a particular flight on justified demand from a
relevant authority.
They are normally subject to requiring the to bear any search and rescue costs.
A.12.4.2. Flight instruments rules
A.12.4.2.1. Minimal level

In addition to compliance with the flight rules,except when necessary for take off,landing manœuvres
which applied and except as stated to provions 12-2-2-2- of IFR flights outside controlled airspace, an IFR
flight must be done at a level wich not below to minimal level set by the relevant auhtority of air traffic
services and let known to users aeronautical way or when a minimal level was not established ,the mini -
mal horizontal visibility required in VMC in (classes A, B, C, D and E) controlled air airspaces and also in
the classes F and G airspaces above level mentionned above ,is de 8 KM, without differenciation linked
to FL 100.
The estimed position of the aircraft must take account of navigation precision which can be obtained on
the route leg corresponding, according to the available means of on ground and onboard of the aircraft.
A.12.4.2.2. Cruising level
A.12.4.2.2.1. In controlled airspace

Except for take off reason, landing and manœuvres which applied and subject to provisions de 12-2-2-1-,
an aircraft in IFR flight in a cuise phase in controlled airspace mustuse a cruise level, or if it is authorised
to apply climb cruise technic,must fly between two levels or above a level wich are chosen in the cruise
level table provided in the general rules.
However, the corresponding between the level and prescribed track in this table does not apply each
time the other instructions contained in the clearances or are let known to the users by aeronautical in-
formations way.
A.12.4.2.2.2. Outside a controlled airspace

Unless for take off,landing needs and manœuvres which applied and subject to A.12.3.2.1 provisions an
aircraft in VFR flight in cruise phase outside controlled airspace must use a cruise level chosen in the
table of cruise levels provided in general rules.
The first usable level must must allow a margin of at least 150 m (500 feet) above the most high of the
two following levels :
 900 m (3000 feet) above mean sea level or
 300 m (1000 feet) above ground.
A.12.4.2.2.3. Altitude and transition level

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In the case where a transition altitude is etablished,the value of transition altitude and the methods to
determine transition level and of the first flight level usable in cruise above the transition level are let
known to uers by aeronautical information way.
A.12.4.2.3. IFR flights in airspace

To enter and fly in controlled airspace, an aircraft in IFR flight must get a clearance according to provi -
sions of A.12.2.2.9 above.
Except those provisions, a new clearance must be asked any modification flight elements.
A.12.4.2.4. VMC clearance

After asking it , an aircraft in IFR flight which flies by day in VMC must get a supplementary clearance
called " VMC clearance".
Une telle clairance lui permet de poursuivre son vol en VMC en s'affranchissant des espaces réglemen-
taires tout en assurant visuellement sa propre séparation vis-à-vis de tous les autres aéronefs en vol IFR.
Une clairance VMC :
 Valid for determined flight portion;
 Can be only delivered only inside classes D or E controlled airspaces ;
 Can be only delivered to an aircraft to do one approach procedure.
When an aircraft got a VMC clearance, it must:
a) Inform appropried air traffic organism when it observes degradation of meteorological condi-
tions that may prevent him to proceed his flight in VMC.
b) Getting supplementary clearance before flying in IMC.
A.12.4.2.5. Use of an aerodrome in IFR flight
A.12.4.2.5.1. General rules
1). In a controlled airspace except for clearance otherwise, an aircraft in IFR flight must :
 At arrival,comply to published instruments approach procedures or approved for aerodrome
use, unless the pilot had ask and obtained a clearance to do a visual approach according to the
below following paragraphs
 At departure, comply to published departure procedures or approved and especially to stan-
dard departure tracks when they may exist.
2). Outside a conrolled airspace, an aircraft in IFR flight can not fly below the most high of the two
levels : 900 m (3000 feet) above mean sea level or 300 m (1000 feet) above the ground,only for take
offs needs , of landing and manœuvres which applied.Below of this level :
 If one instruments approach procedure is published and approved for in use aerodrome, the
aircraft must comply unless it flies in VMC and it decides to do a visual approach according to
following paragraph.
 In absence departure procedure or published instruments approach or approved, the aircraft
must maintain VMC.

