AIP ENR 1.

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ENR 1.3 INSTRUMENT FLIGHT RULES

1.3.1 General

1.3.1.1 ICAO Annex 2, paragraph 2.2, permits a choice for a flight to comply with either the instrument flight rules or the visual
flight rules when operated in visual meteorological conditions subject to certain limitations in Chapter 4 of the Annex.

1.3.1.2 Further restrictions to that choice are applied for flights when operated within or above the EUR RVSM airspace.

1.3.1.3 Flights shall be conducted in accordance with instrument flight rules when operated within or above the EUR RVSM
airspace.

1.3.2 Rules applicable to all IFR Fights

1.3.2.1 AIRCRAFT EQUIPMENT

1.3.2.1.1 Aircraft shall be equipped with suitable instruments and with navigation equipment appropriate to the route to be flown
(see also GEN 1.5).

1.3.2.2 MINIMUM LEVELS [SERA.5015(b)]

1.3.2.2.1 Except when necessary for take-off or landing, or except when specifically authorized by the HCAA/D4, an IFR flight
shall be flown at a level which is not below the published minimum flight altitude.
1.3.2.2.2 Where no such minimum flight altitude has been established, an IFR flight shall be flown:
a) over high terrain or in mountainous areas, at a level which is least 2000 ft (600 m) above highest obstacle located within 8 KM
of the estimated position of the aircraft;
b) elsewhere than as specified in a), at a level which is at least 1000 ft (300 m) above the highest obstacle located within 8 KM of
the estimated position of the aircraft.
Note 1: When determining which are the highest obstacles within 8 km of the estimated position of the aircraft, the estimate will
take account of the navigational accuracy which can be achieved on the relevant route segment, having regard to the navigational
facilities available on the ground and in the aircraft.
Note 2: Τhe HCAA/D4 may authorize only a specific flight upon specific request to operate below the above minimum levels, in
accordance with the procedures notified by the HCAA for this individual flight.
1.3.2.3 CRUISING LEVELS ASSIGNED TO IFR FLIGHTS

1.3.2.3.1 The cruising levels, at which an IFR flight or a portion of an IFR flight is to be conducted, shall be in accordance to
SERA.3110:
a) flight levels, for flights at or above the lowest usable flight level or, where applicable above the transition altitude;
b) altitudes, for flights below the lowest usable flight level or, where applicable, at or below the transition altitude.
Note: The lowest usable flight level for IFR flights has been determined for each segment of ATS routes within ATHINAI
FIR/HELLAS UIR (see ENR 3).
1.3.2.3.2 The cruising level to be used by IFR flights for operation either within or outside controlled airspace shall be selected
from the table of cruising levels given in Appendix 3 of (EU) 923/2012, unless otherwise indicated in air traffic control clearances
(see also ENR 1.3.6.1.4 and ENR 1.3.14.1).

1.3.3 Reduced vertical separation minimum (RVSM)

1.3.3.1 HELLAS UIR is a part of the "EUR RVSM airspace”.

1.3.3.2 RVSM shall be applicable in part of that volume of Greek airspace between FL 290 and FL 410 inclusive.

1.3.3.3 MEANS OF COMPLIANCE

1.3.3.3.1 Except for State aircraft, operators intending to conduct flights within the volume of airspace where RVSM is applied
shall require an RVSM approval either from the State in which the operator is based or from the State in which the aircraft is
registered.

1.3.3.3.2 To obtain such an RVSM approval, operators shall satisfy the said State that:

a) aircraft for which the RVSM approval is sought have the vertical navigation performance capability required for RVSM
operations through compliance with the criteria of the RVSM minimum aircraft systems performance specifications (MASPS);
b) they have instituted procedures in respect of continued airworthiness (maintenance and repair) practices and programs; and
c) they have instituted flight crew procedures for operations in the EUR RVSM airspace.
Note 1: An RVSM approval is not restricted to a specific region. Instead, it is valid globally on the understanding that any operating
procedures specific to a given region, in this case the EUR Region, should be stated in the operations manual or appropriate crew
guidance

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Note 2: Aircraft that have received State approval for RVSM operations will be referred to as "RVSM approved aircraft"
Note 3: Aircraft that have not received State approval for RVSM operations will be referred to as "non-RVSM approved aircraft"
1.3.3.3.3 Monitoring of flight operations in the EUR RVSM airspace shall be conducted to assess the continuing compliance of
aircraft with the height-keeping performance Requirements (Assigned FL +/- 200 ft).
Note: Monitoring will be conducted in accordance with the appropriate material issued by ICAO. When notified, operators will be
required to cooperate in the monitoring program.
1.3.3.3.4 Operators of formation flights of State aircraft (see ENR 1.1.3.2) shall not insert the letter W in Item 10 of the ICAO
flight plan form, regardless of the RVSM approval status of the aircraft concerned. Operators of formation flights of State aircraft
intending to operate within the EUR RVSM airspace as general air traffic (GAT) shall include STS/NONRVSM in Item 18 of the
ICAO flight plan form (see ENR 1.10.5).
1.3.3.3.5 Non-RVSM approved non-STATE aircraft shall operate outside RVSM airspace.

