(25)

the following Sections 13 and 14 are added: ‘SECTION 13 SSR Transponder SERA.13001 Operation of an SSR transponder (a) When an aircraft carries a serviceable SSR transponder, the pilot shall operate the transponder at all times during flight, regardless of whether the aircraft is within or outside airspace where SSR is used for ATS purposes. (b) Pilots shall not operate the IDENT feature unless requested by ATS. (c) Except for flight in airspace designated by the competent authority for mandatory operation of transponder, aircraft without sufficient electrical power supply are exempted from the requirement to operate the transponder at all times. SERA.13005 SSR transponder Mode A code setting (a) To indicate that it is in a specific contingency situation, the pilot of an aircraft equipped with SSR shall: (1) select Code 7700 to indicate a state of emergency unless ATC has previously directed the pilot to operate the transponder on a specified code. In the latter case, a pilot may nevertheless select Code 7700 whenever there is a specific reason to believe that this would be the best course of action; (2) select Code 7600 to indicate a state of radio-communication failure; (3) attempt to select Code 7500 to indicate a state of unlawful interference. If circumstances so warrant, Code 7700 should be used instead. (b) Except in the cases described in (a) above, the pilot shall: (1) select codes as instructed by the ATS unit; or (2) in the absence of ATS instructions related to code setting, select code 2000 or another code as prescribed by the competent authority; or (3) when not receiving air traffic services, select code 7000 in order to improve the detection of suitably equipped aircraft unless otherwise prescribed by the competent authority. (c) When it is observed that the code shown on the situation display is different from what has been assigned to the aircraft: (1) the pilot shall be requested to confirm the code selected and, if the situation warrants, to reselect the correct code; and (2) if the discrepancy between assigned and displayed codes still persists, the pilot may be requested to stop the operation of the aircraft's transponder. The next control position and any other affected unit using SSR and/or multilateration (MLAT) in the provision of ATS shall be informed accordingly. SERA.13010 Pressure-altitude-derived information (a) When the aircraft carries serviceable Mode C equipment, the pilot shall continuously operate this mode unless otherwise dictated by ATC. (b) Unless otherwise prescribed by the competent authority, verification of the pressure-altitude-derived level information displayed to the controller shall be effected at least once by each suitably equipped ATC unit on initial contact with the aircraft concerned or, if this is not feasible, as soon as possible thereafter. SERA.13015 SSR transponder Mode S aircraft identification setting (a) Aircraft equipped with Mode S having an aircraft identification feature shall transmit the aircraft identification as specified in Item 7 of the ICAO flight plan or, when no flight plan has been filed, the aircraft registration. (b) Whenever it is observed on the situation display that the aircraft identification transmitted by a Mode S-equipped aircraft is different from that expected from the aircraft, the pilot shall be requested to confirm and, if necessary, re-enter the correct aircraft identification. (c) If, following confirmation by the pilot that the correct aircraft identification has been set on the Mode S identification feature, the discrepancy continues to exist, the controller shall take the following actions: (1) inform the pilot of the persistent discrepancy; (2) where possible, correct the label showing the aircraft identification on the situation display; and (3) notify the next control position and any other unit concerned using Mode S for identification purposes that the aircraft identification transmitted by the aircraft is erroneous. SERA.13020 SSR transponder failure when the carriage of a functioning transponder is mandatory (a) In case of a transponder failure after departure, ATC units shall attempt to provide for continuation of the flight to the destination aerodrome in accordance with the flight plan. Pilots may, however, be expected to comply with specific restrictions. (b) In the case of a transponder which has failed and cannot be restored before departure, pilots shall: (1) inform ATS as soon as possible, preferably before submission of a flight plan; (2) insert in Item 10 of the ICAO flight plan form under SSR the character ‘N’ for complete unserviceability of the transponder or, in case of partial transponder failure, insert the character corresponding to the remaining transponder capability; and (3) comply with any published procedures for requesting an exemption from the requirements to carry a functioning SSR transponder. SECTION 14 Voice communication procedures SERA.14001 General Standardised phraseology shall be used in all situations for which it has been specified. Only when standardised phraseology cannot serve an intended transmission, plain language shall be used. SERA.14005 Categories of messages (a) The