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Online Training available at:
eLearning.FlightSafety.com
INTERNATIONAL PROCEDURES: EUROPE

CLIENT GUIDE
REVISION 0.0
FlightSafety International, Inc.
Specialty & Enrichment Training
[email protected]
eLearning.FlightSafety.com
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Publication history:
Original. . . . . . . . . . . . . . . . . . . . . . . May 2018
Copyright 2018 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
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Acronyms
Used in Europe
1/2
A ADP
ADS-B
ATFCM Daily Plan
Automatic Dependent Surveillance – Broadcast
ADS-C Automatic Dependent Surveillance – Contract
AFTN Aeronautical Fixed Telecommunications Network
APIS Advanced Passenger Information System
ATFCM Air Traffic Flow and Capacity Management
ATM Air Traffic Management
B B-RNAV Basic Area Navigation
C CASA
CDR
Computer Assisted Slot Allocation
Conditional Route
CNS Communication, Navigation, Surveillance
CORSIA Carbon Offsetting and Reduction Scheme for International Aviation (ICAO)
CPDLC Controller Pilot Data Link Communication
E EASA
EAUP
European Aviation Safety Agency
European Airspace Use Plan
EGNOS European Geostationary Navigation Overlay Service
EU ETS European Emissions Trading Scheme
EUUP European Updated Airspace Use Plan
F FAB
FANS
Functional Airspace Block
Future Air Navigation Systems
FMP Flow Management Position
FRA Free Route Airspace
G GBAS Ground Based Augmentation System
Rev 0.0 Copyright 2018 FlightSafety International, Inc. 3

Unauthorized reproduction or distribution is prohibited
Acronyms
Used in Europe
2/2
H HOT Hold Over Time
I IFPS Initial Flight Plan Processing System
M MAA
MEA
Maximum Authorized Altitude
Minimum Enroute Altitude
MORA Minimum Off Route Altitude
N NADP
NMOC
Noise Abatement Departure Procedure
Network Manager Operations Center
P P-RNAV Precision Area Navigation
R RAD
REA
Route Availability Document
Ready Message
RFI Ready For Improvement
RIP Ramp Inspection Program
S SACA
SAFA
Safety Assessment of Community Aircraft
Safety Assessment of Foreign Aircraft
SAO Special Areas of Operation
SBAS Space Based Augmentation System
SDCM System for Differential Corrections and Monitoring
SIP Slot Improvement Proposal
SUA Special Use Airspace
SWM SIP Wanted Message
V VAAC
VDL
Volcanic Ash Advisory Center
VHF Data Link

Why do you need to know
International Procedures in Europe?
Although the International Civil Aviation Organization, or ICAO, together with national
aviation authorities are continuously striving to standardize aviation rules and
regulations, some differences still remain.
As a crewmember—and especially if you’re the pilot-in-

command—you’re responsible for adhering to the regional,
country, and airspace rules and regulations that pertain to
your flight.
Europe is home to 50 internationally recognized states, 6

states with limited international recognition and 6
dependent territories.
REGIONAL REFERENCE GUIDE
Please refer to our Regional

Reference Guide for a complete
list of all countries, states and
territories covered in this course,
along with other information,
available in FlightBag through
the FlightBag app.

FLIGHT
PLANNING
Required
Paperwork
EARLY IN THE PLANNING PROCESS LATER IN THE PLANNING PROCESS

• Tech stop locations • Determining fuel requirements at each airport
• Overflight and landing permit requirements • Arrange ground transportation
• Passport and Visa requirements • Crew Master List
• Preliminary Itinerary approval • ICAO Flight Plan
PASSPORT RECOMMENDATION
It is always recommended to have at least six months’
validity remaining on your passport after your planned
return home from an international trip.
In some European countries, it is required to have

six months’ validity after the planned departure from
their country.

CUSTOMS
Several regional groups within Europe have agreements Always review specific visa requirements for every country
among member-states that allow travel without border where you intend to operate. Our Regional Reference Guide
crossing checks once you clear customs in one country. offers information on specific country passport and visa
These groups are Schengen Area Countries and Nordic requirements, and is available in FlightBag through the
Passport Union Countries. FlightBag app.
Remember that not all European countries

Note! are EU members and don’t all have the
same customs requirements!
APIS — ADVANCE PASSENGER

INFORMATION SYSTEMS
• Requires that specific information regarding the arriving • Information is normally called into the appropriate agency
aircraft’s occupants be filed to the host nation. or may be emailed or filed electronically using eAPIS.
• Is meant to assist in border control functions and • Requirements are country-dependent.

security, as well as other administrative requirements.
Check with your destination countries to determine

what, if any, requirements they have.