Note 1: Operators of non-RVSM approved non-STATE aircraft intending to operate from a departure aerodrome outside the lateral
limits of RVSM airspace to a destination aerodrome within the lateral limits of RVSM airspace shall enter lateral limits of RVSM
airspace at a flight level below FL 290
Note 2: Operators of non-RVSM approved non-STATE aircraft intending to operate from a departure aerodrome to a destination
aerodrome, both of which are within the lateral limits of RVSM airspace, shall fly at a cruising level below FL 290.
Note 3: Operators of non-RVSM approved non-STATE aircraft intending to operate from a departure aerodrome within the lateral
limits of RVSM airspace to a destination aerodrome outside the lateral limits of RVSM airspace shall fly at a cruising level below FL
290 until leaving the lateral limits of RVSM airspace.
Note 4: Operators of non-RVSM approved non-STATE aircraft intending to operate from a departure aerodrome to a destination
aerodrome, both of which are outside the lateral limits of RVSM airspace, shall fly within the lateral limits of RVSM airspace at a
cruising level below FL 290 or above FL 410.

1.3.3.4 SUSPENSION OF RVSM AREA

1.3.3.4.1 An IFR flight operation in cruising flight in controlled airspace when RVSM is suspended shall be flown at a cruising
level, selected from the following list of cruising levels:

EVEN LEVELS FL 320, FL 340, FL 430, FL 470, etc.

ODD LEVELS FL 290, FL 370, FL 410, FL 450, etc.

1.3.4 Procedures for Area Navigation (RNAV) operations

1.3.4.1 EN-ROUTE OPERATIONS

1.3.4.1.1 Only aircraft approved for B-RNAV operations may plan for operations under IFR on the ATS routes of ATHINAI FIR/
HELLAS UIR.

1.3.4.1.2 Aircraft non equipped with RNAV but having a navigation accuracy meeting RNAV5 are also approved for operations
on ATS routes of ATHINAI FIR / HELLAS UIR.

1.3.4.2 AIRCRAFT EQUIPMENT

1.3.4.2.1 For as long as VHF omni directional radio range (VOR) facilities are available, the carriage of a single RNAV system
not meeting an average continuity of service of 99.99 per cent of flight time may be approved for B-RNAV operations within ATHINAI
FIR/ HELLAS UIR if the aircraft is also carrying VOR and DME equipment.

1.3.4.3 MEANS OF COMPLIANCE

1.3.4.3.1 Conformance to the navigation requirement shall be verified by the State of Registry or the State of Operator as
appropriate.

1.3.5 Rules applicable to change from IFR to VFR Flight

1.3.5.1 Change from IFR Flight to VFR Flight [SERA.5015(c)]
a) An aircraft electing to change the conduct of its flight from compliance with the instrument flight rules to compliance with the
visual flight rules shall notify the appropriate ATC unit specifically that the IFR flight plan is cancelled and communicate thereto the
changes to be made to its current flight plan.
b) When the aircraft operating under the instrument flight rules is flown in or encounters visual meteorological conditions it shall
not cancel its IFR flight unless it is anticipated, and intended, that the flight will be continued for a reasonable period of time in
uninterrupted visual meteorological conditions.
c) Change from instrument flight rules (IFR) flight to visual flight rules (VFR) flight is only acceptable when a message initiated by
the pilot-in-command containing the specific expression "CANCELLING MY IFR FLIGHT", together with the changes, if any, to be
made to the current flight plan, is received by an air traffic services unit. No invitation to change from IFR flight to VFR flight is to be
made either directly or by inference.

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1.3.5.2 No reply, other than the acknowledgment "IFR FLIGHT CANCELLED AT ... (time)", should normally be made by an
ATC unit.
1.3.5.2.1 EXCEPTION from the above paragraph:
- Aircraft wishing a change from IFR to VFR, shall wait for an approval from the appropriate ATC unit when this change affects an
adjacent control area.
1.3.5.3 When an ATS unit is in possession of information that instrument meteorological conditions are likely to be
encountered along the route of flight, a pilot changing from IFR flight to VFR flight should, if practicable, be so advised.
1.3.5.4 An ATC unit receiving notification of an aircraft’s intention to change from IFR to VFR flight shall:
a) inform the aircraft for the need of an approval, if applicable
b) request approval for the change from the ATC unit responsible for the aircraft affected, when applicable
c) as soon as practicable thereafter, so inform all ATS units to whom the IFR flight plan was addressed, except those units
through whose regions or areas the flight has already passed.