categories of messages handled by the aeronautical mobile service, and the order of priority in the establishment of communications and the transmission of messages shall be in accordance with Table S14-1. Table S14-1 Message category and radiotelephony order of priority signal Radiotelephony signal (a) Distress calls, distress messages and distress traffic MAYDAY (b) Urgency messages, including messages preceded by the medical transports signal PAN PAN or PAN PAN MEDICAL (c) Communications relating to direction finding — (d) Flight safety messages — (e) Meteorological messages — (f) Flight regularity messages — (b) Distress messages and distress traffic shall be handled in accordance with the provisions of point SERA.14095. (c) Urgency messages and urgency traffic, including messages preceded by the medical transports signal, shall be handled in accordance with the provisions of point SERA.14095. SERA.14010 Flight safety messages Flight safety messages shall comprise the following: (a) movement and control messages; (b) messages originated by an aircraft operator or by an aircraft, of immediate concern to an aircraft in flight; (c) meteorological advice of immediate concern to an aircraft in flight or about to depart (individually communicated or for broadcast); (d) other messages concerning aircraft in flight or about to depart. SERA.14015 Language to be used in air-ground communication (a) The air-ground radiotelephony communications shall be conducted in the English language or in the language normally used by the station on the ground. (b) The English language shall be available, on request of any aircraft, at all stations on the ground serving designated aerodromes and routes used by international air services. Unless otherwise prescribed by the competent authority for specific cases, the English language shall be used for communications between the ATS unit and aircraft, at aerodromes with more than 50 000 international IFR movements per year. Member States, where at the date of entry into force of this Regulation, the English language is not the only language used for communications between the ATS unit and aircraft at such aerodromes, may decide not to apply the requirement to use the English language and inform the Commission accordingly. In that case, those Member States shall, by 31 December 2017 at the latest, conduct a study on the possibility to require the use of the English language for communications between the ATS unit and aircraft at those aerodromes for reasons of safety, so as to avoid incursions of aircraft on an occupied runway or other safety risks, while taking into account the applicable provisions of Union and national law on the use of languages. They shall make that study public and communicate its conclusions to the Agency and the Commission. (c) The languages available at a given station on the ground shall form part of the Aeronautical Information Publications and other published aeronautical information concerning such facilities. SERA.14020 Word spelling in radiotelephony When proper names, service abbreviations and words of which the spelling is doubtful are spelled out in radiotelephony, the alphabet in the Table S14-2 shall be used. Table S14-2 The radiotelephony spelling alphabet Letter Word Approximate pronunciation (Latin alphabet representation) A Alfa AL FAH B Bravo BRAH VOH C Charlie CHAR LEE or SHAR LEE D Delta DELL TAH E Echo ECK OH F Foxtrot FOKS TROT G Golf GOLF H Hotel HO TELL I India IN DEE AH J Juliett JEW LEE ETT K Kilo KEY LOH L Lima LEE MAH M Mike MIKE N November NO VEM BER O Oscar OSS CAH P Papa PAH PAH Q Quebec KEH BECK R Romeo ROW ME OH S Sierra SEE AIR RAH T Tango TANG GO U Uniform YOU NEE FORM or OO NEE FORM V Victor VIK TAH W Whiskey WISS KEY X X-ray ECKS RAY Y Yankee YANG KEY Z Zulu ZOO LOO In the approximate representation using the Latin alphabet, syllables to be emphasised are underlined. SERA.14025 Principles governing the identification of ATS routes other than standard departure and arrival routes (a) Use of ATS route designators in communications (1) In voice communications, the basic letter of a designator shall be spoken in accordance with the spelling alphabet as defined in Table S14-2. (2) Where the prefixes K, U or S are used, they shall, in voice communications, be spoken as follows: (i) — K — KOPTER (ii) — U — UPPER (iii) — S — SUPERSONIC (b) The word “kopter” shall be pronounced as in the word “helicopter” and the words “upper” and “supersonic” as in the English language. SERA.14026 Significant points Normally the plain language name for significant points marked by the site of a radio navigation aid, or the unique five-letter pronounceable “name-code” for significant points not marked by the site of a radio navigation aid, shall be used to refer to the significant point in voice communications. If the plain language name for the site of a radio navigation aid is not used, it shall be replaced by the coded designator which, in voice communications, shall be spoken in accordance with the spelling alphabet. SERA.14030 Use of designators for standard instrument departure and arrival routes The plain language designator for standard instrument