ORDINANCE ON RULES OF THE AIR

Transcription

1 MINISTRY OF THE SEA, TOURISM, TRANSPORT AND DEVELOPMENT 1781 Pursuant to Article 163 of the Air Traffic Act (Official Gazette 132/98 and 178/04) the Minister of the Sea, Tourism, Transport and Development, with the agreement of the Minister of Defence, hereby issues the ORDINANCE ON RULES OF THE AIR Part One GENERAL PROVISIONS Area of application Article 1 (1) This Ordinance regulates conditions, means, rules and procedures of the air for the purpose of safe air traffic operation. (2) Provisions stipulated herein shall apply to Croatian civil, police force and customs aircraft, as well as to foreign civil and state aircraft when flying in the Croatian airspace. (3) Provisions stipulated herein shall apply accordingly to Croatian military aircraft, with the exception of those provisions which are to be prescribed by a special regulation. (4) Flights of Croatian aircraft above the sea not encompassed by sovereignty of any state (open sea) shall be regulated by provisions stipulated herein and international acts adopted based on the Convention on International Civil Aviation (Chicago, 1944), regulating rules of the air above the open sea, and binding for the Republic of Croatia. (5) Flights of Croatian aircraft in an airspace under sovereignty of another state, shall conform to regulations pertaining to rules of the air and the movement applicable in the territory under sovereignty of this state; in case of non-existence of such regulations, they shall conform to regulations stipulated herein. (6) Provisions stipulated herein shall be applied by the competent air traffic control within the scope of its rights, obligations and responsibilities, when conducting activities in the airspace of the Republic of Croatia and in the airspace above the Adriatic Sea outside of the territorial waters of the Republic of Croatia. (7) Conditions, means, rules and regulations of the air, established by provisions stipulated herein shall be published by the HKZP in a manner consistent with air traffic. Definitions and abbreviations Article 2 (1) Definitions used in this Ordinance shall have the following meanings: 1. ACAS II (airborne collision avoidance system II): ACAS, which in addition to traffic advisories (TAs) also provides vertical resolution advisories (RAs).

2 2. aerodrome traffic: overall traffic on the manoeuvring areas of an aerodrome and all aircraft in the air in the aerodrome vicinity; 3. aerodrome traffic circuit: a determined flight path that aircraft must use when flying in the vicinity of an aerodrome; 4. aerodrome control tower: air traffic control unit established for the purposes of conducting air traffic control for aerodrome traffic; 5. acrobatic flight: deliberate manoeuvre of an aircraft in the air which includes a sudden change of the aircraft position, an unusual position of an aircraft or an unusual change in flight speed; 6. alternate route: route between two points or areas different from the desired route, and selected by the aircraft operator in cases when the desired route is not available or is subject to restrictions; 7. altitude: vertical distance of a level, point or object considered as a point, measured from the mean sea level (MSN QNH altimeter setting); 8. decision altitude DA and decision height DH: determined altitude or height above a landing runway threshold elevation during precision approach or vertical instrument approach, on which the missed approach procedure must begin, due to insufficient visibility of visual orientation points for continuing with the approach; 9. obstacle clearance altitude OCA or obstacle clearance height - OCH: the lowest altitude or the lowest height above the runway threshold elevation of an aerodrome, below which the maintenance of prescribed vertical minimum distances from obstacles has not been secured during approach or missed approach; 10. automatic terminal information service - ATIS: automatic reporting of current and regular information to inbound and outbound aircraft, through continuous and repetitive radio transmissions during the day or at a scheduled time; 11. balloon: balloon lighter than air, without an engine; 12. ceiling: the height of the lower end of the lowest cloud layer above ground or water below feet (6000 m), covering more than half of the sky; 13. ambulance flight: air transport of sick or wounded persons which have already received medical assistance in a hospital and are in a condition fit for transport by air for further medical attention in another hospital; 14. flight information centre - FIC: unit established for providing flight information services and alerting services; 15. blind transmission: transmission from one radio station to another in circumstances when a two-way communication is not possible, but it is assumed that the station called is able to receive the transmission; 16. clearance limit: point to which an aircraft was issued clearance by the air traffic control; 17. formation flight: type of flight where two or more aircraft, upon prior agreement of the aircraft pilots, fly with the same heading by maintaining horizontal and vertical distances; 18. hydroplane: a plane capable of taking off from and landing on a water surface; 19. HKZP: Croatia Control Ltd., limited liability company founded by a special act for the purposes of conducting air traffic control services in the Republic of Croatia; 20. IFR flight: a flight conducted according to the instrument flight rules; 21. instrument meteorological conditions - IMC: meteorological conditions (visibility, distance from clouds and ceiling) lower than the minimum established for visual meteorological conditions; 22. air report: report from an airborne aircraft, drawn-up in accordance with regulations on reporting on the position and the communication of operational and/or meteorological information;