SECURITY
A normal part of planning any international trip is to check whether to expect any security
issues. Within Europe, there are some things to consider in this regard.
CONCERNS PRECAUTIONS
• Check for security issues when • Stay up-to-date on what’s going on. • Pay attention to news reports.
planning travel. • Reconsider countries where there is • Check with airport security.
• Practice situation awareness civil unrest or conflict. • Practice caution when using
and remain alert to what’s going • Check with airport to determine risk devices.
on around you at all times. factors for aircraft.
HEALTH CONCERNS &

IMMUNIZATION REQUIREMENTS
• Review the medical capabilities for the countries you
intend to visit.
• Most countries will expect payment for medical

procedures once the treatment is complete; in some
countries, only cash payment is accepted.
• Some European countries require travelers to show

proof of health insurance before allowing entry.
• Travel insurance is always recommended.
• Visit WHO at www.who.int/ith/en/ or other official

websites to determine what immunizations may be
required, or consult your local travel clinic for up-to-
date requirements and advisories.
• Recommended to keep current with all immunizations.

SOURCE DOCUMENTS
Documents that can be used in planning
international trips include:
NOTE!
• ICAO Document 7030 Regional
Supplementary Procedures
While this list gives you a
• Navigational standards for Europe sample of the resources
available to you, it is by
Sources of information include:
no means exhaustive.
• ICAO European and North Atlantic Office
www.icao.int/eurnat/Pages/welcome.aspx Always conduct as much
research as possible
• EUROCONTROL
when planning a trip
www.eurocontrol.int/
anywhere in the world.
• EASA
www.easa.europa.eu/
INTERNATIONAL FLIGHT DOCUMENTS

When flying internationally, be sure to carry current and Other documents that might be required by specific
official copies of the following required aircraft countries include:
documentation:
• Radio station and operator’s license
• Airworthiness certificate • OpSpecs or LoA for SAO or SUA
• Aircraft registration • Valid noise certification-level document
• Master or Minimum Equipment List (MEL), • Extra copies of overflight and landing permits*
if you’re operating under this provision (recommended)
• Journey log or master document • Advance notification of arrival (ex. int’l flight plan)
• Operator-specific passenger or cargo manifest
*Note: Charter flights are considered to be commercial
containing the full names of passengers*
operations and thus normally require a landing permit.
• Places of embarkation and destination for each
passenger*
* Note: this is separate from an APIS.
AERONAUTICAL INFORMATION
PUBLICATIONS (AIPs)
While most European countries are ICAO-member states, not all are fully
compliant with ICAO Standards and Recommended Practices so there may be
differences in practices, rules and regulations. AIPs contain local regulations
and procedures issued by that country’s aviation authority, and are a good
place to find out what, if any, differences there are from ICAO standards.
AIPs are accessible by contacting the country’s national aviation authority.

METEOROLOGY
European Climates
Europe is characterized by a wide variety of climatic zones
ranging from arctic regions to the north, a mild Mediterranean
climate to the south, a maritime climate to the west, and a
continental climate to the east.
Oceanic | Low ceilings and fog

Mediterranean | Stormy winters but clear summers
Humid Subtropical | Low ceilings and fog
Humid Continental | Snow/ice in winter; occasional summer storms
Subarctic | Extremely cold winters; clear summers
Tundra | Strong winds/cool temps; very humid coast
Ice Cap | Permafrost; hostile environment
OCEANIC
MEDITERRANEAN
HUMID
SUBTROPICAL
HUMID
CONTINENTAL
SUBARCTIC
TUNDRA
ICE CAP

Cold Weather Operations
For anyone who regularly flies in cold winter environments,
the procedures for the European region will be very familiar..
However, for pilots from countries where cold weather is not an issue,
such as the tropics, understanding the potential risks of cold weather
operations becomes critical.
CLEAN AIRCRAFT CONCEPT

Temperature changes affect density altitude, so as
temperatures get colder, altimeters tend to start reading
higher than where the aircraft really is.
Be aware that some countries in Europe will make the cold

temperature correction before they assign an altitude.
Pilots can check the Aerodromes section of the AIPs to

determine if a country or airport will add cold temperature
corrections. When in doubt, ask the controller if the
correction has been applied.
HOT CHARTS
When aircraft require deicing during cold weather
operations, pilots must ensure they’re familiar with
procedures and holdover time charts, or HOT charts.
Remember that holdover times start at the beginning of
FOR ILLUSTRATIVE PURPOSES ONLY. the deicing procedure, not when deicing is complete.
Please consult latest HOT charts available Holdover time charts are normally published each year
from your Aviation Authorities.
based on manufacturers’ deicing fluid compounds,
however individual countries may publish their own charts.

RUNWAY CONDITIONS
BRAKING ACTION Pilots must be aware of how a contaminated runway will affect the
performance capability of their aircraft, both on departure and on landing.
Refer to your flight manual for adjusted performance information.
Different countries use different terminology to describe contamination