departure or arrival routes shall be used in voice communications. SERA.14035 Transmission of numbers in radiotelephony (a) Transmission of numbers (1) All numbers used in the transmission of aircraft call sign, headings, runway, wind direction and speed shall be transmitted by pronouncing each digit separately. (i) Flight levels shall be transmitted by pronouncing each digit separately, except for the case of flight levels in whole hundreds. (ii) The altimeter setting shall be transmitted by pronouncing each digit separately, except for the case of a setting of 1 000 hPa, which shall be transmitted as “ONE THOUSAND”. (iii) All numbers used in the transmission of transponder codes shall be transmitted by pronouncing each digit separately except that, when the transponder codes contain whole thousands only, the information shall be transmitted by pronouncing the digit in the number of thousands followed by the word “THOUSAND”. (2) All numbers used in transmission of other information than those described in point (a)(1) shall be transmitted by pronouncing each digit separately, except that all numbers containing whole hundreds and whole thousands shall be transmitted by pronouncing each digit in the number of hundreds or thousands followed by the word “HUNDRED” or “THOUSAND”, as appropriate. Combinations of thousands and whole hundreds shall be transmitted by pronouncing each digit in the number of thousands followed by the word “THOUSAND”, followed by the number of hundreds followed by the word “HUNDRED”. (3) In cases where there is a need to clarify the number transmitted as whole thousands and/or whole hundreds, the number shall be transmitted by pronouncing each digit separately. (4) When providing information regarding the relative bearing to an object or to conflicting traffic in terms of the 12-hour clock, the information shall be given pronouncing the digits together such as “TEN O'CLOCK” or “ELEVEN O'CLOCK”. (5) Numbers containing a decimal point shall be transmitted as prescribed in point (a)(1) with the decimal point in appropriate sequence, indicated by the word “DECIMAL”. (6) All six digits of the numerical designator shall be used to identify the transmitting channel in very high frequency (VHF) radiotelephony communications, except in the case of both the fifth and sixth digits being zeros, in which case only the first four digits shall be used. SERA.14040 Pronunciation of numbers When the language used for communication is English, numbers shall be transmitted using the pronunciation shown in Table S14-3: Table S14-3 Numeral or numeral element Pronunciation 0 ZE-RO 1 WUN 2 TOO 3 TREE 4 FOW-er 5 FIFE 6 SIX 7 SEV-en 8 AIT 9 NIN-er 10 TEN 11 EE-LE-VEN 12 TWELF Decimal DAY-SEE-MAL Hundred HUN-dred Thousand TOU-SAND SERA.14045 Transmitting technique (a) Transmissions shall be conducted concisely in a normal conversational tone. (b) The following words and phrases shall be used in radiotelephony communications as appropriate and shall have the meaning ascribed in Table S14-4: Table S14-4 Phrase Meaning ACKNOWLEDGE “Let me know that you have received and understood this message.” AFFIRM “Yes.” APPROVED “Permission for proposed action granted.” BREAK “I hereby indicate the separation between portions of the message.” BREAK BREAK “I hereby indicate the separation between messages transmitted to different aircraft in a very busy environment.” CANCEL “Annul the previously transmitted clearance.” CHECK “Examine a system or procedure.” CLEARED “Authorised to proceed under the conditions specified.” CONFIRM “I request verification of: (clearance, instruction, action, information).” CONTACT “Establish communications with…” CORRECT “True” or “Accurate”. CORRECTION “An error has been made in this transmission (or message indicated). The correct version is…” DISREGARD “Ignore.” HOW DO YOU READ “What is the readability of my transmission?” (see point SERA.14070(c)) I SAY AGAIN “I repeat for clarity or emphasis.” MAINTAIN “Continue in accordance with the condition(s) specified” or in its literal sense. MONITOR “Listen out on (frequency).” NEGATIVE “No” or“Permission not granted” or“That is not correct” or“Not capable”. OVER “My transmission is ended, and I expect a response from you.” OUT “This exchange of transmissions is ended and no response is expected.” READ BACK “Repeat all, or the specified part, of this message back to me exactly as received.” RECLEARED “A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof.” REPORT “Pass me the following information…” REQUEST “I should like to know…” or“I wish to obtain…” ROGER “I have received all of your last transmission.” SAY AGAIN “Repeat all, or the following part, of your last transmission.” SPEAK SLOWER “Reduce your rate of speech.” STANDBY “Wait and I will call you.” UNABLE “I cannot comply with your request, instruction, or clearance.” WILCO (Abbreviation for “will comply”) “I understand your message and will comply with it.” WORDS TWICE (a) As a request:“Communication is difficult. Please send every word, or group of words, twice.” (b) As information:“Since communication is difficult, every word, or group of words, in this message will be sent twice.” SERA.14050 