Note 2.b: Estonia has not established an aeronautical station operator position.
3.2.2 New provision.
Implementing regulation (EU) No 923/2012, SERA.3210(b), specifies:
'(b) An aircraft that is aware that the manoeuvrability of another aircraft is impaired shall give way to that aircraft.'
3.2.3.2
(b) Implementing Regulation (EU) No 923/2012, paragraph SERA.3215(b)(2), specifies (with the addition to ICAO Standard in Annex 2, 3.2.3.2(b) of the underlined text):
‘(2) unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure, as far as practicable;’
3.2.5 (c) and (d)
Implementing Regulation (EU) No 923/2012, paragraph SERA.3225 differs from ICAO Standard in Annex 2, 3.2.5(c) and 3.2.5(d) in that it specifies that subparagraphs (c) and (d) do not apply to balloons:
‘(c) except for balloons, make all turns to the left, when approaching for a landing and after taking off, unless otherwise indicated, or instructed by ATC;
(d) except for balloons, land and take off into the wind unless safety, the runway configuration, or air traffic considerations determine that a different direction is preferable.’
3.3.1.2.
ICAO Annex 2, 3.3.1.2 is replaced with Implementing Regulation (EU) No 923/2012 SERA.4001(b). The differences between this ICAO Standard and this Union regulation are as follows:
- With regards to VFR flights planned to operate across international borders, the Union regulation (SERA.4001(b)(5)) differs from the ICAO Standard in Annex 2, 3.3.1.2(e) with the addition of the underlined text, as follows:
‘any flight across international borders, unless otherwise prescribed by the States concerned.’
- With regard to VFR and IFR flights planned to operate at night, an additional requirement is inserted to Union regulation SERA.4001(b)(6)as follows:
‘(6) any flight planned to operate at night, if leaving the vicinity of an aerodrome’
This difference is also addressed below for VFR.
3.2.2.4
New Provision. Implementing Regulation (EU) No 923/2012, paragraph SERA.3210(c)(3)(i) differs from ICAO Standard in Annex 2, 3.2.2.4 by specifying that:
‘(i) Sailplanes overtaking. A sailplane overtaking another sailplane may alter its course to the right or to the left.’
4.6
ICAO Annex 2, 4.6, is replaced with Implementing Regulation (EU) No 923/2012 SERA.5005, introducing the obstacle clearance criteria in (f), as follows:
'f) Except when necessary for take-off or landing, or except by permission from the competent authority, a VFR flight shall not be flown:
(1) over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a height less than 300 m (1 000 ft) above the highest obstacle within a radius of 600 m from the aircraft;
(2) elsewhere than as specified in (1), at a height less than 150 m (500 ft) above the ground or water, or 150 m (500 ft) above the highest obstacle within a radius of 150 m (500 ft) from the aircraft.’
3.8 and Appendix 2.
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.
5.2.1.4.1
ICAO Annex 10, Volume II, Chapter 5.2.1.4.1 is transposed in point SERA.14035 of Implementing Regulation (EU) No 923/2012 with some differences. The differences between that ICAO Standard and that Union Regulation are as follows:
SERA.14035 Transmission of numbers in radiotelephony
(a) Transmission of numbers
(1) All numbers used in the transmission of aircraft call sign, headings, runway, wind direction and speed shall be transmitted by pronouncing each digit separately.
(i) Flight levels shall be transmitted by pronouncing each digit separately except for the case of flight levels in whole hundreds.
(ii) The altimeter setting shall be transmitted by pronouncing each digit separately except for the case of a setting of 1 000 hPa which shall be transmitted as “ONE THOUSAND”.
(iii) All numbers used in the transmission of transponder codes shall be transmitted by pronouncing each digit separately except that, when the transponder codes contain whole thousands only, the information shall be transmitted by pronouncing the digit in the number of thousands followed by the word “THOUSAND”.
(2) All numbers used in transmission of other information than those described in point (a)(1) shall be transmitted by pronouncing each digit separately, except that all numbers containing whole hundreds and whole thousands shall be transmitted by pronouncing each digit in the number of hundreds or thousands followed by the word “HUNDRED” or “THOUSAND”, as appropriate. Combinations of thousands and whole hundreds shall be transmitted by pronouncing each digit in the number of thousands followed by the word “THOUSAND”, followed by the number of hundreds, followed by the word “HUNDRED”.