3 23. air traffic services unit ATS unit: general term pertaining to the air traffic control unit, flight information centre or air traffic services reporting office; 24. ATC capacity: capability to conduct activities and tasks of the air traffic control system, any of its sub-systems or the post for aircraft guidance during normal flight conditions; 25. controlled flight: any flight requiring air traffic control clearance; 26. controlled zone - CTR: controlled airspace extending from ground surface to a specified upper limit; 27. controlled airspace - CTA: airspace of certain dimensions within which the air traffic control is conducted in accordance with the airspace classification; 28. unmanned aerial vehicle: a pilotless aircraft in accordance with Article 8 of the Convention on International Civil Aviation, flying without a pilot-in-command in the cockpit, either remotely or entirely controlled from another place (from the ground, from another aircraft or from space) or one that is programmed and entirely autonomous. 29. flight path: path of the aircraft's centre of gravity in relation to a certain point; 30. Mach number - M: non-dimensional number indicating the ratio (coefficient) between the actual object speed (aircraft) and the speed of sound; 31. microlight aeroplane: a single seater or a two-seater, propelled by an engine, the minimum speed of which at maximum mass and without engine power is less than 65 km/h, navigated by the pilot shifting his body weight and/or an aerodynamic operating rudder, the maximum takeoff mass of which does not surpass 300 kg for a single seater, 450 kg for a twoseater or in amphibians and hydro versions 10 % more than the mass indicated; 32. minimum sector altitude MSA: minimum altitude that may be used, ensuring minimum clearance from all objects from 1000 feet within a sector, the radius of which is 25 NM, and the centre of which is located in the position of a radio navigational aid; 33. minimum descent altitude MDA or minimum descent height - MDH: established altitude or height during non-precision approach or circling approach below which descent can not continue without the necessary visibility of orientation points on the ground; 34. minimum radar vectoring altitude - MRVA: lowest altitude which may be used for radar vectoring of IFR flights, in regards to the minimum safety level and airspace structure (lower limit of the controlled airspace together with a 500 feet buffer); 35. area minimum altitude AMA: minimum altitude which may be used in instrument meteorological conditions, securing all obstacle clearance within a certain area from a minimum of 1000 feet (300 m) or in a mountainous area of a minimum of 2000 feet (600 m), rounded to the closest (higher) 100 feet (30 m). 36. air traffic control unit: a term indicating a regional air traffic control centre, approach air traffic control or aerodrome air traffic control; 37. night: time period starting half an hour after sundown and ending half an hour before sunrise; 38. publication in the usual manner in air traffic: publication in the Aeronautical Information Publication (AIP) of the Republic of Croatia or urgent information (NOTAM) or Aeronautical Information Circular (AIC) or in other special publications; 39. expected approach time - EAT: time frame during which the air traffic control expects that an arriving aircraft will leave the holding fix in order to complete the approach for landing; 40. air traffic control clearance: clearance to an aircraft to continue with the flight under conditions established by the competent air traffic control; 41. danger area: a part of airspace with determined dimensions in which activities are conducted or circumstances exist during a certain time period which are dangerous for air traffic;