levels, and use different methods to describe braking action capabilities
on the runway surface. Make sure you’re familiar with what to expect
for the countries where you’ll be operating.
Snowtam decode Page 1 of 3
BRAKING ACTION REPORTS In addition, pilots must be aware of the different types of braking action
reports that may be used.
BACK TO THE METAR/TAF PAGE BACK TO THE NOTAM PAGE
Europe will generally use either a standard braking action report of:
What is a SNOWTAM, and what does all the codes mean? Below is a short
explanation - click on the element you wish to know more about.
GOOD A SNOWTAM is a message describing the conditions of the runways, taxiways and
apron at an aerodrome. During the winter season a SNOWTAM will be issued each
A runway friction report
day in the morning, before flying starts. A SNOWTAM is valid for 24 hours, but there
MEDIUM
OR
are rules stating that a new SNOWTAM shall be issued sooner if significant changes
occur. using µ values for each
POOR third consist
The SNOWTAM of theof runway.
different fields, each with its own letter, and the
information is almost entirely given in code. Below are two examples of SNOWTAM
NIL with the most used fields filled in.
Each aerodrome has its own SNOWTAM series, and they are numbered consecutively
for the whole season, starting with 0001.
The SNOWTAM itself contains mostly codes, below are examples of SNOWTAM for
aerodromes with one and two runways. If you click on each element, your browser
will take you to a text with further explanations.
Single runway:
Information on runway conditions can be SWEN0393 ENHF 04200155

Note! found in SNOWTAMs issued by airports.
(SNOWTAM 0393 A) ENHF B) 04200243 C) 05 F) 48/7/47 G) 02/XX/03
H) 60/58/53 GRT N) 47 R) 47 T) RWY SANDED)
Two runways:
SWEN0497 ENGM 04200155

(SNOWTAM 0497 A) ENGM B) 04200155
C) 01L F) NIL/NIL/NIL G) XX/XX/XX H) 5/5/5 N) NIL
C) 01R F) NIL/NIL/NIL G) XX/XX/XX H) 5/5/5 N) NIL R) NIL)
SWEN is an international code for SNOWTAM originated in Norway, and the number
indicates how many SNOWTAM has been issued for the aerodrome shown in the
following field.
ENHF/ENGM is the ICAO 4-letter location indicator for the aerodrome.
04200155 is the day-time group for when the SNOWTAM was issued. The format is
month-day-hour-minute UTC.
05/01L/01R is which runway the SNOWTAM is for. A SNOWTAM will always tell you
the condtions of a runway seen from the end with the lower designator, for example
COLD TEMPERATURE CORRECTIONS if the runway orientation is 03/21, then the conditions for RWY 03 will be in the
SNOWTAM.
REMEMBER THE PHRASE:
Temperature changes affect density altitude, so as This field show runway contamination (any deposits on the runway). The runway is
divided into three equal parts, and the SNOWTAM will give the values for each third
temperatures get colder, altimeters tend to start reading divided by a slash (/). The following codes are used to describe the type of
contamination:
higher than where the aircraft really is. TEMPERATURE HIGH TO LOW— LOOK OUT BELOW!
NIL: Clear and dry
Be aware that some countries in Europe will make the cold

temperature correction before they assign an altitude. http://www.flyingineurope.be/snowtam_decode.htm 12/22/2017
Pilots can check the Aerodromes section of the AIPs to

determine if a country or airport will add cold temperature REMEMBER!
corrections. When in doubt, ask the controller if the
correction has been applied. ! Ensure the proper corrections are made
in order to fly at the correct altitudes.

Warm Weather
Operations
CONVECTIVE WEATHER DUST STORMS

As with any region in the world, when the temperatures Dust storms can occur in some of the drier areas of
start to rise, so do the chances of having convective Europe, such as parts of Spain, Greece and Turkey.
weather. As a general rule, convective activity and These storms can cause a significant reduction in
thunderstorms tend to flatten out or top out at the visibility and damage aircraft, especially engines, so it’s
tropopause. important to avoid flying through them.
When parked on the ramp, ensure engine covers and

other protective devices are installed on the aircraft.
DENSITY ALTITUDE & AIRCRAFT

PERFORMANCE
Density altitude is the altitude relative to the standard
atmospheric conditions, or International Standard
Atmosphere (ISA). Changes in temperature,
atmospheric pressure and, to a certain degree,
humidity, will affect density altitude.
Tropopause height will vary depending on the latitude;
Higher temperatures will reduce density altitude and
being lower near the polar areas, and higher at the equator.
thus reduce performance capability of the aircraft.
With that in mind, convective activity in the northern
Engines will not produce as much thrust on a high
latitudes tends to be lower in altitude, however based on
temperature day as they would on an ISA Standard day.
the instability of the atmosphere, they can be be just as
severe as a higher top storm in a lower latitude.
As temperature increases, air desity decreases,
and density altitude increases
AIR DENSITY
TEMPERATURE
DENSITY ALTITUDE
ISA ISA
Thunderstorms tend to be severe and should be avoided

by at least the minimum recommended distance of 20 NM,
so it’s better to deviate further than you may think is
necessary just to be on the safe side.
As temperature decreases, air density increases,
and density altitude decreases

Aviation
Weather Resources
Knowing where to find weather forecasts and conditions is one of the most important parts of
planning a trip to any region in the world. There are several websites available for obtaining
METARs and TAFs and other weather information for Europe, including:
www.flyingineurope.be/aviation_weather_maps.htm
www.meteocentrale.ch/en/weather/weather-for-professionals/aviation-weather/
europe.html
aviationweather.gov/iffdp/sgwx
sites.google.com/site/acnetworkweather/home/europe
In addition, pilots are always encouraged to give PIREPs whenever they experience unexpected
or challenging weather conditions so that information can be passed along to fellow aviators.
Other
Natural Phenomena
VOLCANOES EARTHQUAKES
Several countries in Europe have active volcanoes, Areas that are most prone to earthquakes are in southern
including Italy and Iceland, which make up over half of and eastern areas including Italy, Greece and Turkey.
Europe’s active volcanoes. It is a good idea to check news agencies for any seismic
NOTAMs will be issued immediately if eruptions are activity where you’re planning a trip.
expected to impact flight.