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A.12.4.2.5.2. Visual approach
1). An aircraft in IFR flight must not execute a published an instruments approach procedures or ap -
proved or not contibue to do visual approach ground reference if the following conditions are not met:
a) The pilot sees the aerodrome
b) The pilot can keep visual contact with the ground
c) The pilot judges that the visibility and the ceiling allow him to do visual approach and judges
the landing is possible.
d) By night,the ceiling is not less to minimal sector alitude or,if applicable the joining path
taken , except of compliance to paticular eventual specific instructions to night approach on
concerned aerodrome.
A.12.4.2.6. Radiocommunications
A.12.4.2.6.1. Equipment
An aircraft flying in IFR must be fitted with radiocommunication equipments allowing a two- way link
with designed ground organism.
A.12.4.2.6.2. Communications
1). Obligations
Except the respect general rules of air, an aircraft in IFR flight must establish a direct two-way com -
munication with concerned air traffic organism and keep a constant listening on ppropried radio fre-
quency.
2). Interruption of communications

When a radiocommunications interuption occured, an aircraft must comply to fllowing procedures as
required.
In the visual meteorological conditions,the aircraft must:
a). Continue it’s flight in VMC
b). Land on the nearest appropried aerodrome
c). Inform the air traffic organisms according to 12-1-3-7-.
In the meteorological conditions of instruments flights or when meteorological conditions are such he
judges impossible proceed his flight concerning to provisions of preceeding paragrath, must :
a). Continue it’s flight until holding fix desserving the destination aerodrome in complying to thee-
cuurent flight plan .If the clearance related to levels concernonly one segment of the route, aircrafto
must stay at last level or to last assigned levels which it acknowledges ,until a spécified point in the cle-
rance and then to level or to specified cruise levels in the current flight plan.

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b). Hold on published holding pattern or approved by relevant authority,when it must do it to com-
ply to provisions of following paragraph relataved to time.
c). Start descending,from a holding in the hoding pattern at last estimed appoach time wichi it recei -
ved il a communication and acknolowdged, or at a time as nearest possible as such :if it did not receive
a communication and not acknowledged the estimated approach time,it must start descending at esti -
mated arrival time determined by the current flight plan, or at a time as nearest as possible.
d). Execute the instruments approach procedures :

 For the runway in service it got informations of it
 For the runway which the use is predicted in paticular instructions of aerodrome treating the
interruption of radiocommunications,if it did get informations on runway in service
 For the runway of it choice in others cases.
e). Land, if possible, within the thirty minutes following the specifield estimated time of arrival in ) c
or the last approach estimated time which the aircraft have acknowledge if it last is after the estimated
arrival time.
3). Position flight reports

In the uncontrolled airspace (classes F andG),outside of ATS routes, the flight position reports are com -
pulsory at each passage of limit of two airspace and then every hours.
Besides, a message QRU must adressed every half hour period .

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A.12.4.2.7. Navigation
An aircraft wich fying in IFR flight must be equiped appropriated instruments and appropriated naviga-
tion equipments for track to be maitain .
Except in class A type controlled airspace,if it judges that the flight can be proceeded in VMC until desti-
nation,
The captain can decide to continue the flight conducted in IFR changing to visual flight rules in the airs -
pace where they are unless :
 Advise the concerned air traffic organism that it changing from intrusments flight rules to visual
flight rules saying " IFR cancelled"
To communication to this organism amendements to made to the flight plan ,current which,after IFR
cancellation, becomes automatically VFR, the flight becoming VFR plan on the flight plan.
A.12.4.3. Interception
A.12.4.3.1. Actions taken by intercepted aircraft