4 42. general air traffic - GAT: air traffic conducted in accordance with ICAO rules and procedures and/or applicable national laws, which may include military flights when ICAO rules and procedures entirely conform to operational requirements for conducting such flights; 43. air traffic services ATS: general term indicating provision of flight information services, alerts, advisory air traffic control services or air traffic control services (regional control centre, approach control or aerodrome air traffic control); 44. operational air traffic - OAT: air traffic not conducted in accordance with rules and procedures for general air traffic (GAT), and for which the rules and procedures have been established separately, which may also include civil flights (for instance test flights requiring certain deviations from ICAO rules and procedures, in order to conform to operational requirements for conducting such flights); 45. base turn: turn of an aircraft in the stage of initial approach between the end of the outbound path and the beginning of the intermediate path or the final approach path; 46. hang glider: a single seater or two-seater aircraft without an engine: - with a semi-solid basic construction, usually controlled by the pilot shifting his/her body weight, which may show a constant capability of safe takeoff and landing in windless conditions, which may be carried, and with foot-launchable takeoff and landing possible solely with the pilot's own force; - with a solid basic construction, usually controlled by flexible aerodynamic surfaces in at least two axes, which may show a constant capability of safe takeoff and landing in windless conditions, and with foot-launchable takeoff and landing possible solely with the pilot's own force; - with a solid basic construction, usually controlled by flexible aerodynamic surfaces in at least two axes, which may not show a constant capability of safe takeoff and landing in windless conditions, and with foot-launchable takeoff and landing solely possible with the pilot's own force; 47. paraglider: a single seater or two-seater aircraft without an engine, without a solid basic construction, which may show a constant capability of safe takeoff and landing in windless conditions, navigated aerodynamically around all three axes with the left and right commands connected to outer wing edges, which may be carried and with foot-launchable takeoff and landing solely possible with the pilot's own force; 48. aircraft pilot: a person handling the aircraft operation system during a flight; 49. flight plan: certain information submitted to units providing air traffic services, referring to an intended flight or a part of an aircraft flight; 50. mountainous area: area with changing terrain profile where the terrain elevation differs for more than 3000 feet (900 m) at a distance of 18.5 km (10 NM); 51. special VFR flight: a VFR flight authorised within a controlled zone by an air traffic control unit in meteorological conditions below visual meteorological conditions; 52. holding procedure: pre-established manoeuvre with a purpose of keeping an aircraft within an airspace established pending further clearance; 53. instrument approach procedure: a range of pre-established aircraft manoeuvres with flight instruments, and with an established protection from obstacles starting from the initial approach fix or from the beginning of an established approach route to the point from which landing can be completed, or when landing has not been completed by the position on which obstacle clearance benchmarks are applied, for holding or route; 54. missed approach procedure: procedure implemented when the approach procedure continuation is no longer possible; 55. reversal procedure: a procedure which enables the change of heading for an aircraft during the initial approach segment in the instrument approach procedure. The sequence may consist of procedural or basic turns;

5 56. filed flight plan - FPL: flight plan as completed and submitted to the air traffic services reporting office by the aircraft pilot or his/her authorised representative without modifications that were made at a later time; 57. estimated elapsed time - EET: estimated time needed for flight between two significant points; 58. estimated time of arrival - ETA: for IFR flights this is the estimated arrival time to a position above a certain point established by a navigational aid from which the aircraft intends to begin the instrument approach procedure, or when such a device does not exist near an aerodrome, the time at which an aircraft will arrive to the position above an aerodrome. For VFR flights this is the estimated arrival time to the position above an aerodrome; 59. estimated off-block time - EOBT: estimated time during which an aircraft will begin movement regarding departure; 60. intermediate fix - IF: point indicating the end of the initial segment and the beginning of the intermediate segment; in area navigation this point is usually defined as a fly-by waypoint; 61. initial approach fix IAF: point indicating the beginning of the initial segment and the end of the inbound segment, if applicable; in area navigation this point is usually defined as a fly-by waypoint; 62. final approach fix - FAF: point indicating the end of the intersegment and the beginning of the final approach segment; in area navigation this point is usually defined as a fly-by waypoint; 63. transition level: the first lowest flight level above the transition altitude which may be used; 64. transition altitude: altitude on which or under which the vertical position of an aircraft is determined in relation to altitudes; 65. transition layer: airspace between the transition altitude and transition level; 66. circling approach: continuation of the instrument approach procedure enabling visual circling (around the aerodrome) before landing; 67. temporary segregated area - TSA: airspace of certain dimensions which is reserved during a certain period of time exclusively for military flights for reasons of air traffic safety; 68. track: vertical projection of the aircraft flight path on the ground, the heading of which in any point is usually expressed in degrees in relation to the magnetic north; 69. cruising level: level that an aircraft maintains during a significant part of a flight; 70. procedure turn: manoeuvre which begins with a turn deviating from the established track and continues with a turn in the opposite direction in order to enable the aircraft to merge into and continue flying in the direction opposite of the established track; 71. racetrack procedure: a procedure formed so as to enable the aircraft to decrease altitude during the initial approach segment and/or establish an inbound track in cases when the reversal procedure is not possible; 72. traffic advisory - TA: warning of the airborne collision avoidance system in an aircraft which indicates to the crew that a certain aircraft in their vicinity (the so-called "intruder") may be a potential danger; 73. cruise climb: a cruise flight technique by which the net increase in altitude is obtained by a decrease of the aircraft mass; 74. off-load route: an established route between certain points or areas proposed by the central air traffic flow management when delays are expected on the desired route or routes influenced by traffic orientation; 75. resolution advisory - RA: warning of the airborne collision avoidance system in an aircraft recommending the following to the flight crew: - a manoeuvre with the aim of creating a distance from all aircraft that represent a danger, or - restriction of the manoeuvre with the aim of maintaining the existing distance;