Radiotelephony call signs for aircraft (a) Full call signs: An aircraft radiotelephony call sign shall be one of the following types: (1) Type (a)— the characters corresponding to the registration marking of the aircraft; or (2) Type (b)— the telephony designator of the aircraft operator, followed by the last four characters of the registration marking of the aircraft; (3) Type (c)— the telephony designator of the aircraft operator, followed by the flight identification. (b) Abbreviated call signs: The aircraft radiotelephony call signs shown in point (a), with the exception of Type (c), may be abbreviated under the circumstances prescribed in point SERA.14055(c). Abbreviated call signs shall be in the following form: (1) Type (a)— the first character of the registration and at least the last two characters of the call sign; (2) Type (b)— the telephony designator of the aircraft operator, followed by at least the last two characters of the call sign; (3) Type (c)— no abbreviated form. SERA.14055 Radiotelephony procedures (a) An aircraft shall not change the type of its radiotelephony call sign during flight, except temporarily on the instruction of an ATC unit in the interests of safety. Except for reasons of safety, no transmission shall be directed to an aircraft during take-off, during the last part of the final approach or during the landing roll. (b) Establishment of radiotelephony communications (1) Full radiotelephony call signs shall always be used when establishing communication. When establishing communication, aircraft shall start their call by the designation of the station called, followed by the designation of the station calling. (2) The reply to the above calls shall use the call sign of the station calling, followed by the call sign of the station answering, which shall be considered an invitation to proceed with transmission by the station calling. For transfers of communication within one ATS unit, the call sign of the ATS unit may be omitted, when so authorised by the competent authority. (3) Communications shall commence with a call and a reply when it is desired to establish contact, except that, when it is certain that the station called will receive the call, the calling station may transmit the message, without waiting for a reply from the station called. (c) Subsequent radiotelephony communications (1) Abbreviated radiotelephony call signs, as prescribed in point SERA.14050(b), shall be used only after satisfactory communication has been established and provided that no confusion is likely to arise. An aircraft shall use its abbreviated call sign only after it has been addressed in this manner by the aeronautical station. (2) When issuing ATC clearances and reading back such clearances, controllers and pilots shall always add the call sign of the aircraft to which the clearance applies. For other than those occasions, continuous two-way communication after contact has been established shall be permitted without further identification or call until termination of the contact. SERA.14060 Transfer of VHF communications (a) An aircraft shall be advised by the appropriate ATS unit to transfer from one radio frequency to another in accordance with agreed procedures. In the absence of such advice, the aircraft shall notify the ATS unit before such a transfer takes place. (b) When establishing initial contact on, or when leaving, a VHF frequency, an aircraft shall transmit such information as may be prescribed by the ANSP responsible for the provision of services and approved by the competent authority. SERA.14065 Radiotelephony procedures for air-ground voice communication channel changeover (a) Unless otherwise prescribed by the ANSP responsible for the provision of services and approved by the competent authority, the initial call to an ATS unit after a change of air-ground voice communication channel shall contain the following elements: (1) the designation of the ATS unit being called; (2) call sign and, for aircraft in the heavy wake turbulence category, the word “Heavy” or “Super” if that aircraft has been so identified by the competent authority; (3) level, including passing and cleared levels, if not maintaining the cleared level; (4) speed, if assigned by ATC; and (5) additional elements, as required by the ANSP responsible for the provision of services and approved by the competent authority. (b) Pilots shall provide level information at the nearest full 30 m or 100 ft as indicated on the pilot's altimeter. (c) Initial call to aerodrome control tower For aircraft being provided with aerodrome control service, the initial call shall contain: (1) the designation of the ATS unit being called; (2) call sign and, for aircraft in the heavy wake turbulence category, the word “Heavy” or “Super” if that aircraft has been so identified by the competent authority; (3) position; and (4) additional elements, as required by the ANSP responsible for the provision of services and approved by the competent authority. SERA.14070 Test procedures (a) The form of test transmissions shall be as follows: (1) the identification of the station being called; (2) the identification of the station calling; (3) the words “RADIO CHECK”; (4) the frequency being used. (b) The reply to a test transmission shall be as follows: (1) the identification of the station requesting the test; (2) the identification of the station replying; (3) information regarding the readability of the station requesting the test transmission. (c) When the tests are made, the following readability scale shall be used: Readability Scale (1) 1 Unreadable (2) 2 Readable now and then (3) 3 Readable but with difficulty (4) 4 Readable (5) 5 Perfectly readable SERA.14075 Exchange of communications (a) Communications shall be concise and unambiguous, using standard phraseology whenever available. (1) When transmitted by an aircraft, the acknowledgement of receipt of a message shall comprise the call sign of that aircraft. (2) When acknowledgement of receipt is transmitted by an ATS unit to an aircraft, it shall comprise the call sign of the aircraft, followed if considered necessary, by the call sign of the ATS unit. (b) End of conversation. A radiotelephone conversation shall be terminated by the receiving ATS unit or the aircraft using its own call sign. (c) Corrections and repetitions (1) When an error has been made in transmission, the word “CORRECTION” shall be spoken, the last correct group or phrase repeated, and then the correct version transmitted. (2) If a correction can best be made by repeating the entire message, the phrase “CORRECTION, I SAY AGAIN” shall be used before the message is transmitted a second time. (3) If the receiving station is in doubt as to the correctness of the message received, a repetition either in full or in part shall be requested. (4) If repetition of an entire message is required, the words “SAY AGAIN” shall be spoken. If repetition of a portion of a message is required, the phrase: “SAY AGAIN ALL BEFORE… (first word satisfactorily received)” shall be used; or “SAY AGAIN… (word before missing portion) TO…(word after missing portion)”; or “SAY AGAIN ALL AFTER… (last word satisfactorily received)”. (d) If, in checking the correctness of a read-back, incorrect items are noticed, the words “NEGATIVE I SAY AGAIN” shall be transmitted at the conclusion of the read-back followed by the correct version of the items concerned. SERA.14080 Communications watch/Hours of service (a) During flight, aircraft shall maintain watch as required by the competent authority and shall not cease watch, except for reasons of safety, without informing the ATS unit concerned. (1) Aircraft on long over-water flights or on flights over designated areas over which the carriage of an emergency locator transmitter (ELT) is required, shall continuously guard the VHF emergency frequency 121,5 MHz, except for those periods when aircraft carry out communications on other VHF channels or when airborne equipment limitations or cockpit duties do not permit simultaneous guarding of two channels. (2) Aircraft shall continuously guard the VHF emergency frequency 121,5 MHz in areas or over routes where the possibility of interception of aircraft or other hazardous situations exists, and a requirement has been established by the competent authority. (b) Aeronautical stations shall maintain a continuous listening watch on VHF emergency channel 121,5 MHz during the hours of service of the units at which it is installed. Where two or more such stations are co-located, provision of 121,5 MHz listening watch at one of them shall meet that requirement. (c) When it is necessary for an aircraft or ATS unit to suspend operation for any reason, it shall, if possible, so inform other stations concerned, giving the time at which it is expected that operation will be resumed. When operation is resumed, other stations concerned shall be so informed. When it is necessary to suspend operation beyond the time specified in the original notice, a revised time of resumption of operation shall, if possible, be transmitted at or near the time first specified. SERA.14085 Use of blind transmission (a) When an aircraft fails to establish contact on the designated channel, on the previous channel used or on another channel appropriate to the route, and fails to establish communication with the appropriate ATS unit, other ATS unit or other aircraft using all available means, the aircraft shall transmit its message twice on the designated channel(s), preceded by the phrase “TRANSMITTING BLIND” and, if necessary, include the addressee(s) for which the message is intended. (b) When an aircraft is unable to establish communication due to receiver failure, it shall transmit reports at the scheduled times, or positions, on the channel in use preceded by the phrase “TRANSMITTING BLIND DUE TO RECEIVER FAILURE”. The aircraft shall: (1) transmit the intended message, following this by a complete repetition; (2) advise the time of its next intended transmission; (3) when provided with ATS, transmit information regarding the intention of the pilot-in-command with respect to the continuation of the flight. SERA.14087 Use of relay communication technique (a) When an ATS unit has been unable to establish contact with an aircraft after calls on the frequencies on which the aircraft is believed to be listening, it