COMMUNICATION, NAVIGATION AND
SURVEILLANCE (CNS) & AIR TRAFFIC
MANAGEMENT (ATM)
REMEMBER!
Communication
! When in doubt, call back ATC and
clarify the instructions.
EUROPEAN STANDARDS VHF REQUIREMENTS

Ensuring good communications between pilots and air Two 8.33 kHz-capable radios are required in order to
traffic control is an important element of aviation safety, operate in all European airspace.
and as you know, English proficiency is required for all
To distinguish between 8.33 kHz-frequencies and standard
international operators and controllers. It’s important to
25 kHz-frequencies, ATC and pilots should use the term
note, however, that while operating in Europe English may
“channel” when referring to an 8.33 kHz-frequency, and
not be the only language spoken on the radios.
the term “frequency” when referring to a standard 25 kHz-
In fact, it’s quite likely that you’ll communicate with people frequency.
whose mother tongue is not English. Not only can listening
to different accents be difficult, but being understood can
be equally difficult. When in doubt about a clearance, call CPDLC REQUIREMENTS
back and clarify the instructions. The European Commission Regulation No 29/2009 outlines
the requirements for the implementation of data link
services for the single European sky program that mandates
STANDARD PHRASEOLOGY & DIFFERENCES
having CPDLC systems onboard the aircraft. This service
Use of standard phraseology when talking on the radio is is achieved via a VHF data link—or VDL—system.
critical to safe flight operations. However, use of standard
While many newer aircraft may already have FANS 1/A
phraseology is not always practiced as it should be.
equipment, crews must ensure their equipment is
When operating in the United Kingdom, you should be compatible with European systems, which consist mostly
aware of a slight variation in standard phraseology. of the Link 2000 system.

Navigation
EUROPEAN STANDARDS
As ICAO was developing Performance-based Navigation Precision Area Navigation (P-RNAV). Basic Area Navigation
standards (RNAV 1 and RNAV 5), Europe pushed forward is the standard for enroute operations above FL 95, while
with new enroute and terminal standards with the Precision Area Navigation is the standard for the terminal
implementation of Basic Area Navigation (B-RNAV) and environment.
Below are comparison charts of the ICAO and European area navigation equivalents.
B-RNAV COMPARED TO ICAO RNAV 5

ICAO
REQUIREMENTS B-RNAV
RNAV 5
Lateral deviation tolerance 5 NM 5 NM
LRNS capable of holding minimum 4 waypoints.  

VOR/DME  
DME/DME  
LRNS updated by
one or more of:
GNSS  
INS/IRS  
LORAN-C  
P-RNAV COMPARED TO ICAO RNAV 1

ICAO
REQUIREMENTS P-RNAV
RNAV 1
Lateral deviation tolerance 1 NM 1 NM
Capability mandatory at most airports  

Capability mandatory at Schiphol Amsterdam  
DME/DME  
LRNS updated by
GNSS  
one or more of:
DME/DME/IRU  
VOR/DME  

NOTE!
Many airports in Europe utilize P-RNAV or

RNAV 1 arrivals and departures; in fact,
Amsterdam’s Schiphol Airport requires RNAV
1 capability for all IFR flights within their
terminal maneuvering area (TMA).
Most airspace within Europe also require

aircraft have either B-RNAV or RNAV 5
approval for enroute navigation.
Reproduced with permission of

Jeppesen Sanderson, Inc.
NOT FOR NAVIGATIONAL USE
© Jeppesen Sanderson, Inc. 2018.
Reduced & cropped for illustrative purposes only.
GRID MINIMUM OFF-ROUTE ALTITUDE: MORA

Many people think of these as being a minimum safe altitude, which is not a
bad way of thinking about them. Officially, they’re referred to as Grid MORAs,
or minimum off-route altitudes and indicate a safe altitude to guarantee a
specified vertical clearance (in feet) above any obstacle within that grid area.
Grid MORAs appear as numbers such as 41 or 37, 140, 138 (see chart on right).
For altitudes:
BELOW 5000 FEET: Grid MORAs will give you a

A 1000-foot clearance and are green.
FROM 5000 TO 10,000 FEET: Grid MORAs will give you

B a 2000-foot clearance and are green.
AT OR ABOVE 10,000 FEET: Grid MORA numbers will

give you a 2000-foot clearance and are maroon
C or red as a visual reminder that the terrain is
very high in that area.

