DIFFERENCES FROM ICAO STANDARDS, RECOMMENDED PRACTICES AND PROCEDURES

3.2 Avoidance of collisions

3.3 Flight Plans

3.8 and Appendix 2. Interception

The words ‘in distress’ of Chapter 3 Part 3.8, are not included in Union Law, thus enlarging the scope of escort missions to any type of flight requesting such service. Furthermore, the provisions contained in Appendix 2 Parts 1.1 to 1.3 inclusive as well as those found in Attachment A, are not contained in Union Law.

4.3 Routine observations and reports

4.3.2 a) Local routine reports as per the template in Table A3-1 of Appendix 3, are not issued.

(At Spanish airports, there are visual displays in control towers and other aerodrome units which provide local meteorological information about: wind, runway visual range (RVR), height of cloud base, temperature and dewpoint, QFE, QNH, and METAR in force).

(At some Spanish airports there is an automatic terminal information service (ATIS) which broadcasts aerodrome meteorological information including icing, turbulence and wind shear, in English, for take-off and landing of aircraft).

4.4 Special observations and reports

4.4.2 a) Local special reports are not available. (Visibility, present weather and cloud SPECI are issued locally).

5.5 Special aircraft observations

Implementing Regulation (EU) No 923/2012, paragraph SERA.12005, specifies the following:

<< b) Competent authorities shall prescribe as necessary other conditions which shall be reported by all aircraft when encountered or observed.>>

7.4 Wind shear warnings and alerts

7.4.1 Wind shear observed warnings are not issued according to the template in Table A6-3 in Appendix 6.

Forecasted wind shear warnings are only issued at some airports.

(Observed wind shear warnings are those issued by aircraft and included in the additional information group of the METAR).

4.1 Format and content of GAMET area forecasts

The element "Mountain obscuration" will not be encoded for the Canary Islands, when obscuration is caused by clouds.

(Due to the frequency of this phenomenon in Canarias it is preferable to omit it in the GAMET).

Table A5-3. Template for GAMET

The element "Mountain obscuration" will not be encoded for the Canary Islands, when obscuration is caused by clouds.

(Due to the frequency of this phenomenon in Canarias it is preferable to omit it in the GAMET).

7.9 Aeronautical data

8.9 Aeronautical data

9.9 Aeronautical data

10.9 Aeronautical data

CHAPTER 2 - Flight operations

CHAPTER 1. Type certification

1.1 EU legislation establishes cut-off dates for existing aircraft types and end dates for all aircraft. After these dates, the use of halons will no longer be permitted.

1.2.6 Cut-off dates and end dates are established in Reg. (EU) 1005/2009 for the progressive elimination of halons. For cargo bays, Reg. (EU) 1005/2009 offers the end date of the close of 2018 as deadline instead of 28 November 2024.

1.2.7 Cut-off dates and end dates are prescribed in the Reg. (EU) 1005/2009 for the progressive elimination of halons. For cargo bays, Reg. (EU) 1005/2009 offers the end date of the close of 2018 as deadline instead of 28 November 2024.

1.5.4 Not implemented. The process has not been established.

CHAPTER 3. Certificate of Airworthiness

3.2.5 There does not exist any mechanism to validate the Certificate of Airworthiness (CofA).

3.6.1 Evaluation by a DOA holder is also permitted subject to a procedure agreed with EASA.

3.6.3 The EASA Permit to Fly (including the flight conditions) may be issued by a Design Organisation Approval (DOA) holder.

CHAPTER 6. Approval of maintenance organisations

6.2.5 The EU Regulation also envisages control over minor changes by the organisation through procedures approved by the competent authority.

6.6.4 Qualification according to ICAO Annex 1 is not required for staff engaged in component certification or specialist services. Pursuant to Art 5(6)(ii) of the Reg. 1321/2014, the national requirements of the Member States shall be applicable for the component certification staff.

PART IIIA Aircraft weighing more than 5700 kg for which certification was requested on or after 13 June 1960 but before 2 March 2004.