1.3.6 Rules applicable to IFR Flights within controlled airspace

1.3.6.1 IFR flights, when operated in controlled airspace, shall comply with the provisions of Section 8 of (EU) 923/2012 in
respect of:
a) ATC clearances
b) adherence to the flight plan
c) position reports
d) communication requirements
1.3.6.1.1 ATC CLEARANCES
1.3.6.1.1.1 Clearances issued by air traffic control units shall provide separation [SERA.8005(b)]:
a) between IFR flights in airspace Classes C, D and E;
b) between IFR flights and VFR flights in airspace Class C;
c) between IFR flights and special VFR flights;
d) between special VFR flights;
except that, when requested by the pilot of an aircraft and agreed by the pilot of the other aircraft for the cases listed 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 10 000 ft (3 050 m) during climb or descent, during day in visual meteorological conditions (see ENR 1.3.111.1.1).
1.3.6.1.2 POSITION REPORTS
1.3.6.1.2.1 A position report shall be made by all IFR flights to the appropriate ATC unit over the boundaries, entering and/or
leaving ATHINAI FIR / HELLAS UIR.
1.3.6.1.2.2 For controlled IFR flights, position reports shall be made as described below (SERA.8025):
a) A controlled IFR flight shall report to the appropriate ATC unit, as soon as possible, the time and level of passing each
designated compulsory reporting point, together with any other required information. Position reports shall similarly be made in
relation to additional points when requested by the appropriate ATC unit.
b) When a controlled IFR flight has been exempted from the requirement to report at compulsory reporting points, pilots shall,
resume voice position reporting when so instructed, or in all other cases described in ENR 1.6.4.5.4.1 when ATS surveillance
service has been terminated or radar identification is lost.
c) The format of position reports shall be in accordance with Appendix 5, Point A of (EU) 923/2012.
1.3.6.1.3 CRUISING LEVELS [SERA.5020 (b)]
1.3.6.1.3.1 An IFR flight operating in cruising flight in controlled airspace shall be flown at a cruising level, or, if authorised by the
ATC unit to employ cruise climb techniques, between two levels or above a level, selected from the table of cruising levels in
Appendix 3 of (EU) 923/2012 (see ENR 1.2.12.4), except that the correlation of levels to track prescribed therein shall not apply
whenever otherwise indicated in air traffic control clearances.
1.3.6.1.4 REQUIREMENTS FOR COMMUNICATIONS
1.3.6.1.4.1 A continuous two way air-ground voice communication is required for all controlled IFR flights within ATHINAI FIR /
HELLAS UIR.
1.3.6.1.4.2 For area control service
1.3.6.1.4.2.1 Air-ground communication facilities shall enable two-way communications to take place between a providing area
control service and appropriately equipped aircraft flying anywhere within the control area(s).
1.3.6.1.4.2.2 Whenever practicable, air-ground communication facilities for area control service should permit direct, rapid,
continuous and static-free two-way communications.
1.3.6.1.4.3 For approach control service
1.3.6.1.4.3.1 Air-ground communication facilities shall enable direct, rapid, continuous and static-free two-way communications to
take place between the unit providing approach control service and appropriately equipped aircraft under its control.Where the unit.

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1.3.6.1.4.3.2 providing approach control service functions as a separate unit, air-ground communications shall be conducted over
communication channels provided for its exclusive use.
1.3.6.1.4.4 For aerodrome control service
1.3.6.1.4.4.1 Air-ground communication facilities shall enable direct, rapid, continuous and static-free two-way communications to
take place between an aerodrome control tower and appropriately equipped aircraft operating at any distance within 45 KM (25
NM) of the aerodrome concerned.
1.3.6.1.4.5 Mandatory carriage of 8.33 kHz channel spacing capable radio equipment (see also GEN 1.5).
1.3.6.1.4.5.1 All aircraft shall be equipped with 8.33 kHz channel spacing capable radio equipment.
1.3.6.1.4.5.2 Non-8.33 kHz equipped State aircraft, including those Sate aircraft operating Medical flights and flights on Search
and Rescue missions will be handled in ATHINAI FIR / HELLAS UIR provided that they are UHF equipped.

Note: For relevant 8.33 kHz flight planning requirements see ENR 1.10.5.1.3

1.3.7 Carriage and operation of ACAS II

1.3.7.1 ACAS II V 7.1 shall be carried and operated in the EUR Region by all aircraft that meet the following criteria:

a) All civil fixed-wing turbine-engine aircraft having a maximum take-off mass exceeding 5700 kg or a maximum approved
passenger seating configuration of more than 19.
b) by way of derogation from par.2, article 5 (EU Reg.1332/2011) in the case of aircraft with individual C.o.A issued before
March 2012, the provisions of article 3 and 4 shall apply as of 1 December 2015.

1.3.7.2 ACAS resolution advisory (RA) (SERA 11014)

1.3.7.2.1 ACAS II shall be used during flight, except as provided in the minimum equipment list specified in Commission
Regulation (EU) No 965/2012 in a mode that enables RA indications to be produced for the flight crew when undue proximity to
another aircraft is detected. This shall not apply if inhibition of RA indication mode (using traffic advisory (TA) indication only or
equivalent) is called for by an abnormal procedure or due to performance-limiting conditions.