shall: (1) request other ATS units to render assistance by calling the aircraft and relaying traffic, if necessary; and (2) request aircraft on the route to attempt to establish communication with the aircraft and relay traffic, if necessary. (b) The provisions of point (a) shall also be applied: (1) at request of the ATS unit concerned; (2) when an expected communication from an aircraft has not been received within a time period such that the occurrence of a communication failure is suspected. SERA.14090 Specific communication procedures (a) Movement of vehicles Phraseologies for the movement of vehicles, other than tow-tractors, on the manoeuvring area shall be the same as those used for the movement of aircraft, with the exception of taxi instructions, in which case the word “PROCEED” shall be substituted for the word “TAXI” when communicating with vehicles. (b) Air traffic advisory service Air traffic advisory service does not deliver “clearances” but only “advisory information” and it shall use the word “advise” or “suggest” when a course of action is proposed to an aircraft. (c) Indication of heavy wake turbulence category (1) For aircraft in the heavy wake turbulence category, the word “Heavy” shall be included immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units. (2) For specific aircraft in the heavy wake turbulence category, as identified by the competent authority, the word “Super” shall be included immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units. (d) Procedures related to weather deviation When the pilot initiates communications with ATC, a rapid response may be obtained by stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response. When necessary, the pilot shall initiate communications using the urgency call “PAN PAN” (preferably spoken three times). SERA.14095 Distress and urgency radiotelephony communication procedures (a) General (1) Distress and urgency traffic shall comprise all radiotelephony messages relative to the distress and urgency conditions respectively. Distress and urgency conditions are defined as: (i) Distress : a condition of being threatened by serious and/or imminent danger and of requiring immediate assistance. (ii) Urgency : a condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight, but which does not require immediate assistance. (2) The radiotelephony distress signal “MAYDAY” and the radiotelephony urgency signal “PAN PAN” shall be used at the commencement of the first distress and urgency communication respectively. At the commencement of any subsequent communication in distress and urgency traffic, it shall be permissible to use the radiotelephony distress and urgency signals. (3) The originator of messages addressed to an aircraft in distress or urgency condition shall restrict to the minimum the number and volume and content of such messages as required by the condition. (4) If no acknowledgement of the distress or urgency message is made by the ATS unit addressed by the aircraft, other ATS units shall render assistance as prescribed in points (b)(2) and (b)(3) respectively. (5) Distress and urgency traffic shall normally be maintained on the frequency on which such traffic was initiated until it is considered that better assistance can be provided by transferring that traffic to another frequency. (6) In cases of distress and urgency communications, in general, the transmissions by radiotelephony shall be made slowly and distinctly, each word being clearly pronounced to facilitate transcription. (b) Radiotelephony distress communications (1) Action by the aircraft in distress In addition to being preceded by the radiotelephony distress signal “MAYDAY” in accordance with point (a)(2), preferably spoken three times, the distress message to be sent by an aircraft in distress shall: (i) be on the air-ground frequency in use at the time; (ii) consist of as many as possible of the following elements spoken distinctly and, if possible, in the following order: (A) the name of the ATS unit addressed (time and circumstances permitting); (B) the identification of the aircraft; (C) the nature of the distress condition; (D) the intention of the pilot-in-command; (E) present position, level and heading. (2) Action by the ATS unit addressed or by the first ATS unit acknowledging the distress message The ATS unit addressed by an aircraft in distress, or the first ATS unit acknowledging the distress message, shall: (i) immediately acknowledge the distress message; (ii) take control of the communications or specifically and clearly transfer that responsibility, advising the aircraft if a transfer is made; and (iii) take immediate action to ensure that all necessary information is made available, as soon as possible, to: (A) the ATS unit concerned; (B) the aircraft operator concerned, or its representative, in accordance with pre-established arrangements; (iv) warn other ATS units, as appropriate, in order to prevent the transfer of traffic to the frequency of the distress communication. (3) Imposition of silence (i) The aircraft in distress, or the ATS unit in control of distress traffic, shall be permitted to impose silence, either on all stations of the