6 76. air traffic services route - ATS route: a route established to direct the traffic flow according to needs of the air traffic control, indicating the corridor, advisory route, controlled or uncontrolled route, standard outbound route, standard inbound route, standard area navigation route, conditional route etc.; 77. level: a general term referring to the vertical position of an airborne aircraft, indicating height, altitude or flight level; 78. flight level - FL: standard atmospheric pressure determined from a specific pressure value of hpa, separated from other such areas by certain pressure intervals; 79. signal area: area on an aerodrome used for positioning ground signals; 80. approach sequence: sequence based on which two or more aircraft have obtained approach clearance to land at an aerodrome; 81. heading: direction of the longitudinal aircraft axis indicated in degrees in relation to the magnetic north; 82. standard instrument departure SID: established IFR outbound route connecting a certain aerodrome or an certain aerodrome runway with a specific significant point from which the route segment of the flight begins, and which is usually located on an established ATS route; 83. flight status: code indicating whether an aircraft requires a special procedure when air traffic services are provided; 84. airborne collision avoidance system - ACAS: a system of instruments in an aircraft, functioning based on a SSR transponder signal independent from ground equipment, providing information to the pilot about possible conflicting situations with aircraft equipped with a SSR transponder; 85. missed approach point - MAPt: a point in the instrument approach procedure on which or before which the aircraft pilot must begin the prescribed missed approach procedure, so as to not exceed the minimum obstacle clearance; 86. repetitive flight plan - RPL: flight plan referring to a series of regular repetitive individual flights with identical basic characteristics, submitted by the operator to ATS units for filing and repetitive usage; 87. total estimated elapsed time - total EET: for IFR flights this is the estimated time needed from takeoff to arrival to a certain point established by a navigational aid, from which the aircraft plans to begin the instrument approach procedure, and when such an instrument does not exist in the vicinity of an aerodrome, the time of aircraft arrival above the destination aerodrome; for VFR flights this is the estimated time needed from takeoff to arrival above the destination aerodrome; 88. air traffic control instruction: is an air traffic control guideline issued by radiotelephone (RTF), requesting the pilot to undertake certain measures; 89. flight information service - FIS: a service established for the purposes of providing advice and information needed to ensure safe, regular and efficient flights; 90. alerting service: service conducted for the purposes of reporting to certain competent authorities and other persons about the aircraft in need of search and rescue assistance, and when necessary, providing support and help to these authorities or individuals during search and rescue for an aircraft; 91. restricted area: part of the airspace of the Republic of Croatia of determined dimensions, above a certain area, in which air traffic, during a certain time and under certain conditions, can not be conducted; 92. current flight plan - CPL: flight plan accepted by the air traffic services reporting office or an air traffic control unit, including all its amendments made during the flight, due to the issue of adequate clearances by the air traffic control; 93. VFR flight: flight conducted in accordance with visual flight rules (VFR);