MINIMUM ENROUTE ALTITUDE (MEA) AND MAXIMUM AUTHORIZED ALTITUDE (MAA)
An MEA is a Minimum Enroute Altitude and can be directional. (UQ70)
An MAA is a Maximum Authorized Altitude. (UQ70)
Airways with a label prefix “U” indicated they are upper airways. (UL607)
MEA
Minimum Enroute Altitude
MAA
Maximum Authorized Altitude
U
Upper Airways
CONDITIONAL ROUTES (CDRs)

CDRs are designed to complement the permanent ATS route Additionally, Europe publishes a daily European Airspace Use
network and allow flight to be planned on ATS routes, which Plan (EAUP). They also publish a European Updated Airspace
are not always available. CDR designations are 1, 2, 3, or a Use Plan (EUUP) as needed. In some cases, a CDR 1 may
combination of any/all (see chart) and are based on specific be made unavailable via the EAUP/EUUP for that day.
time frames. Refer to the country’s AIPs where you’re flying,
or the Jeppesen European section for applicable times.
EXCERPT FROM THE EUROPEAN AIRSPACE MANUAL REGARDING CDRs:
Conditional Route (CDR) is an ATS route that is only available for

flight planning and use under specified conditions.
A Conditional Route may have more than one category, b) Category Two - Non-Permanently Plannable CDR:
and those categories may change at specified times: CDR2 routes may be available for flight planning. Flights may
only be planned on a CDR2 in accordance with conditions
a) Category One - Permanently Plannable CDR:
published daily in the EAUP/EUUPs, and;
CDR1 routes are in general available for flight planning during
times published in there levant national Aeronautical c) Category Three - Not Plannable CDR:
Information Publication (AIP). Updated information on the CDR3 routes are not available for flight planning; however,
actual availability shall be in accordance with conditions ATC Units may issue tactical clearances on such route
published daily in EAUP/EUUPs segments.

LONG-RANGE NAVIGATION: GNSS European augmentation types are:
Long Range Navigation Systems today generally put an • GBAS: ground-based

emphasis on inputs from Global Navigation Satellite • SBAS: satellite-based comprised of 2 systems:
Systems—or GNSSes. While GNSS equipment is very ○○ EGNOS: European Geostationary
accurate, the use of augmentation systems can make it even Navigation Overlay Service
more precise. ○○ SDCM: System for Differential
Corrections and Monitoring
LONG-RANGE NAVIGATION:
DIFFERENCES/ REQUIREMENTS
While in European airspace, you will generally need to be However, an AIP can require dual FMS installation, usually
able to meet the requirements of B-RNAV or RNAV 5 and when procedures go below minimum safe altitudes.
P-RNAV or RNAV 1. Normally, this can be done with a single
long-range navigation system.

Surveillance
EQUIPMENT REQUIREMENTS
• If your aircraft is equipped with TCAS II or ACAS II it • ADS-B Out required:
must be Ver. 7.1. ○○ on new aircraft since 8 June 2016
• TCAS II or ACAS II is required if your MTOM is ○○ on older aircraft by 7 June 2020
greater than 5700 kg/12,500 lbs.
UK ATC SERVICE
When in Class E and G airspace within the UK, you may be asked what type of service you would like from ATC.
There are four types of service:
1. Basic Service 2. Traffic Service 3. Deconfliction Service 4. Procedural Service
BASIC SERVICE DECONFLICTION SERVICE
• Non-radar service providing • Radar service with avoidance advice

basic information from controller
• Controllers are not responsible • Pilots are expected to accept vectors

for separation • Pilots must notify ATC of IMC limitations
• Pilot becomes fully responsible for

separation if vectors are not accepted
• Expected of 5 NM or 3000’
TRAFFIC SERVICE
• Radar service without avoidance advice

from controller controllers are not
responsible for separation
PROCEDURAL SERVICE
• Controller may provide vectors for
planning, not required to accept
• Only IFR
• Controller must be advised of
• Controllers will expect pilot to
route/altitude change
accept recommendations

Air Traffic
Management
EUROCONTROL
EUROCONTROL is in charge of all ATC functions within
Europe and of setting up all route structures within Europe.
They’re also responsible for all route charges in Europe as

well as flow control.
FLIGHT INFORMATION REGION (FIR)

The FIR is the low sector Air Traffic Control and UIR is the Not all countries use the same
high sector Air Traffic Control. Note! altitudes for their UIR.
Of note, the lower and upper boundaries of the Upper
Information Regions are printed on the Jeppesen Enroute
charts.