mobile service in the area or on any station which interferes with the distress traffic. It shall address these instructions ‘to all stations’ or to one station only, according to the circumstances. In either case, it shall use: (A) “STOP TRANSMITTING”; (B) the radiotelephony distress signal “MAYDAY”. (ii) The use of the signals specified in point (b)(3)(i) shall be reserved for the aircraft in distress and for the ATS unit controlling the distress traffic. (4) Action by all other ATS units/aircraft (i) The distress communications have absolute priority over all other communications and ATS units/aircraft aware of them shall not transmit on the frequency concerned unless: (A) the distress is cancelled or the distress traffic is terminated; (B) all distress traffic has been transferred to other frequencies; (C) the ATS unit controlling communications gives permission; (D) it has itself to render assistance. (ii) Any ATS unit/aircraft which has knowledge of distress traffic, and which cannot itself assist the aircraft in distress, shall nevertheless continue listening to such traffic until it is evident that assistance is being provided. (5) Termination of distress communications and of silence (i) When an aircraft is no longer in distress, it shall transmit a message cancelling the distress condition. (ii) When the ATS unit which has controlled the distress communication traffic becomes aware that the distress condition is ended, it shall take immediate action to ensure that this information is made available, as soon as possible, to: (A) the ATS units concerned; (B) the aircraft operator concerned, or its representative, in accordance with pre-established arrangements. (iii) The distress communication and silence conditions shall be terminated by transmitting a message, including the words “DISTRESS TRAFFIC ENDED”, on the frequency or frequencies being used for the distress traffic. This message shall be originated only by the ATS unit controlling the communications when, after the reception of the message prescribed in point (b)(5)(i), it is authorised to do so by the competent authority. (c) Radiotelephony urgency communications (1) Action by the aircraft reporting an urgency condition except as indicated in point (c)(4) In addition to being preceded by the radiotelephony urgency signal “PAN PAN” in accordance with point (a)(2), preferably spoken three times and each word of the group pronounced as the French word “panne”, the urgency message to be sent by an aircraft reporting an urgency condition shall: (i) be on the air-ground frequency in use at the time; (ii) consist of as many as required of the following elements spoken distinctly and, if possible, in the following order: (A) the name of the ATS unit addressed; (B) the identification of the aircraft; (C) the nature of the urgency condition; (D) the intention of the pilot-in-command; (E) present position, level and heading; (F) any other useful information. (2) Action by the ATS unit addressed or first ATS unit acknowledging the urgency message The ATS unit addressed by an aircraft reporting an urgency condition or the first ATS unit acknowledging the urgency message shall: (i) acknowledge the urgency message; (ii) take immediate action to ensure that all necessary information is made available, as soon as possible, to: (A) the ATS unit concerned; (B) the aircraft operator concerned, or its representative, in accordance with pre-established arrangements; (iii) if necessary, exercise control of communications. (3) Action by all other ATS units/aircraft The urgency communications have priority over all other communications except distress communications and all ATS units/aircraft shall take care not to interfere with the transmission of urgency traffic. (4) Action by an aircraft used for medical transports (i) The use of the signal described in point (c)(4)(ii) shall indicate that the message which follows concerns a protected medical transport pursuant to the 1949 Geneva Conventions and Additional Protocols. (ii) For the purpose of announcing and identifying aircraft used for medical transports, a transmission of the radiotelephony urgency signal “PAN PAN”, preferably spoken three times, and each word of the group pronounced as the French word “panne”, shall be followed by the radiotelephony signal for medical transports “MAY-DEE-CAL”, pronounced as in the French “medical”. The use of the signals described above indicates that the message which follows concerns a protected medical transport. The message shall convey the following data: (A) the call sign or other recognised means of identification of the medical transports; (B) position of the medical transports; (C) number and type of the medical transports; (D) intended route; (E) estimated time en-route and of departure and arrival, as appropriate; and (F) any other information such as flight altitude, radio frequencies guarded, languages used and secondary surveillance radar modes and codes. (5) Action by the ATS units addressed, or by other stations receiving a medical transports message The provisions of points (c)(2) and (c)(3) shall apply as appropriate to ATS units receiving a medical transports message.’;