7 94. ground visibility: visibility at an aerodrome established by an authorised observer or an automated system; 95. flight visibility: visibility from the cockpit in the direction of aircraft heading; 96. height: vertical distance of a level, point or object considered a point, measured from the established values (QFE altimeter positioning); 97. visual approach: aircraft approach during an IFR flight, in which a part of the entire instrument approach procedure is incomplete, and approach is conducted based on visibility of the ground; 98. visual meteorological conditions - VMC: meteorological conditions (visibility, distance from clouds and ceiling) equal or higher from the established minimum; 99. prohibited area: part of the airspace of the Republic of Croatia with established dimensions, in which air traffic is prohibited; 100. required navigation performance - RNP: statement on navigation performance necessary for operations in a certain airspace; 101. pilot-in-command - PIC: a person authorised to make the final decision, in charge of operating and servicing of aircraft during a flight and on the ground; 102. final approach: a segment of instrument approach beginning at an established fix or a final approach point if a final approach fix or point have not been established, beginning: 1. after the final procedure turn, base turn or inbound turn of the racetrack procedure, if established, has been completed, or 2. in the point in which an aircraft joins the last established path in the approach procedure, ending in the point located in the aerodrome vicinity from which landing or a missed approach procedure may begin; 103. aerodrome traffic zone - ATZ: airspace of certain dimensions determined around an aerodrome with the aim of protecting air traffic; 104. aircraft model: unmanned aerial vehicle, heavier than air, airworthy, developed and used specifically for sports purposes; 105. sports aircraft: aircraft with a crew, heavier than air with or without an engine (parachute, microlight aeroplane, paraglider, hang glider etc.). (2) Abbreviations used in this Ordinance shall have the following meanings: 1. ACAS Airborne collision avoidance system 2. ADF Automatic direction finding equipment 3. AFIL Flight plan filed in the air 4. AFIS Aerodrome flight information service 5. ATC Air traffic control 6. ATFM Air traffic flow management 7. CDA Continuous descent approach 8. CTOT Calculated takeoff time 9. DME Distance measuring equipment 10. EAT Expected approach time 11. ELT Emergency locator transmitter 12. EPNdB Effective perceived noise db 13. FAF Final approach fix 14. FAP - Final approach point 15. FAR Federal aviation regulations 16. FIR Flight information region 17. FIS Flight information service 18. FL Flight level 19. GND Ground 20. GP - Glide path

8 21. IAF Initial approach fix 22. IAS Indicated airspeed 23. IF Intermediate fix 24. IFR Instrument flight rules 25. ILS Instrument landing system 26. JAR - Joint aviation requirements 27. LLZ - Localizer 28. M Mach number 29. MAPt Missed approach point 30. MDA Minimum descent altitude 31. MDH Minimum descent height 32. MLS Microwave landing system 33. MSA Minimum sector altitude 34. MSL Mean sea level 35. MTOM Maximum takeoff mass 36. NDB Non-directional radio beacon 37. PAR - Precision approach radar 38. PIREP Pilot report 39. QDM Magnetic heading (zero wind) 40. QDR Magnetic bearing 41. QFE Atmospheric pressure at aerodrome elevation (or at runway threshold) 42. QNE Altimeter subscale set to hpa 43. QNH Altimeter subscale setting to obtain elevation when on the ground 44. QTE True bearing 45. RNAV Area navigation 46. RNP Required navigation performance 47. RPL Repetitive flight plan 48. RVSM Reduced vertical separation minimum of (300 m (1 000 ft) from and including FL 290 to and including FL 410) 49. SID Standard instrument departure 50. SIGMET Significant meteorological information 51. SRA Surveillance radar approach 52. SSR Secondary surveillance radar 53. TCAS Traffic alert and collision avoidance system 54. VFR Visual flight rules 55. VHF Very high frequency ( MHz) 56. VOR - Very high frequency omnidirectional radio range Basic rules of conduct in air traffic Article 3 (1) All participants in air traffic, whether aircraft crew, support staff or other professional staff, shall behave in a manner ensuring order and safety in air traffic, making sure that no person is endangered, suffers damages, is disrupted or disturbed more than is necessary in given circumstances. (2) Noise emitted by an aircraft shall not be higher than what is unavoidably necessary during proper operation or servicing of aircraft. (3) A person under the influence of alcohol or other narcotic substances, or a person in such a physical or mental condition that prevents him/her from fulfilling the task of an aircraft pilot or crew member, shall not operate an aircraft nor serve as a crew member.