PART IIIB. Aircraft weighing more than 5700 kg for which certification was requested on or after 2 March 2004.

PART IVA. Helicopters for which certification was requested on or after 22 March 1991 but before 13 December 2007.

PART IVB. Helicopters for which certification was requested on or after 13 December 2007.

PART VA. Aircraft weighing more than 750 kg but not more than 5700 kg for which certification was requested on or after 13 December 2007 but before 7 March 2021.

PART VB. Aircraft not weighing more than 5700 kg for which certification was requested on or after 7 March 2021.

CHAPTER 5. Aeronautical Mobile Service - Voice Communications

CHAPTER 6. Aeronautical Radio Navigation Service

CHAPTER 8. Aeronautical Mobile Service - Data Link Communications

2.6 Classification of airspaces

2.6.1 Exemption possibility. Implementing Regulation (EU) No 923/2012, paragraph SERA.6001, allows aircraft to exceed the 250 kt speed limit where approved by the competent authority for aircraft types which, for technical or safety reasons, cannot maintain this speed.

2.26 Time in air traffic services

2.26.5 Implementing Regulation (EU) No 923/2012 SERA.3401 d) 1) differs from ICAO Annex 11, standard 2.26.5, by stating that: << Time checks shall be given at least to the nearest minute. >>

3.3 Operation of air traffic control service

3.3.4 Implementing Regulation (EU) No 923/2012, paragraph SERA.8005 b), specifies the following:

<< b) Clearances issued by air traffic control units shall provide separation:

1. between all flighs in airspace Classes A and B;

2. between IFR flights in airspace Classes C, D and E;

3. between IFR flights and VFR flights in airspace Class C;

4. between IFR flights and special VFR flights;

5. between special VFR flights unless otherwise prescribed by the competent authority; except that, when requested by the pilot of an aircraft and agreed by the pilot of the other aircraft and if so prescribed by the competent authority for the cases listed under b) above in airspace Classes D and E, a flight may be cleared subject to maintaining own separation in respect of a specific portion of the flight below 3050 m (10000 ft) during climb or descent, during day in visual metorological conditions.>>

3.7 Air traffic control clearances

3.7.3 Read-back of clearances and safety-related information

3.7.3.1 Implementing Regulation (EU) No 923/2012, paragraph SERA.8015, specifies (with the addition to ICAO Standard in Annex 11, 3.7.3.1 of the underlined text):

<< e) Read-back of clearances and safety-related information

1. The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

   1. ATC route clearances;

   2. clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on any runway;

   3. runway-in-use, altimeter settings, SSR codes, newly assigned communication channels, level instructions, heading and speed instructions; and

   4. transition levels, whether issued by the controller or contained in ATIS broadcasts.>>

3.7.3.1.1 Implementing Regulation (EU) No 923/2012, paragraph SERA.8015 e) 2), specifies (with the addition to ICAO Standard in Annex 11, 3.7.3.1.1 of the underlined text):

<< 2) Other clearances or instructions, including conditional clearances and taxi instructions, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.>>

New provision to Chapter 3. Clearance of special VFR flights

Implementing Regulation (EU) No 923/2012, paragraph SERA.5010, specifies:

SERA.5010 Special VFR in control zones

Special VFR flights may be authorised to operate within a control zone, subject to an ATC clearance. Except when permitted by the competent authority for helicopters in special cases such as, but not limited to, medical flights, search and rescue operations and fire-fighting, the following additional conditions shall be applied:

1. such flights may be conducted during day only, unless otherwise permitted by the competent authority;

2. by the pilot:

   1. clear of cloud and with the surface in sight;

   2. the flight visibility is not less than 1500 m or, for helicopters, not less than 800 m;

   3. fly at a speed of 140 kt IAS or less to give adequate opportunity to observe other traffic and any obstacles in time to avoid a collision; and

3. an air traffic control unit shall not issue a Special VFR clearance to aircraft to take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit when the reported meteorological conditions at that aerodrome are below the following minima:

   1. the ground visibility is not less than 1500 m or, for helicopters, not less than 800 m;

   2. the ceiling is less than 180 m (600 ft).