1.3.7.2.2 In the event of an ACAS RA, pilots shall:

a) respond immediately by following the RA, as indicated, unless doing so would jeopardise the safety of the aircraft;
b) follow the RA even if there is a conflict between the RA and an ATC instruction to manoeuvre;
c) not manoeuvre in the opposite sense to an RA;
d) as soon as possible, as permitted by flight crew workload, notify the appropriate ATC unit of any RA which requires a deviation
from the current ATC instruction or clearance;
e) promptly comply with any modified RAs;
f) limit the alterations of the flight path to the minimum extent necessary to comply with the RAs;
g) promptly return to the terms of the ATC instruction or clearance when the conflict is resolved; and
h) notify ATC when returning to the current clearance

1.3.7.2.3 When a pilot reports an ACAS RA, the controller shall not attempt to modify the aircraft flight path until the pilot reports
"CLEAR OF CONFLICT˝.

1.3.7.2.4 Once an aircraft departs from its ATC clearance or instruction in compliance with an RA, or a pilot reports an RA, the
controller ceases to be responsible for providing separation between that aircraft and any other aircraft affected as a direct
consequence of the manoeuvre induced by the RA. The controller shall resume responsibility for providing separation to all the
affected aircraft when:

a) the controller acknowledges a report from the flight crew that the aircraft has resumed the current clearance; or
b) the controller acknowledges a report from the flight crew that the aircraft is resuming the current clearance and issues an
alternative clearance which is acknowledged by the flight crew.

1.3.7.2.5 Nothing shall relieve the pilot-in-command of an aircraft from the responsibility of taking such action, including
collision avoidance manoeuvres based on resolution advisories provided by ACAS equipment, as will best avert collision
(SERA.3201).
1.3.8 Separation methods and minima

1.3.8.1 Except for cases when a reduction in separation minima in the vicinity of aerodromes can be applied, separation by an
air traffic control unit shall be obtained by at least one of the following [SERA.8005(c)]:

a) vertical separation, obtained by assigning different levels selected from the table of cruising levels in Appendix 3 of (EU)
923/2012 (see ENR 1.2.12.4), except that the correlation of levels to track as prescribed therein shall not apply whenever
otherwiseindicated in air traffic control clearances. The vertical separation minimum shall be a nominal 1000 ft (300 m)
up to and including FL 410 and a nominal 2000 ft (600 m) above this level;
b) horizontal separation, obtained by providing:

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i) longitudinal separation, by maintaining an interval between aircraft operating along the same, converging or reciprocal tracks,
expressed in time or distance; or
ii) lateral separation, by maintaining aircraft on different routes or in different geographical areas.
1.3.8.1.1 Non-radar separation methods and minima are described in Chapters 5, 6, and 7 of PANS-ATM (Doc 4444).
1.3.8.1.2 Radar separation methods and minima are described in paragraph 8.7.3, Chapter 8 of PANS-ATM (Doc 4444) and
the implementation details are published in ENR 1.6.4.6 and ENR 1.6.15.3
1.3.8.2 Application of wake turbulence separation
1.3.8.2.1 Wake turbulence separation minima are applied to aircraft in the approach and departure phases of flight under the
following circumstances (SERA.8012):
a) an aircraft is operating directly behind another aircraft at the same altitude or less than 1000 ft (300 m) below it; or
b) both aircraft are using the same runway or parallel runways separated by less than 760 m (2500 ft); or
c) an aircraft is crossing behind another aircraft at the same altitude or less than 1000 ft (300 m) below it.
1.3.8.2.2 Wake turbulence categories of aircraft
1.3.8.2.2.1 Wake turbulence separation minima are based on a grouping of aircraft types into the following four categories:
a) SUPER HEAVY (J) — the Airbus A380-800, Antonov 225 (Mriya) & Antonov 124 (Ruslan) aircraft with a maximum take-
off mass in the order of 560 000 kg;
b) HEAVY (H) — all aircraft types of 136 000 kg or more;
c) MEDIUM (M) — aircraft types less than 136 000 kg but more than 7 000 kg; and
d) LIGHT (L) — aircraft types of 7 000 kg or less.
1.3.8.2.3 Time-based wake turbulence longitudinal separation minima
1.3.8.2.3.1 The applied time-based wake turbulence longitudinal separation minima are described in Chapter 5, Section 5.8 of
PANS-ATM (Doc 4444). In addition, for A380-800, Antonov 225(Mriya) & Antonov 124(Ruslan) aircraft the applied time-based
wake turbulence separation minima are described below in ENR 1.3.8.2.3.2.
1.3.8.2.3.2 Departing aircraft
1.3.8.2.3.2.1 A minimum separation of 3 minutes is applied for a LIGHT or MEDIUM aircraft and 2 minutes for a HEAVY aircraft
taking off behind an A380-800, Antonov 225 (Mriya) & Antonov 124 (Ruslan) aircraft when the aircraft are using:
a) the same runway;
b) parallel runways separated by less than 760 m (2 500 ft);
c) crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at
the same altitude or less than 1 000 ft (300 m) below;
d) parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the
projected flight path of the first aircraft at the same altitude or less than 1 000 ft (300 m) below.
1.3.8.2.3.2.2 A separation minimum of 4 minutes is applied for a LIGHT or MEDIUM aircraft when taking off behind an A380-800
Antonov 225 (Mriya) & Antonov 124 (Ruslan) aircraft from:
a) an intermediate part of the same runway; or
b) an intermediate part of a parallel runway separated by less than 760 m (2 500 ft).
1.3.8.2.3.3 Displaced landing threshold
1.3.8.2.3.3.1 A separation minimum of 3 minutes is applied between a LIGHT or MEDIUM aircraft and an A380-800 Antonov 225
(Mriya) & Antonov 124 (Ruslan) aircraft when operating on a runway with a displaced landing threshold when:
a) a departing LIGHT or MEDIUM aircraft follows an A380-800 Antonov 225 (Mriya) & Antonov 124 (Ruslan) aircraft arrival;
or
b) an arriving LIGHT or MEDIUM aircraft follows an A380-800 Antonov 225 (Mriya) & Antonov 124 (Ruslan) aircraft
departure if the projected flight paths are expected to cross.
1.3.8.2.3.4 Opposite direction
1.3.8.2.3.4.1 A separation minimum of 3 minutes is applied between a LIGHT or MEDIUM aircraft and an A380-800 Antonov 225
(Mriya) & Antonov 124 (Ruslan) aircraft when the A380-800, Antonov 225 (Mriya) & Antonov 124 (Ruslan) aircraft is making a low
or missed approach and the LIGHT or MEDIUM aircraft is:
a) utilizing an opposite direction runway for take-off, or
b) landing on the same runway in the opposite direction, or on a parallel opposite-direction runway separated by less than
760 m (2 500 ft).
1.3.8.2.4 Distance-based wake turbulence separation minima
1.3.8.2.4.1 The applied distance-based wake turbulence radar separation minima are described in Chapter 8, Section 8.7,
PANS-ATM (Doc 4444). In addition, for A380-800, Antonov 225 (Mriya) & Antonov 124 (Ruslan) aircraft the following wake
turbulence radar separation minima are applied to aircraft in the approach and departure phases of flight.