An aircraft which is intercepted by another aircraft shall immediately:
a) follow the instructions given by the intercepting aircraft
b) Notify if possible appropriate air traffi service unit
c) attempt to establish radiocommunication with the intercepting aircraft or with the appropriate
intercept control unit, by making a general call on the emergency frequency 121.5 MHz, giving the
identity of the intercepted aircraft and the nature of the flight; and if no contact has been estab-
lished and if practicable, repeating this call on the emergency frequency 243 MHz;
d) if equipped with SSR transponder, select Mode A, Code 7700, unless otherwise instructed by the
appropriate air traffic services unit.
If any instructions received by radio from any sources conflict with those given by the inter-
cepting aircraft by visual signals, the intercepted aircraft shall request immediate clarification
while continuing to comply with the visual instructions given by the intercepting aircraft.
If any instructions received by radio from any sources conflict with those given by the inter-
cepting aircraft by radio, the intercepted aircraft shall request immediate clarification while
continuing to comply with the radio instructions given by the intercepting aircraft.
A.12.4.3.2. Radiocommunications during interception

If radio contact is established during interception but communication in a common language is not
possible, attempts shall be made to convey instructions, acknowledgement of instructions and es-
sential information by using the phrases and pronun- ciations by
"AIP ASECNA ENR 1.12. Civil aircrafts interception.

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A.12.4.3.3. Signals initiated by intercepting aircraft and responses by intercepted aircraft
Intercepted aircraft re-

Serie Intercepting aircraft signals Meaning sponds Meaning
DAY or NIGHT : Rocking aircraft and DAY or NIGHT —

flashing navigational lights at irregu- Rocking aircraft,
lar intervals (and landing lights in the flashing naviga-
tional lights at irreg-
case of a helicopter) from a position
ular intervals and
slightly above and ahead of, and nor- following.
mally to the left of, the intercepted
Note : Additional ac-
aircraft (or to the right if the inter-
tion required to be
cepted aircraft is a helicopter) and,
taken by intercepted
after acknowledgement, a slow level
aircraft is prescribed in
turn, normally to the left (or to the
Chapter 3, 3.8.
right in the case of a helicopter) on You have
the desired heading been inter- Understood,
1
Note 1 : Meteorological conditions or terrain cepted. Fol- will comply.
may require the intercepting aircraft to reverse low me.
the positions and direction of turn given above in
Series 1.
Note 2 : If the intercepted aircraft is not able to
keep pace with the intercepting aircraft, the latter
is expected to fly a series of race- track patterns
and to rock the aircraft each time it passes the in-
tercepted aircraft.
DAY or NIGHT — An abrupt break- DAY or NIGHT — Rock-

away manoeuvre from the intering the aircraft.
cepted aircraft consisting of a climb- Understood,
2 You may pro-
ing turn of 90 degrees or more with- will comply.
ceed.
out crossing the line of flight of the
intercepted aircraft.
3 DAY or NIGHT — Lowering landing Land at this DAY or NIGHT — Low- Understood,
gear (if fitted), showing steady land- aerodrome. ering landing gear, (if will comply.
ing lights and overflying runway in fitted), showing steady
use or, if the intercepted aircraft is a landing lights and fol-
helicopter, overflying the helicopter lowing the intercept-
landing area. In the case of heli- ing aircraft and, if, af-
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copters, the intercepting helicopter ter overflying the run-

makes a landing approach, coming way in use or heli-
to hover near to the landing area copter landing area,
landing is considered
safe, proceeding to
land.
A.12.4.3.4. Signals initiated by intercepting aircraft and reponses by intercepted aircraft
Intercepting aircraft
Serie Intercepted aircraft signals Meaning responds Meaning
DAY or NIGHT — Raising landing gear Aerodrome DAY or NIGHT — Under-

(if fitted) and flashing landing lights you have If it is desired that stood,
while passing over runway in use or designated the intercepted follow
aircraft follow the me.
helicopter landing area at a height ex- is inade-
intercepting air-
ceeding 300 m (1 000 ft) but not ex- quate. craft to an alter-
ceeding 600 m (2 000 ft) (in the case nate aerodrome,
of a helicopter, at a height exceeding the intercepting
aircraft raises its
50 m (170 ft) but not exceeding 100 m landing gear (if fit-
(330 ft)) above the aerodrome level, ted) and uses the
and continuing to circle runway in use Series 1 signals
4 prescribed for in-
or helicopter landing area. If unable to
tercepting air- Understood,
flash landing lights, flash any other craft. you may pro-
lights available.
ceed.
If it is decided to re-
lease the intercepted
aircraft, the inter-
cepting aircraft uses
the Series 2 signals
prescribed for inter-
cepting aircraft.