Difference related with Procedure 7.14 of document 4444, PANS-ATM.

4.3 Operational flight information service broadcasts

4.3.7 The regulatory provision is the same; however, from 12 August 2021, the braking performance will no longer be communicated by ATIS, as this would run counter to the new global reporting format, and this information can now be found in the standardised runway condition report (RCR).

4.3.8 The regulatory provision is the same; however, from 12 August 2021, the braking performance will no longer be communicated by ATIS, as this would run counter to the new global reporting format, and this information can now be found in the standardised runway condition report (RCR).

4.3.9 The regulatory provision is the same; however, from 12 August 2021, the braking performance will no longer be communicated by ATIS, as this would run counter to the new global reporting format, and this information can now be found in the standardised runway condition report (RCR).

CHAPTER 2. Aerodrome data

CHAPTER 3. Physical characteristics

CHAPTER 5. Visual aids for navigation

CHAPTER 9. Aerodrome operational services, equipment and installations

CHAPTER 10. Aerodrome maintenance

4.4.2 Submission of a flight plan

4.4.2.1 Prior to departure

In the event a flight experiences a delay with regard to the original flight plan, the delay shall be communicated to the ATS services in accordance with the time period and provisions prescribed in the AIP. Once this period has elapsed, if the flight plan originator does not take any action, the flight plan shall be cancelled automatically.

4.5.7.5 Readback of clearances

4.5.7.5.1 Regulated in the Standardised European Rules of the Air (SERA), item SERA.8015, where the following underlined text is added:

<< e) Readback of clearances and safety-related information

1. The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

   1. ATC route clearances;

   2. clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on any runway; and

   3. runway-in-use, altimeter settings, SSR codes, newly assigned communication channels, level instructions, heading and speed instructions; and

   4. transition levels, whether issued by the controller or contained in ATIS broadcasts. >>

In the Reglamento de Circulación Aérea, with regard to air traffic control clearances, the following additional provisions are added:

<< 4.3.12. Complementary provisions with regard to clearances related to the altimeter.

4.3.12.1. After clearance for the approach has been issued and descent for landing has been initiated, vertical position of the aircraft above the transition level may be expressed by reference to altitudes (QNH), as long as no flight level is provided nor planned above the transition altitude.

This is mainly applicable to turbine-engined aircraft, for which an uninterrupted descent from a high level is convenient, and to aerodromes equipped to control such aircraft by reference to altitudes during the whole descent.

4.3.12.2. For flights en route, the vertical position of the aircraft shall be expressed as:

1. Flight levels at or above the lowest usable flight level, and

2. Altitudes below the lowest usable flight level, except where, on the basis of regional air navigation agreements, a transition altitude has been established for a specified area, in which case SERA. 8015 letter (eb) (1) shall apply. >>

5.4.1 Lateral separation

5.4.1.1 Lateral separation application

5.4.1.1.4 Applicable regulations do not contain the changes introduced in amendment 8, nor Figures 5-1 and 5-2.

5.4.1.2 Lateral separation criteria and minima

5.4.1.2.1.7 This provision is not included in national or Community law (added by amendment 8).

5.4.2 Longitudinal separation

5.4.2.7 Longitudinal separation minima based on distance using ADS-B in-trail procedure (ITP)

This provision is not included in national or Community law.

5.8.3 Departing aircraft

5.8.3.2 The following underlined text is added:

<< 5.8.3.2 A separation minimum of 3 minutes shall be applied between a LIGHT, MEDIUM or HEAVY aircraft when taking off behind a HEAVY aircraft or a LIGHT aircraft when taking off behind a MEDIUM aircraft from: (...) >>

5.8.5 Opposite direction

The following underlined text is added:

<< A separation minimum of 2 minutes shall be applied between a LIGHT, MEDIUM or HEAVY aircraft and a HEAVY aircraft and between a LIGHT aircraft and a MEDIUM aircraft when the heavier aircraft is making a low or missed approach and the lighter aircraft is:(...) >>

6.3.2.4 Clearances on a SID

This item is reflected in the national regulation, although with the following differences:

• Instead of “ASCIENDA” the term “SUBA” is used.