FIR CROSSING
Permission should be obtained before crossing any
boundary and this is equally true crossing FIR boundaries
in Europe.
In most cases, there will be a simple handoff from one

controller to the next, which constitutes the permission to
cross boundaries.
FUNCTIONAL AIRSPACE BLOCKS (FABs)

There are nine FABs to help use airspace more efficiently
by allowing traffic to move more freely rather than having
to work only within an individual country’s FIR.
Currently, there are nine FABs within the European airspace.
FREE ROUTE AIRSPACE (FRA)

The Free Route Airspace concept allows for aircraft to fly
routes within a specified airspace on user-preferred flight
paths from a defined entry point to a defined exit point with
possible intermediate points without reference to current
fixed air traffic service routes.
MAASTRICHT UPPER AREA CONTROL

CENTER’S FREE ROUTE AIRSPACE (FRA)
TIME MAASTRICHT UPPER AREA
PHASE EFFECTIVE RESTRICTION
CONTROL CENTER (MUAC)
I Now 00:00 to 06:00 MUAC has implemented the first phase of FRA within their
airspace allowing the process to be used during the night
Same as above + from midnight to six o’clock local time.
II Dec 2018
weekends
III 2020 Unrestricted

Contingency Procedures
SYSTEM FAILURES
After making sure that someone is flying the aircraft in any COMMUNICATION FAILURE
contingency procedure, one of the next things to do is turn
on all exterior lighting. Make yourself as visible as possible Most of Europe follows ICAO standard loss of
to other aircraft around you. Look at all of your options and communications procedures.
come up with a plan of action. Then talk with ATC and let
VMC • In visual meteorological conditions,
them know what the problem is and what you plan to do
squawk 7600.
with the aircraft.
• Find a VMC airport and land.
• Notify ATC after you’ve landed.
EMERGENCY DESCENT
PROCEDURES OVER THE ALPS
IMC • In instrument meteorological conditions,
squawk 7600 and start timing.
1. Don your oxygen mask
• C
ontinue with your current clearance for
2. Maintain control of the aircraft seven minutes.
• P
roceed via your flight plan route and
3. Follow emergency procedures checklists
altitudes to your destination airport.
4. Start an emergency descent — be aware
• Land at your scheduled arrival time.
of the terrain and minimum safe altitudes
CAUTION!
NAVIGATION SYSTEM FAILURE
Does your aircraft have an Emergency
Descent Mode in the autopilot? Have a plan to revert to basic methods of navigation.
The autopilot does not know the level of the As long as you keep your proficiency up, you can
terrain in the area, and could descend you right always use VORs to get to your destination.
into the side of the mountain!

WAKE TURBULENCE
If you’re concerned about the possibility of getting caught On the ICAO Flight Safety Information
in the wake vortex of a larger aircraft, contact ATC and Exchange website, pilots can download a
request a minor deviation from your routing to avoid the
Note! Wake Vortex Encounter Reporting Form that
turbulence. can be submitted to their aviation authorities.
If you’re already encountering wake turbulence, do

whatever is necessary to maintain control of the aircraft
and contact ATC as soon as practical.
WEATHER SITUATIONS
When you realize that you will need to deviate for
weather, contact ATC as early as possible to give them
as much time to coordinate the deviations.
Remember, your movement will affect many other
flights, not just your own.
VOLCANIC ASH CONTINGENCY PLAN

Volcanic eruptions can disrupt air traffic over a large area
and can continue to disrupt traffic for many days. In some
cases, the disruptions can last for several weeks.
ICAO EUR Doc 019 is the Volcanic Ash Contingency Plan

and contains the procedures for how Europe will deal with
this kind of event. It is available on the ICAO EUR/NAT
website at:
www.icao.int/EURNAT/EUR%20and%20NAT%20
Documents/EUR+NAT%20VACP.pdf

SPECIAL
EMPHASIS ITEMS
MOUNTAINOUS TERRAIN AIRPORTS

Many airports within Europe require extra planning and Restricted and
care due to the surrounding terrain. A thorough review
of its surrounding environment is critical to safe
Prohibited Airspace
operations.
MOUNTAIN WAVE TURBULENCE MILITARY AIRSPACE & HIGH-LEVEL EVENTS

Lenticular clouds are a good indication of mountain • Major military exercises are always coordinated with
wave activity. They will appear on the lee side of the the Network Manager Operations Center (NMOC).
mountains and may continue for many miles past the
• High-level events are normally coordinated with the
mountains.
Network Manager Operations Center (NMOC).
• Appropriate adjustments are made to airspace

routing within the affected areas.
• Flight planning should be carried out with

consideration for these restrictions.

Airspace, Traffic,
and Flow Control
European airspace is one of the most congested airspace areas in the world, sometimes with over
39,000 flights in a single day. In 2017, Europe had one million flights in the month of July alone.
FLOW CONTROL CONCEPT NMOC

EUROCONTROL is responsible to ensure the efficient use of airspace The Network Manager Operations Center
within Europe through the use of a flow management system and slot (NMOC) manages air traffic throughout
times. Airport slots are used at major airports and coordinated with the Europe. Its functions are:
NMOC. Crews are expected to keep airport informed of changes.
• Airspace data management
Bottlenecks are prevented by airway slot times and airport slot times.
• Flight plan processing
• Airway slots: put into place when high traffic is expected.
• Air traffic flow and capacity
• Airport slots: prevent too many airplanes from taxi/takeoff management
at the same time.
IFPS PROCEDURE
A subpart of the NMOC is the Integrated The IFPS validates the flight plan for
Initial Flight Plan Processing System, or accuracy and validity and reviews it to
IFPS. The IFPS has two offices: one in ensure the requested routing is acceptable.
Brussels, and the other in Paris.
A key point to remember is that the IFPS
Flight plans should be sent to the IFPS at does NOT take into account any special
least three hours and no earlier than 120 requirements such as overflight or diplomatic
hours, prior to the desired takeoff time. clearances or special authorizations
required.