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A.12.4.4. Supplementary regional procedures

The regulations of DOC 7030 cited below are applicables in FIR and UIR managed by ASECNA.
A.12.4.4.1. General rules
A.12.4.4.1.1. Flight rules

The flights will be done according to the rules of instrument flights (also when the meteorological
conditions of instruments flight are not met) above flight level FL 150.
A.12.4.4.1.2. Flight plan

When it’s possible, aircrafts must be authorised to do direct flights between two intermediate or to final
of any ATS routes network of AFI region .reports of flight progress must be established par towards ca-
racteristic wich definine the basic route.
A.12.4.4.1.3. Air-ground communications and inflight reports

a). Any aircraft doing a VFR flight or IFR flight ,outside controlled airspace ,will listening on one ra-
dio station providing communications of body in charge of flight information service and will transmit -
ting to this station the informations on his position, unles otherwise of the state overflown.
b). Position reports added to those wich are required in terms general procedures of position re-
ports will done at entrance or exit of controlled airspace or at exit of controlled airspace or air traffic
advisory service.
c). The last position reports before the crossing flight informations region in a flight information re-
gion also done to air traffic service organism sera également fait à l'organe des services wich provides
services in the traffic airspace.
A.12.4.4.1.4. Aircrafts separation

On classes F and G routes definied to MIA (ENR.3.), longitudinal spacing it 10 minutes unless otherwise
of provisions precised in the letter agreement signed between two ATS agencies and published by ae -
ronautical information circular (AIC). The low minima intended to paragraphs 8 and 9 of third party
PANS-RAC are applicables in terminal control regions and along controlled routes.
The longitudinal separation in FIR/UIR CANARIES, DAKAR OCEANIQUE, RECIFE and SAL OCEANIQUE is
reduced to 10 minutes with the application of MACH number technic.
The informations and dispositions related to this reduced longitudinal separation are specified in the in -
formations Circular GOOO N° 11/98 of19 february 1998.

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A.12.4.4.1.5. Flight information service

Unless otherwiwise provisions,informations on planned aerodromes’s runway conditions are avaible to
regional air traffic conrol centers to transmited to aircrafts on request, immediatly before they start
their descent.

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A.12.5. CLASSIFICATION OF AIRSPACE
A.12.5.1. Airspcace classes

Airspace classes are associated to tri-dimensional in airspace a code, namely a letter, which define the
level of the air traffic service provided by air traffic controller in the area.
By « level of service provided by air traffic control », it means the services rended by the air traffic con-
trolers to pilots and by the way the procedures wich the pilots must comply, the rules wich he must
comply witr,but also all services whose the pilot benefites when he fly the zone.
When an airspace is a controlled airspace, the pilot must be in radio contact wich an air control wich can
be the airport control tower or an air traffic control center. The control center may require some actions
from the pilot ,for instance to press ident on onboard transponder to be identified on air traffic control
center radar.
A.12.5.1.1. Description
In the definition of airspace classes we find rules concerning clearly visual flight conditions VFR (visual
flight rules) et IFR (instrument flight rules). VFR conditions apply ato "vsual flight " its mean the pilot use
outside reference.In case of IFR flight,the pilot uses his fligh instruments.
The airspace classes are related to the flight services provided in those airspaces. For instance,in cer-
tains airspace classes , its the control wich provide the spacing between airplanes.The pilot must com-
ply with controller instructions.An airspace class is defined by the services wich are provided according
to flight rules , also the weather minimal conditions to fly in VFR conditions .Each airspace class is
asigned a letter from A to G, A is the s restrictive but the safest, G is the most free.
A class is attributed to an airspaces according to the total traffic and IFR traffic progressing in the air-
pace at the specific .If the traffic is dense ,the nits necessary to raise the safety level at the hightest , and
the class is restrictive.
The progress of those classes is at the study with one classification based on three types of airspaces -
paces U, K, N (in which airplanes will be identified,known, or not known).The controlled aispaces and
non conrolled airspaces are identified.