• Item 6.3.2.4.3 has not been included.

• The phraseology “VIA TO”, although included in the regulation, is not in use. This phraseology has not been adopted by EASA, therefore its use is delayed until it is published as an AMC in SERA.14001.

6.3.2.5. Communication failure

6.3.2.5.1. This provision is not included in national or Community law.

6.5.2.4 Clearances on a STAR

This item is reflected in the national regulation, although with the following differences:

• Item 6.5.2.4.3 has not been included.

• The phraseology “VIA TO”, although included in the regulation, is not in use. This phraseology has not been adopted by EASA, therefore its use is delayed until it is published as an AMC in SERA.14001.

6.7 Operations on parallel or near-parallel runways

7.2 Selection of runway-in-use

7.2.6 Noise abatement shall not be a determining factor in runway nomination under the following circumstances: (...)

e) when the crosswind component, including gusts, exceeds 37 km/h (20 kt), or the tailwind component, including gusts, exceeds 19 km/h (10 kt).

7.9.3 Take-off clearance

7.9.3.3 This provision is not included in national or Community law (added by amendment 8).

7.15 Authorization of special VFR flights

Subparagraphs of point 7.15 are regulated as follows in SERA.5010:

Special VFR flights may be authorized to operate within a control area, subject to ATC clearance. Except when the competent authority allows it for helicopters under special circumstances (such as medical flights, search and rescue operations and fire-fighting), the following additional conditions shall apply:

1. on the part of the pilot:

   1. clear of cloud and with the surface in sight;

   2. in-flight visibility is not less than 1500 m or, for helicopters, not less than 800 m;

   3. at a speed of 140 kt IAS or less in order to observe other traffic and any obstacle in time to avoid a collission, and

2. on the part of air traffic control:

   1. only during the day, unless the competent authority permits otherwise;

   2. ground visibility is not less than 1500 m or, for helicopters, not less than 800 m;

   3. cloud ceiling is not less than 180 m (600 ft).

8.6 General procedures

8.6.5 Vectoring

8.6.5.1 Applicable regulations do not contain the changes introduced in amendment 8.

9.1 Flight information service

9.1.3 Transmission of information

9.1.3.8 Transmission of information concerning space weather activity

This provision is not included in national or Community law (added by amendment 8).

12.2 General

The following provisions, included in the Reglamento de Circulación Aérea, have been added to Chapter 12, subparagraph 12.2:

• 4.10.2.3 In transmissions to aircraft with similar call-signs, the call-sign shall be added at the start and end of the communication.

• 4.10.2.4 The word “GRADOS”/“DEGREES” shall be added to those headings ending in zero.

• 4.10.2.5 In the case of pilots in training (students) flying solo (“SOLO Flight”), on their first initial contact with ATS, they will use the prefix “STUDENT” in front of their call-sign. Once read back by ATS, it will normally not be necessary to use the prefix in the following communications until a new initial contact with another different ATS unit/frequency is established, unless students consider they are being instructed to do something they are not familiar with.
  Note 1: The prefix “STUDENT” is used both in Spanish and English to refer to students flying solo since, based on the reference from its practice in other States, it avoids confusion with other students in their instruction phase that are flying accompanied.
  Note 2: Although the initial intention is to use this prefix in the case of pilots in their training phase, it can be used as well under further circumstances, such as in the case of a valid licence holder on flight practice again after a significant long absence and, within a training framework for renewal, carrying out a solo flight as a student under the supervision of a flight instructor.