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Aircraft category
Distance-based wake turbulence
separation minima
Preceding aircraft Succeeding aircraft

A380-800, Antonov 225 (Mriya) &

Antonov 124 (Ruslan) A380-800, Antonov 225
(Mriya) & Antonov 124 Not required (see Note)
(Ruslan)
HEAVY

HEAVY 6.0 NM

A380-800, Antonov 225 (Mriya) &

MEDIUM 7.0 NM
Antonov 124 (Ruslan)

LIGHT 8.0 NM

Note: When a wake turbulence restriction is not required then separation reverts to radar separation minima as applied by the
appropriate ATS unit.

1.3.8.3 Non-radar lateral separation criteria and minima

1.3.8.3.1 The means by which lateral separation may be applied are described in paragraph 5.4.1.2 of PANS-ATM (Doc 4444)
and include the following:
a) by reference to the same or different geographic locations;
b) by use of NDB, VOR or GNSS on intersecting tracks or ATS routes.
1.3.8.3.2 Lateral separation by use of the same VOR [par. 5.4.1.2.1.2 (a), Doc 4444] or NDB [par. 5.4.1.2.1.2 (b), Doc 4444] is
implemented as follows:
a) VOR: both aircraft are flying outbound the VOR and are established on radials diverging by at least 15 degrees and at
least one aircraft is at distance of 15 NM (28 km) or more than the facility;

b) NDB: both aircraft are flying outbound the NDB and are established on tracks from the NDB which are diverging by at
least 30 degrees and at least one aircraft is at distance of 15 NM (28 km) or more than the facility;

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c) GNSS/GNSS: each aircraft is confirmed to be established on a track with zero offset between two waypoints and at least
one aircraft is at a minimum distance from a common point as specified in the following Table; or
d) VOR/GNSS: each aircraft using VOR is established on to or from the VOR and the other aircraft using GNSS is
confirmed to be established on a track with zero offset between two waypoints and at least one aircraft is at a minimum distance
from a common point as specified in the following Table.

Aircraft 1: VOR or GNSS

Aircraft 2: GNSS
Angular difference between tracks FL010-FL190 FL200-FL600
measured at a common point Distance from a Distance from a
(degrees ) common point common point

15-135 16 NM 25 NM

The distances in the Table are expressed in slant ranges.

1.3.9 Separation using RNAV where RNP is specified

NIL

1.3.10 Longitudinal separation based distance using DME and/or GNSS

1.3.10.1 AIRCRAFT CLIMBING OR DESCENDING ON THE SAME TRACK

1.3.10.1.1 The longitudinal of 19 KM (10 NM) separation prescribed in PANS/ATM DOC. 4444 paragraph 5.4.2.3.4.1 is applied
only when the descending aircraft is leading or the climbing aircraft is following.