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A.12.5.1.1.1. Controlled airspace

1). Class A
Services rendered :
 IFR to IFR separation
 Flight information service
 Warning
VFR flight is prohibited in classe A or in case of exemption by the authority .
Two way radio contact and clearance are compulsory to peneterate this airspace.
The speed is not restricted (The speed is not restricted (all flights are separated).
).
Its use in heavy IFR airspace .
2). Class B
Services rendered :
 IFR to IFR
 IFR to VFR separation
 VFR to VFR separation
 Warning
Two way radio contact and clearance are compulsory to penetreate this airspace.
Meteorological conditions for visual flight (VMC) are :
 distance from the clouds : 1500 meters horizontally and 300 meters (1000 ft) vertically ;
 visibility 8 km above FL 100 and 5 km below FL 100.
The speed is not restricted (all flights are separated between them).
3). Classe C
Services rendered :
 IFR to VFR separation
 VFR to VFR traffic information
 Flight service information
 Warning
Two way radio contact and clearance are compulsory to penetreate this airspace.The busy TMA of big
airports are class C because IFR operations .
 distance from the clouds : 1500 meters horizontally eand 300 meters (1000 ft) vertically visibil-
ity 8 km above FL 100 and 5 km below FL 100.
The speed is limited to 250 kt for VFR below (FL) 100, or 10 000 ft l transition altitude(TA) is above 10
000 ft,unless clearance is issued.

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4). Class D
Services rendered :
 IFR and VFR spcial separation or night VFR seaparation
 IFR to VFR traffic information
 Traffic in formation between VFR spécial
 Warning
Two way radio contact and clearance are compulsory to penetreate this airspace.
 distance from the clouds : 1500 meters horizontally eand 300 meters (1000 ft) vertically visibility
8 km above FL 100 and 5 km below FL 100.
The speed is limited to 250 kt for VFR below (FL) 100, or 10 000 ft l transition altitude(TA) is above 10
000 ft,unless a clearance is issued.
5). Class E
Services rendered :
 IFR to night VFR separation
 Night VFR traffic information
 Warning
In class E, the VFR the clearance is not required and the radio contact is not compulsory is this airspace
class.A IFR flight is a controlled flight therefore the radio contact and clearance are needed to enter
class E airspace.The only condition to this airspace as VFR is VMC meteorological conditions.
 distance from the clouds : 1500 meters horizontally eand 300 meters (1000 ft) vertically visibility
8 km above FL 100 and 5 km below FL 100.
The speed is limited to 250 kt for VFR below (FL) 100, or 10 000 ft l transition altitude(TA) is above (TA)
is above 10 000 ft, unless clearance is issued.
In France, after a short experiment "E+R" concept ( class E airspace + zone regulated zone), class E ais-
paces were replaced by class D for CTR (airspace which low limit is the ground, established around an
airport).

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A.12.5.1.1.2. Non controlled aispace

1). Class F
Services rendered :
 Information service and warning, the service advisory. No controlled sevuce.
The air traffic advisory service is a servie allowing when possible for spacing between IFR flights who
decide to use the service.
This class is use in France.
Below the most high of two levels 3 000 ft QNH or 1 000 ft ASFC in non controlled airspace (class F and
G), it is necessarey to out of cloud and in ground contact. The minimal meteorological conditions re-
quired depend now on indicaded speed of airplanes since new SERA 2014 rules.
 Horizontal minimal visibility required 1,5 km for indicaded airsped below 140 kt (800 m for heli-
copters)
 Horizontal minimal visibilty required 5 km for indicated airspeed above 140 kt, limited to 250 kt
The speed is limited to 250 kts below level 100, or 10000 ft if the transition (TA) is above 10000 ft.
2). Class G
Services rendered :
 Flight information and warning no air traffic control service.
It is the most common class airspace.When any airspace is not defined the airspace is a class G airspace .
SIV provide advisory information warning and in those zones.
The meteorological condtions for visual flight (VMC) are same in class G and F.
The speed is limited to 250 kts below level 100, or 10000 ft if the transition (TA) is above 10000 ft.