• 4.10.2.6 Controllers will read back the initial call from the student pilot by using the prefix (“STUDENT”) and it is expected that the limited experience and capacity of student pilots will be taken, as far as possible, into account when determining the pace and complexity of instructions and/or information to be transmitted afterwards.

• 4.10.2.7 Flight instructors shall, specifically, inform students about the use of this call-sign prefix as part of their briefing prior to their solo flight. The use of this prefix does not exempt flight instructors from notifying every ATS unit separately about «first solo flight», wherever this is a common practice.

12.3 ATC phraseologies

Subparagraph 12.3 is regulated by Appendix 1 to AMC1 SERA.14001 and Annex V of the Reglamento de Circulación Aérea, which contains different phraseology from that included in several subparagraphs. Specifically:

• Instead of “ASCIENDA” the term "SUBA" is used.

• Instead of “REANUDAR” the term "REINCORPORAR" is used.

12.4 ATS surveillance service phraseologies

Subparagraph 12.4 is regulated by Appendix 1 to AMC1 SERA.14001 and Annex V of the Reglamento de Circulación Aérea, which contains different phraseology from that included in several subparagraphs.

12.7 Ground crew/flight crew phraseologies

Subparagraph 12.7 is regulated by Appendix 1 to AMC1 SERA.14001 and Annex V of the Reglamento de Circulación Aérea, which contains different phraseology from that included in several subparagraphs.

16.4.4 Changes to RPL listings

16.4.4.2 Changes of a temporary nature

16.4.4.2.2 In the cases specified in the AIP, for the modification of certain flight plan basic data, it is necessary to cancel the RPL for that day and submit an individual flight plan for that particular case.

16.5 Strategic lateral offset procedures (SLOP)

This provision is not included in national or Community law (added by amendment 8).

2.1 General

• 2.1.6 Civil aircraft carrying out State flights or special missions on behalf of the Ministerio de Defensa, shall fill in Item 8 with the letter "X" and in item 18 indicate, after the STS indicator, the aeronautical authority authorizing that flight and the authorization number.

• 2.1.7 Aircraft operators approved for B-RNAV operations, shall include in the flight plan the availability of equipment and pertinent RNAV 5 capabilities. Bearing in mind, in this respect that:

  1. RNAV 5 and B-RNAV are equivalent approvals.

  2. If the aircraft is approved for RNAV 5 it is not neccessary to insert additional information in the flight plan to indicate that the aircraft is approved for B-RNAV.

• 2.1.8 Aircraft operators approved for P-RNAV operations, which do not use the VOR/DME solely to determine position, shall indicate in the flight plan the availability of equipment and the corresponding RNAV 1 capabilities. In this respect it must be taken into account that:

  1. P-RNAV approvals, except those associated with aircraft which use VOR/DME solely to determine position, and RNAV 1 approvals are equivalent approvals.

  2. If the aircraft is approved for RNAV 1 it is not neccessary to insert additional information in the flight plan to indicate that the aircraft is approved for P-RNAV.

• 2.1.9 Pertaining to indications in the flight plan related with the operation in EUR RVSM airspace, the provisions of section 4.3.3.2.4 of the Reglamento de Circulación Aérea must be observed. >>

Appendix 1. Aeronautical data catalogue.

Table A1-3 ATS and other routes data - ATS Route. PBN requirements. Navigation specification. The additional sub-property Navigation specification is missing in the Aeronautical Data Catalogue of Implementing Regulation (EU) 2017/373, in Section 3 of Appendix 1 to Annex III.

Table A1-5 Radio navigation aids/systems data. Classification of ILS facilities, Classification of GBAS facilities, Designation of GBAS approach facilities. The Aeronautical Data Catalogue of Regulation (EU) 2017/373, in Section 5 of Appendix 1 to Annex III, is missing additional properties for the classification of ILS facilities, classification of GBAS facilities and designation of GBAS approach facilities. These requirements will be taken into account within the frame of the RMT.0719 (Rulemaking task of the European Aviation Safety Agency, EASA).

Appendix 2. Contents of the aeronautical information publication (AIP).