IFPS ASSISTANCE ATC CLEARANCES
If a crew is unsure of the best routing to use for a flight, In many areas, crews are used to getting route clearances
there are two ways to inform the IFPS that assistance is prior to, or just after engine start. At many European
requested: airports, you may not receive your route clearance until
you’ve taxied and are very close to the end of the runway.
• Put a notation in Item 18 under the subfield RMK that
If you’ve received an acknowledge message, you can
IFPS reroutes are accepted. This gives authorization
probably assume that the routing in that message will be
to the IFPS staff to make any corrections to the flight
what you’ll be given.
plan without further agreement from the crew.
A caution about loading departures and arrivals at some
• Seek assistance from the IFPS staff is to either leave
bigger airports: there may be multiple departures for the
the “Route” field in Item 15 empty or simply place the
same runway. Ask ATC which departure to expect.
letters DCT for direct in the field. This indicates that
the filer is requesting routing assistance from the IFPS.
Once the flight plan is accepted with an acknowledge

message, it is entered into the next part of the system: the
Computer Assisted Slot Allocation.
COMPUTER ASSISTED SLOT

ALLOCATION (CASA) SYSTEM EARLIER FLIGHT OPTIONS
The Computer Assisted Slot Allocation system known as
CASA is an automated system and works on a first-come- Crews can change from ready-for-improvement
first-served basis as follows: status to SIP Wanted Message status, which
requests the flow management people to send a
• CASA verifies routing and time to calculate slot time.
proposal of improvement via a Slot Improvement
• If conflict exists, adjustments are made. Proposal.
• Slot allocation message (SAM) transmitter 2 hrs Doing so will require flow management to send the
before slot time. crew a proposed change in slot times rather than
• Slot time = calculated takeoff time (CTOT) and just assigning them the change.
should be equal to estimated off-block time (EOBT).
• Once the crew has the slot time, there’s a 15-minute

window for departure—5 minutes early up to 10
minutes late. So if your slot time is 1230, your DEL AYED FLIGHT OPTIONS
window for departure is 1225 to 1240.
Within 20 minutes of your slot time, you can request
12:10 12:20 12:30 12:40 12:50 a delay or an extension of up to a maximum of 10
minutes to your slot by having Ground Control or
Tower Control send in a delay message.
If the delay will be longer than 10 minutes, you’ll

need to coordinate for a new slot time.
5 MINUTE 10 MINUTE
Early Departure Late Departure
Scheduled
SLOT TIME

Environmental Ramp
Programs Inspection Program
EU EMISSION TRADING SCHEME (EU ETS) The purpose of this program has always been to ensure
compliance with international safety standards and EU
The basic requirement of this program is to monitor activity
standards, and consists of two parts:
during the year and measure the amount CO2 emissions in
metric tons. 1. Safety Assessment of Foreign Aircraft (SAFA)
Companies will register with a European country for 2. Safety Assessment of Community Aircraft (SACA)
purposes of monitoring emissions and conducting
transactions with the EU ETS program. Companies will Each program has a checklist of up to 53 inspection items
normally create an account to buy and trade allowances. that can be evaluated during a ramp check. Findings during
Calculator programs have been developed to calculate the these ramp inspections are listed in three categories and
number of allowances used by an operator based on the are based on the severity of the finding.
aircraft type and time of flights. At the end of the year, the
operator must surrender the number of allowances used.
Note that one metric ton is equivalent to one allowance.
CATEGORY 1 | MINOR FINDINGS.
• W on’t impact safety.
EU ETS HIGHLIGHTS: • Findings reported to the Captain of the aircraft.
• Limited number of free allowances available

CATEGORY 2 | SIGNIFICANT FINDINGS.
• Additional allowances purchased under ETS
• M
ay have a considerable impact on safety.
• Low emitter exemption 1000 allowances/yr • F
indings are reported to the Captain, the responsible
○○ If < 1000 used: no cost Aviation Authority for information purposes and
to the home base of the operator.
○○ If > 1000 used: surrender full number
• Limited exemptions
• Flights within Europe will continue to be CATEGORY 3 | MAJOR FINDINGS.

charged until CORSIA is implemented
• W
ill have a critical impact on safety.
• Findings are reported to the Captain, the
responsible Aviation Authority for information
purposes and to the home base of the operator.
CORSIA
ICAO Standards and Recommended Practices for the
If there are no findings during an inspection, the Captain
CORSIA program are currently in the review stage, and are
will be briefed on the inspection results.
expected to be approved and go into effect on January 1st,
2019. The goal of CORSIA will be to cap carbon emission
levels in aviation at their 2020 levels.
• 3-part phased implementation from 2021 to 2035. Inspection checklists are available
• Low emitter exemptions for: Note! on the EASA website and can be
○○ <10,000 metric tons of CO2 /yr downloaded or printed.
○○ Aircraft with a MTOM <5700 kg

SPECIAL
CHARACTERISTICS
General Information
for European Operations
COUNTRIES WITHOUT REQUIRED REGISTRATION MONEY AND TICKET
FIXED-WING AIRPORTS WITH LOCAL POLICE REQUIREMENTS
• Andorra • San Marino • Several countries require May be required to show:

• Liechtenstein • Vatican City registration with the local
• Sufficient funds for visit;
police or other authorities
• Monaco
(usually within 24 hrs); • Return ticket for departure.
However, they all have at least • Be familiar with the requirements
one heliport in operation. wherever you travel.