NRT OPS-MAN-OMA-001
Ed. N°1 / Mar 19

Rev N°0 / Mar 19
Airspace classes in effect in ASECNA airspace are classes A, C, D, F et G.

NRT OPS-MAN-OMA-001
Ed. N°1 / Mar 19

Rev N°0 / Mar 19
The users are informed of therms of the enforcement or the modification of the enforcement, from
those various type of ASECNA airspace classes (route ATS, FIR, UIR, CTR, TMA) by way of aeronautical
information.
The applicables condtions to flights done in each current airspace classes in ASECNA airspaces are
conform the ICAO annexe 11 appendix 4 to differences below :
- The request suggestions of collision-avoidance manœuvre ,planned in classes C and D,are not ap -
plied in C and D current airspace at l'ASECNA ;
- The spped limitation indiqued at 250 Kts above FL 100 is not applied whatsoever flight regime ;
- In compliance to current supplementary regional procedures aux procédures (Doc 7030 OACI),
the two-way radio contact is compulsory for all flight (IFR and VFR) in classes D, F and G airspace ;
The conditions required for VMC conditions are those outlined above as differences at chapiter 4.1. of
ICAO Annexe 2 .
A.12.5.2. Control regions

The low limit of a control is established at a height of 300 meters (1000 feet) above the ground or wa-
ter surface
A.12.5.3. Control Zone

The control zone will extend until 6,5 nautical miles at least of aerodrome center or the conserned ae -
rodromes all possible approach directions.

NRT OPS-MAN-OMA-001
Ed. N°1 / Mar 19

Rev N°0 / Mar 19

NRT OPS-MAN-OMA-001

Partie A.12. Rules of The Air

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Partie A.12. Rules of The Air

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OPERATIONS MANUAL Part A OMA – A.12.

Ed. N°1 / Mar 19

Chapitre A.12. RULES OF THE AIR

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A.12.0. TABLE OF CONTENTS

Chapitre A.12. RULES OF THE AIR................................................................................................................1

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A.12.3.9.3. Clearance of visual separation...........................................................................................31

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Acrobatic flight. Manoeuvres intentionally performed by an aircraft involving an abrupt

 En-route alternate aerodrome. . An aerodrome at which an aircraft would be able to land

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 Pressure-Altitude.An atmospheric pressure expressed in terms of altitude which corresponds to

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 Controller-pilot data link communications (CPDLC). A means of communication between controller

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 IMC The symbol used to designate instrument meteorological conditions.

 Cruising level.A level maintained during a significant portion of a flight.

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b) computer-generated navigation data from ground-based, space-

 Air traffic control unit. Air traffic control unit.

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 Runway-holding position . A designated position intended to protect a runway, an obstacle limi-

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3) Precision approach (PA) procedure . An instrument approach procedure based on naviga-

 Aeronautical Information Publication (AIP). A publication issued by or with the authority of a

 Radiotelephony. A form of radiocommunication primarily intended for the exchange of informa-

Ed. N°1 / Mar 19

b) expediting and maintaining an orderly flow of air traffic.

 Automatic dependent surveillance — broadcast (ADS-B). A means by which aircraft, aerodrome

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Ed. N°1 / Mar 19

 VFR. The symbol used to designate the visual flight rules.

 Visibility. Visibility of aeronautical purposes is the geater of :

 Ground visibility. The visibility at an aerodrome, as reported by an accredited observer or by au-

 VMC.The symbol used to designate visual meteorological conditions.

 Airway. A control area or portion thereof established in the form of a corridor

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Ed. N°1 / Mar 19

A.12.2.1. Territorial application of the rules of the air

A.12.2.2. Responsability to comply with the rules the air

A.12.2.3. Authority of pilot in command

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