(3) In cases where there is a need to clarify the number transmitted as whole thousands and/or whole hundreds, the number shall be transmitted by pronouncing each digit separately.
(4) When providing information regarding relative bearing to an object or to conflicting traffic in terms of the 12-hour clock, the information shall be given pronouncing the digits together such as “TEN O'CLOCK” or “ELEVEN O'CLOCK”.
(5) Numbers containing a decimal point shall be transmitted as prescribed in point (a)(1) with the decimal point in appropriate sequence indicated by the word “DECIMAL”.
(6) All six digits of the numerical designator shall be used to identify the transmitting channel in Very High Frequency (VHF) radiotelephony communications except in the case of both the fifth and sixth digits being zeros, in which case only the first four digits shall be used.
5.2.1.7.3.2.3
ICAO Annex 10, Volume II, Chapter 5.2.1.7.3.2.3 is transposed in point SERA.14055 of Implementing Regulation (EU) No 923/2012 with a difference. The difference between that ICAO Standard and that EU Regulation is as follows:
SERA.14055 Radiotelephony procedures
(b)(2)The reply to the above calls shall use the call sign of the station calling, followed by the call sign of the station answering, which shall be considered an invitation to proceed with transmission by the station calling. For transfers of communication within one ATS unit, the call sign of the ATS unit may be omitted, when so authorised by the competent authority.
New provision.
Implementing Regulation (EU) No 923/2012, paragraph SERA.8005(b), specifies:
between all flights in airspace Classes A and B;
between IFR flights in airspace Classes C, D and E;
between IFR flights and VFR flights in airspace Class C;
between IFR flights and special VFR flights;
between special VFR flights unless otherwise prescribed by the competent authority;
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):
ATC route clearances;
clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on any runway; and
runway-in-use, altimeter settings, SSR codes, newly assigned communication channels, level instructions, heading and speed instructions; and
transition levels, whether issued by the controller or contained in ATIS broadcasts.
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):
New provision. 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 medical flights, search and rescue operations and fire-fighting, the following additional conditions shall be applied:
clear of cloud and with the surface in sight;
the flight visibility is not less than 1500 m or, for helicopters, not less than 800 m;
at speed of 140 KIAS or less to give adequate opportunity to observe other traffic and any obstacles in time to avoid a collision; and
the ground visibility is less than 1500 m or, for helicopters, less than 800 m;
the ceiling is less than 180 m (600 ft).
10.1.4 and 10.1.6 Electronic obstacle data is not provided for obstacles within Area 2.
10.3 Electronic obstacle data set has not been established.
10.4 Electronic terrain and obstacle data product specification has not been established.
Due to necessity to increase air safety the following disparities may be used when designing approach procedures for some aerodromes:
PROCEDURES FOR AIR NAVIGATION SERVICES – AIRCRAFT OPERATIONS (Doc 8168 OPS/611) Volume I, Sixth Edition:
Part I — Section 4, Chapter 3,
3.2.3.1 a) Outbound time of racetrack procedures based on an on-aerodrome facility for ACFT Cat A and Cat B exceed 4 minutes.
PROCEDURES FOR AIR NAVIGATION SERVICES – AIRCRAFT OPERATIONS (Doc 8168 OPS/611) Volume II, Seventh Edition:
Part I — Section 4, Chapter 3,
3.4.5.1 Outbound time of racetrack procedures based on an on-aerodrome facility for ACFT Cat A and Cat B exceed 4 minutes.
If air safety is not affected the standards published in Doc 8168 OPS/611 shall always be used.
The process of establishing national provisions to completely achieve the compliance with aeronautical data quality requirements in accordance with Commission Regulation (EU) No 2017/373 is in progress. Accordingly, all aeronautical data and information published in Estonian AIP shall be considered as not fully compliant with Commission Regulation (EU) No 2017/373, until all the requirements defined in mentioned regulation have been met.