ENR 1.8  Regional supplementary procedures (Doc 7030)

1   General

Regional Supplementary Procedures are applied in accordance with ICAO Doc 7030/5 Regional Supplementary Procedures. In addition some procedures are defined by Regulation 923/2012/EU as amended by Regulation 2016/1185/EU (SERA).

2   8.33 KHZ channel spacing

Aircraft operating within LJUBLJANA FIR are required to be equipped with aircraft radio equipment that has the 8.33 kHz channel spacing capability.
Exemptions from mandatory radio equipment that allows 8.33 kHz channel spacing are:
Note: AoR of Slovenian ATS provider is shown on ENR 6.7-1 ATC Sectors - Index Chart

3   EUR RVSM

The airspace within the LJUBLJANA FIR between FL 290 and FL 410 inclusive, as described in ENR 2.1, is EUR RVSM airspace.
Within this airspace, the vertical separation minimum shall be:
  1. 300 meters (1000 feet) between RVSM approved aircraft
  2. 600 meters (2000 feet) between:
    1. non-RVSM approved State aircraft and any other aircraft operating within the EUR RVSM airspace
    2. formation flights of State aircraft and any other aircraft operating within the EUR RVSM airspace
    3. an aircraft experiencing a communications failure in flight and any other aircraft, when both aircraft are operating within the EUR RVSM airspace

4   Airborne collision avoidance systems (ACAS/TCAS)

4.1   Procedures for pilots – SERA.11014 (a, b)
  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.
  2. In the event of an ACAS RA, pilots shall:
    1. respond immediately by following the RA, as indicated, unless doing so would jeopardise the safety of the aircraft;
    2. follow the RA even if there is a conflict between the RA and an ATC instruction to manoeuvre;
    3. not manoeuvre in the opposite sense to an RA;
    4. 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;
    5. promptly comply with any modified RAs;
    6. limit the alterations of the flight path to the minimum extent necessary to comply with the RAs;
    7. promptly return to the terms of the ATC instruction or clearance when the conflict is resolved; and
    8. notify ATC when returning to the current clearance.
4.2   Procedures for ATS – SERA.11014 (c, d)
  1. 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”.
  2. 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:
    1. the controller acknowledges a report from the flight crew that the aircraft has resumed the current clearance; or
    2. 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.

5   Action in the event of air-ground communication failure

5.1  As soon as it is known that two-way communication has failed, ATC shall maintain separation between the aircraft having the communication failure and other aircraft based on the assumption that the aircraft will operate in accordance with 5.2 or 5.3.
5.2   Visual meteorological conditions (VMC)
5.2.1  Except as provided for in 5.3.1, a controlled flight experiencing communication failure in VMC shall:
  1. set transponder to Code 7600
  2. continue to fly in VMC
  3. land at nearest suitable aerodrome
  4. report its arrival time by the most expeditious means to the appropriate ATS unit
5.3   Instrument meteorological conditions (IMC)
5.3.1  A controlled IFR flight experiencing communication failure in IMC, or where it does not appear feasible to continue in accordance with 5.2 shall:
  1. set transponder to Code 7600
  2. maintain for a period of 7 minutes the last assigned speed and level or the minimum flight altitude, if the minimum flight altitude is higher than the last assigned level. The period of 7 minutes commences:
    1. if operating on a route without compulsory reporting points or if instructions have been received to omit position reports:
      1. at the time the last assigned level or minimum flight altitude is reached, or
      2. at the time the transponder is set to code 7600,
        whichever is later; or
    2. if operating on a route with compulsory reporting points and no instruction to omit position reports has been received:
      1. at the time the last assigned level or minimum flight altitude is reached, or
      2. at the previously reported pilot estimate for the compulsory reporting point, or
      3. at the time of a failed report of position over a compulsory reporting point,
        whichever is later;
      Note: The period of 7 minutes is to allow the necessary air traffic control and coordination measures.
  3. thereafter, adjust level and speed in accordance with the flight plan;
    Note: With regard to changes to levels and speed, the filed flight plan, which is the flight plan as filed with an ATS unit by the pilot or designated representative without any subsequent changes, will be used.
  4. if being radar vectored or proceeding offset according to RNAV without a specified limit, proceed in the most direct manner possible to rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude;
    Note: With regard to the route to be flown or the time to begin descent to the arrival aerodrome, the current flight plan, which is the flight plan, including changes, if any, brought about by subsequent clearances, will be used.
  5. proceed according to the current flight plan route to the appropriate designated navigation aid serving the destination aerodrome and, when required to ensure compliance with 5.3.1 f), hold over this aid until commencement of descent;
  6. commence descent from the navigation aid specified in 5.3.1 e) at, or as close as possible to, the expected approach time last received and acknowledged or, if no expected approach time has been received and acknowledged, at, or close as possible to, the estimated time of arrival resulting from the current flight plan;
  7. complete a normal instrument approach procedure as specified fro the designated navigation aid; and
  8. land, if possible, within thirty (30) minutes after the estimated time of arrival specified in 5.3.1 f) or the last acknowledged expected approach time, whichever is later.
Note: Pilots are reminded that the aircraft may not be in an area of secondary surveillance radar coverage.