10 NM 10 NM

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When the climbing aircraft is leading or the descending aircraft is following a longitudinal separation of 37 KM (20 NM) is applied.

20 NM 20 NM

1.3.11 Clearances to fly maintaining own separation while in visual Meteorological Conditions

Note 1: As indicated in this Section, the provision of vertical or horizontal separation by an air traffic control unit is not applicable in
respect of any specified portion of a flight cleared subject to maintaining own separation and remaining in visual meteorological
conditions. It is for the flight so cleared to ensure, for the duration of the clearance, that not operated in such proximity to other flights
as to create a collision hazard.

Note 2: It is axiomatic that a VFR flight must remain in visual meteorological conditions at all the times. Accordingly, the
issuance of a clearance to a VFR flight to fly subject to maintaining own separation and remaining in visual meteorological
conditions has no other object than to signify that, for the duration of the clearance, separation from other aircraft by air traffic
control is not provided.
Note 3: The objectives of the air traffic control service as prescribed in Annex 11 do not include prevention of collision with terrain.
The procedures prescribed in this document do not relieve pilots of their responsibility to ensure that any clearances issued by air
traffic control units are safe in this respect.

1.3.11.1 When so requested by an aircraft and provided it is agreed by the pilot of the other aircraft, an ATC unit may clear a
controlled flight, including departing and arriving flights, operating in airspace Classes D and E in visual meteorological conditions
during day to fly subject to maintaining own separation to one other aircraft and remaining in visual meteorological conditions. When
a controlled flight is so cleared, the following shall apply:

a) the clearance shall be for a specified portion of the flight below 10 000 ft (3 050m), during climb or descent and subject to
further restrictions as and when prescribed on the basis of regional air navigation agreements; (SERA 8005)

b) if there is a possibility that flight under visual meteorological conditions may become impracticable, an IFR flight shall be
provided with alternative instructions to be complied with in the event that flight in visual meteorological conditions (VMC) cannot be
maintained for the term of the clearance;
c) the pilot of an IFR flight, on observing that conditions are deteriorating and considering that operation in VMC will become
impossible, shall inform ATC before entering instrument meteorological conditions (IMC) and shall proceed in accordance with the
alternative instructions given.

1.3.11.2 ESSENTIAL TRAFFIC INFORMATION

1.3.11.2.1 Essential traffic is that controlled traffic to which the provision of separation by ATC is applicable, but which, in relation
to a particular controlled flight is not, or will not be, separated from other controlled traffic by the appropriate separation minimum.

Note: Pursuant to Section 5.2, but subject to certain exceptions stated therein, ATC is required to provide separation between IFR
flights in airspace Classes A to E, and between IFR and VFR flights in Classes B and C. ATC is not required to provide separation
between VFR flights, except within airspace Class B. Therefore, IFR or VFR flights may constitute essential traffic to IFR traffic, and
IFR flights may constitute essential traffic to VFR traffic. However, a VFR flight would not constitute essential traffic to other VFR
flights except within Class B airspace.

1.3.11.2.2 Essential traffic information shall be given to controlled flights concerned whenever they constitute essential traffic to
each other.

Note: This information will inevitably relate to controlled flights cleared subject to maintaining own separation and remaining in
visual meteorological conditions and also whenever the intended separation minimum has been infringed.

1.3.12 Visual approaches

1.3.12.1 CONDITIONS OF APPLICATION (7030)

1.3.12.1.1 An instrument flight rules (IFR) aircraft may be cleared to execute a visual approach upon request of the pilot or if
initiated by the controller and accepted by the pilot.

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1.3.12.1.2 An IFR flight may be cleared to execute a visual approach provided the pilot can maintain visual reference to the
terrain and:
a) the reported ceiling is at or above the approved initial approach level for the aircraft so cleared; or
b) the pilot reports at the initial approach level or at any time during the instrument approach procedure that the meteorological
conditions are such that with reasonable assurance a visual approach and landing can be completed.

1.3.12.1.3 Controllers shall exercise caution in initiating a visual approach when there is reason to believe flight crew
concerned is not familiar with the aerodrome and its surrounding terrain.

1.3.12.1.4 Controllers should also take into consideration the prevailing traffic and meteorological conditions when initiating
visual approaches.

1.3.12.1.5 Separation shall be provided between an aircraft cleared to execute a visual approach and other arriving and
departing aircraft.

1.3.12.1.6 For successive visual approaches, separation shall be maintained by the controller until the pilot of a succeeding
aircraft reports having the preceding aircraft in sight. The aircraft shall then be instructed to follow and maintain own separation from
the preceding aircraft. When both aircraft are of a heavy wake turbulence category, or the preceding aircraft is of a heavier wake
turbulence category than the following, and the distance between the aircraft is less than the appropriate wake turbulence minimum,
the controller shall issue a caution of possible wake turbulence. The pilot-in-command of the aircraft concerned shall be responsible
for ensuring that the spacing from a preceding aircraft of a heavier wake turbulence category is acceptable. If it is determined that
additional spacing is required, the flight crew shall inform the ATC unit accordingly, stating their requirements.