Procedural Traps
While procedural traps happen in all parts of the world, there are some potential traps at a few
European airports that pilots can fall into if they don’t pay attention to all the details. A thorough
review of AIPs and Airport Briefing Pages will help you avoid these traps.
NOISE ABATEMENT DEPARTURE PROCEDURES (NADP)
The Noise Abatement Departure Procedure 1 (NADP 1) The Noise Abatement Departure Procedure 2 (NADP 2)
is designed for noise-sensitive areas located in close is designed for more distant noise-sensitive areas.
proximity to the airport.
AREAS OF POLITICAL UNREST DUAL CITIZENSHIP ISSUES

There are several countries in Europe where there is Dual citizenship is not uncommon for many people in the
political unrest. Crews should be aware of the difficulties world. However, when taking international trips, it’s worth
and restrictions that apply as a result, and be prepared for making sure you have an understanding of the potential
prevailing circumstances at the time of the trip. challenges that can come from being a dual citizen.
It’s recommended to check with your Ministry of Foreign Both Greece and Sweden require military service of their
Affairs, State Department or similar government agency to male citizens, to which dual citizens are also subject. If
check for any travel warnings for areas you wish to visit. either of these governments considers you to be a citizen,
There are also travel security companies and websites that authorities can prevent you from leaving the country until
monitor worldwide news for political unrest and other you fulfill this obligation.
security issues.
Paying attention to world news and staying up-to-date on

current events are helpful ways to keep you informed on
potential areas of unrest.


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Online Training available at:

INTERNATIONAL PROCEDURES: EUROPE

Original. . . . . . . . . . . . . . . . . . . . . . . May 2018

Copyright 2018 FlightSafety International, Inc.

Automatic Dependent Surveillance – Broadcast

ADS-C Automatic Dependent Surveillance – Contract

AFTN Aeronautical Fixed Telecommunications Network

APIS Advanced Passenger Information System

ATFCM Air Traffic Flow and Capacity Management

ATM Air Traffic Management

B B-RNAV Basic Area Navigation

CNS Communication, Navigation, Surveillance

CPDLC Controller Pilot Data Link Communication

European Airspace Use Plan

EGNOS European Geostationary Navigation Overlay Service

EU ETS European Emissions Trading Scheme

EUUP European Updated Airspace Use Plan

Future Air Navigation Systems

FMP Flow Management Position

FRA Free Route Airspace

G GBAS Ground Based Augmentation System

Rev 0.0 Copyright 2018 FlightSafety International, Inc. 3

I IFPS Initial Flight Plan Processing System

Minimum Enroute Altitude

MORA Minimum Off Route Altitude

Network Manager Operations Center

P P-RNAV Precision Area Navigation

RFI Ready For Improvement

RIP Ramp Inspection Program

Safety Assessment of Foreign Aircraft

SAO Special Areas of Operation

SBAS Space Based Augmentation System

SDCM System for Differential Corrections and Monitoring

SIP Slot Improvement Proposal

SUA Special Use Airspace

SWM SIP Wanted Message

VHF Data Link

Rev 0.0 Copyright 2018 FlightSafety International, Inc. 4

As a crewmember—and especially if you’re the pilot-in-

Europe is home to 50 internationally recognized states, 6

REGIONAL REFERENCE GUIDE

Please refer to our Regional

Rev 0.0 Copyright 2018 FlightSafety International, Inc. 5

EARLY IN THE PLANNING PROCESS LATER IN THE PLANNING PROCESS

In some European countries, it is required to have

Rev 0.0 Copyright 2018 FlightSafety International, Inc. 6

Remember that not all European countries

APIS — ADVANCE PASSENGER

• Is meant to assist in border control functions and • Requirements are country-dependent.

Check with your destination countries to determine

Rev 0.0 Copyright 2018 FlightSafety International, Inc. 7

HEALTH CONCERNS &

• Most countries will expect payment for medical

• Some European countries require travelers to show

• Travel insurance is always recommended.

• Visit WHO at www.who.int/ith/en/ or other official

• Recommended to keep current with all immunizations.

Rev 0.0 Copyright 2018 FlightSafety International, Inc. 8

INTERNATIONAL FLIGHT DOCUMENTS

Oceanic | Low ceilings and fog

Different countries use different terminology to describe contamination

BELOW 5000 FEET: Grid MORAs will give you a

• Non-radar service providing • Radar service with avoidance advice

• Controllers are not responsible • Pilots are expected to accept vectors

• Pilot becomes fully responsible for

• Radar service without avoidance advice