1.3.12.1.7 The objectives of the air traffic control service as prescribed in Annex 11 do not include prevention of collision with
terrain. The procedures prescribed above do not relieve pilots of their responsibility to ensure that any clearances issued by air traffic
control units are safe in this respect.

1.3.12.1.8 Transfer of communications to the aerodrome controller should be effected at such a point or time that information
on essential local traffic, if applicable, and clearance to land or alternative instructions can be issued to the aircraft in a timely
manner.

1.3.12.2 PHRASEOLOGIES

1.3.12.2.1 In addition to the radiotelephony phraseologies in Chapter 12 of the PANS-ATM, the following phraseology shall be
used when issuing visual approach instructions/clearance:
a) ADVISE ABLE TO ACCEPT VISUAL APPROACH RUNWAY (number); and
in the case of successive visual approaches when the pilot of succeeding aircraft has reported having the preceding aircraft in sight:

b) CLEARED VISUAL APPROACH RUNWAY (number), MAINTAIN OWN SEPARATION FROM PRECEDING (aircraft type and
wake turbulence category as appropriate), (CAUTION WAKE TURBULENCE).

1.3.12.3 AERONAUTICAL CHART INFORMATION

1.3.12.3.1 Information essential for the conduct of visual approaches (e.g. significant obstacles, topographical and cultural
features), including any specific limitations as prescribed by the appropriate authority (e.g. designated airspace, recommended
tracks) shall be displayed on the visual approach chart and standard instrument arrival (STAR) chart, as appropriate.

1.3.13 Visual departures

1.3.13.1 CONDITIONS OF APPLICATION

1.3.13.1.1 A visual departure is a departure by an IFR flight when either part or all of an instrument departure procedure (e.g.
standard instrument departure (SID) is not completed and the departure is executed in visual reference to terrain. An IFR flight may
be cleared to execute a visual departure upon request of the pilot or if initiated by the controller and accepted by the pilot.

1.3.13.1.2 To execute a visual departure, the aircraft take-off performance characteristics shall allow them to make an early
turn after take-off. When implemented, visual departure shall be applied under the following conditions:
a) the meteorological conditions in the direction of take-off and the following climb-out shall not impair the procedure up to an
altitude to be established and published by an appropriate authority, e.g. minimum flight altitude (MFA) or minimum sector altitude
(MSA);
b) the procedure shall be applied during the daytime;
c) the pilot shall be responsible for maintaining obstacle clearance until the specified altitude. Further clearance (route, heading,
point) shall be specified by ATC; and
d) separation shall be provided between an aircraft cleared to execute a visual departure and other departing and arriving aircraft.

1.3.13.1.3 Prior to take-off, the pilot shall agree to execute a visual departure by providing a read-back of the ATC.

1.3.13.2 PHRASEOLOGIES
1.3.13.2.1 In addition to the radiotelephony phraseologies in Chapter 12 of the PAN-ATM, the following phraseologies shall
be used:

a) When requesting or issuing visual departure instruction/clearance:

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I) pilot initiative: REQUEST VISUAL DEPARTURE (DIRECT) TO/UNTIL (navaid, waypoint, altitude)
II) ATS initiative: ADVISE ABLE TO ACCEPT VISUAL DEPARTURE (DIRECT)TO/UNTIL (navaid, waypoint/altitude)
III) ATS instruction: VISUAL DEPARTURE RUNWAY (number) APPROVED, TURN LEFT/RIGHT (DIRECT) TO (navaid,
heading, waypoint) (MAINTAIN VISUAL REFERENCE UNTIL (altitude)
b) Prior to take-off, the pilot shall agree on executing a visual departure, i.e. read back of additional ATC clearance:
Pilot transmission: VISUAL DEPARTURE TO/UNTIL (navaid, waypoint/altitude).

1.3.13.3 AERONAUTICAL CHART INFORMATION

1.3.13.3.1 Information essential for the conduct of visual departure (e.g. significant obstacles, topographical and cultural
features), including any specific limitations as prescribed by the appropriate authority (e.g. designated airspace, recommended
tracks) shall be displayed on the visual approach chart and standard instrument departure (SID) chart, as appropriate.

1.3.14 Rules applicable to IFR flights outside controlled airspace

1.3.14.1 CRUISING LEVELS [SERA.5025(a)]
1.3.14.1.1 An IFR flight operating in level cruising flight outside of controlled airspace within ATHINAI FIR / HELLAS UIR
shall be flown at a cruising level appropriate to its track as specified in the table of cruising levels in Appendix 3 of (EU) 923/2012.
Note: Although an IFR flight operating in level cruising flight outside controlled airspace is to be flown at a cruising level
appropriate to its track, as specified in the table of cruising levels, this does not preclude the use of cruise climb techniques.
1.3.14.2 COMMUNICATIONS [SERA.5025(b)]
1.3.14.2.1 An IFR flight operating outside controlled airspace within ATHINAI FIR / HELLAS UIR shall maintain an air-
ground voice communication watch on the appropriate communication channel and establish two-way communication, as
necessary, with the air traffic services unit providing flight information service.
1.3.14.3 POSITION REPORTS [SERA.5025(c)]
1.3.14.3.1 An IFR flight operating outside controlled airspace within ATHINAI FIR / HELLAS UIR, subject to the above
mentioned communication requirements, shall report position to the appropriate air traffic services unit, as specified in ENR
1.3.6.1.2 for controlled flights.

1.3.15 Degraded aircraft performance (SERA.11013)

1.3.15.1 For details regarding degraded aircraft performance see ENR 1.1.1.7.

1.3.16 Free Route Airspace (FRA) – General Procedures

1.3.16.1 Area of application
1.3.16.1.1 Free Route Airspace is defined within the lateral limits of HELLAS UIR as published in AIP Greece ENR 2.1 .
Vertical limits : FL 305 up to FL660
1.3.16.2 Hours of application
1.3.16.2.1 Night FRA implementation: DAILY from 21:00 UTC until 04:00 UTC.
1.3.16.3 ATS Route network during Free Route operations
1.3.16.3.1 The ATS Route Network will remain fully available H24 as published in AIP Greece ENR 3.1, ENR 3.2 and ENR 3.3
1.3.16.4 Eligible flights
1.3.16.4.1 Eligible for FRA operations are all overflying, arriving, departing flights that plan at least a portion of their route
within the limits of HELLAS FRA (time, lateral and vertical)
1.3.16.5 Definitions
Free Route Airspace (FRA):
A specified airspace within which users may freely plan a route between a defined entry point and a defined exit point, with the
possibility to route via intermediate way points, without reference to the ATS route network, subject to airspace availability.
FRA Arrival Connecting Point (A):
A published Significant Point to which FRA operations are allowed for arriving traffic to specific aerodromes.

FRA Departure Connecting Point (D):

A published Significant Point from which FRA operations are allowed for departing traffic from specific aerodromes.

FRA Horizontal Entry Point (E):

A published Significant Point on the horizontal boundary of the Free Route Airspace from which FRA operations are allowed.

FRA Horizontal Exit Point (X):

A published Significant Point on the horizontal boundary of the Free Route Airspace to which FRA operations are allowed. FRA

Intermediate Point (I):

A published Significant Point or unpublished point, defined by geographical coordinates or by bearing and distance via which FRA
operations are allowed

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1.3.16.6 Flight Procedures

1.3.16.6.1 General
1.3.16.6.1.1 Within HELLAS FRA eligible flights may plan DCT through the use of a defined Entry point and a defined Exit
point, with the possibility to route via Intermediate way points or en-route radio navigation aids (one or more), published in AIP
GREECE (ENR 4.1, ENR 4.4), subject to airspace availability.
1.3.16.6.1.2 Segments between HELLAS FRA horizontal, Intermediate and Exit points will be indicated by DCT in ITEM 15.
Route of the flight plan in accordance with ICAO Doc 4444
1.3.16.6.1.3 There is no restriction on the DCT segment length.
Entry/Exit to/from HELLAS UIR shall be planned by using published entry/exit points only (see ENR.4.4).
1.3.16.6.1.4 The use of unpublished point, defined by geographical coordinates or by bearing and distance is not allowed.
1.3.16.6.1.5 Planning of DCT segments closer than 5NM to FRA border is not allowed.
1.3.16.6.1.6 Flights flying below min FRA limit, intending to enter vertically FRA (departures included) should be kept joined to
fixed network up to the first convenient published FRA Intermediate point where climb to higher than min FRA limit is planned and
then DCT to a FRA Exit Point. This FRA Intermediate Point should be appropriately chosen to meet preferred by user, climb profile.
1.3.16.6.1.7 Flights intending to leave vertically FRA (arrivals included), from FRA Entry point DCT to a published FRA
Intermediate Point in order to join ATS route network and then descend to lower than min FRA limit. This FRA Intermediate Point
should be appropriately chosen to meet preferred by user, descent profile
1.3.16.6.2 Flight Level Orientation System.
1.3.16.6.2.1 The cruising levels ODD / EVEN within FRA airspace must be selected in accordance with the table in ENR 1.7
and the ATS route network.
1.3.16.6.3 Airspace Restrictions and airspace reservations.
1.3.16.6.3.1 All airspace utilization rules and availability as published in the RAD must be adhered to.
Flights may plan through AMC manageable restricted airspaces according to airspace use plan/updated use plan (e AUP/e UUP);
subject rules are specified in RAD Appendix 7.
In case of ad-hoc activations of restricted airspaces, and where crossing is not possible, airspace users shall expect a tactical re-
routing/vectoring by ATC.
1.3.16.7 Cross Border is not allowed within HELLAS FRA.
1.3.16.8 Route Availability Document (RAD).
1.3.16.8.1 For specifications, availability and restrictions regarding FRA see European RAD:
https://www.nm.eurocontrol.int/RAD/index.html.

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