9 (4) Provisions of Paragraph 3 of this Article shall apply accordingly to all other air traffic personnel. (5) For the purpose of this Ordinance it shall be considered that a person is under the influence of alcohol when the alcohol level in his/her system has been established by adequate instruments for measuring alcoholicity, corresponding to an amount higher than 0.2 g/kg, or 0.0 g/kg for military personnel. For the purpose of this Ordinance narcotic substances encompass substances influencing a person's physical or mental condition, resulting in a compromised proper and safe fulfilment of their task, which in turn compromises the safety of this person and the safety of persons this individual comes into contact with during the performance of his/her task. Pilot-in-command Article 4 (1) A pilot-in-command, appointed by the aircraft operator, shall be responsible for operating an aircraft in the air and on the ground. (2) If an aircraft operator does not appoint a pilot-in-command in accordance with provisions of Paragraph 1 of this Article, the pilot operating the aircraft from the seat of the pilot-incommand shall be considered as the pilot-in-command. When the pilot in-command seat has not been specially determined in the aircraft flight manual or in the instruction for aircraft usage, it shall be considered that the pilot-in-command seat is: 1. in aircraft, motor gliders and gliders where the seats are positioned next to one another the left seat, 2. in aircraft, motor gliders and gliders where the seats are positioned one behind the other the seat in which the pilot must seat during a solo flight, 3. in rotocopters - the right seat. (3) A flight instructor shall be considered as a pilot-in-command during training and test flights under his/her supervision, when another pilot-in-command has not been appointed. (4) Provisions stipulated herein regarding the rights, obligations and responsibilities of an aircraft pilot shall also apply to the pilot-in-command when provisions stipulated herein do not indicate otherwise, regardless of whether the aircraft is operated by the pilot-in-command or by another person. (5) Particularities regarding command of Croatian military aircraft shall be prescribed by a special regulation. Rights and responsibilities of a pilot-in-command Article 5 (1) The pilot-in-command shall have the authority to reach final decisions in regards to operating an aircraft. The pilot-in-command shall undertake all necessary measures to ensure safety during a flight, takeoff, landing and taxi. (2) The pilot-in-command shall observe all provisions of the Air Traffic Act, provisions stipulated herein and those of other regulations pertaining to flights and usage of an aircraft, he/she shall furthermore act in a manner consistent with clearances and instructions of the air traffic control unit, and shall observe provisions from regulations determining the provision of aerodrome flight information services as well as flight rules and procedures at uncontrolled aerodromes. Flight preparation Article 6

10 (1) During flight preparation the pilot-in-command must be familiar with all documentation and information of significance for a safe implementation of a planned flight, and shall check the capability and readiness of the aircraft and the aircraft crew, verify that the cargo transported is in a safe condition, that the maximum permissible aircraft mass is not exceeded, that the prescribed documents and log books are in the aircraft, as well as make sure that the necessary data regarding the flight has been entered into the journey log book, when the keeping of such journey log books has been prescribed. (2) When it is intended that a planned flight takes place away from the proximity of a departure aerodrome (cross-country flight), or before each flight according to instrument flight rules, the pilot-in-command must be informed to a sufficient level about the available meteorological reports and forecasts relevant for air traffic. Before a flight for which a mandatory submission of a flight plan has been prescribed, the pilot-in-command shall, in the most efficient manner, gather the pre-flight information from the air traffic services reporting office (ARO). (3) It shall be considered that a flight is taking place outside of the aerodrome vicinity when the pilot-in-command does not see or can not see other airborne aircraft in the aerodrome traffic circuit. (4) Particularities regarding flight preparation for Croatian military aircraft shall be prescribed by a special regulation. Flight rules application Article 7 (1) Aircraft flights shall be conducted according to provisions stipulated herein regulating general flight rules (Articles 19 to 52), visual flight rules (VFR) (Articles 53 to 60), instrument flight rules (IFR) (Articles 61 to 64) and in accordance with other requirements and procedures as established by provisions stipulated herein. (2) Flights according to visual flight rules (VFR) shall be permitted when visibility values, distance of the aircraft from clouds and the ceiling height necessary for the flight in question to take place, are equal or higher than the values established in Annex 6 herein. (3) In case of meteorological conditions from Paragraph 2 of this Article, the aircraft pilot may also fly according to instrument flight rules (IFR) when this has been indicated in the flight plan, when he/she is in possession of the proper permissions and if the aircraft has been equipped with the prescribed navigation, communication and other equipment. (4) Flights according to instrument flight rules (IFR) shall be mandatory when visibility values, distance of the aircraft from clouds and the ceiling height necessary for completing the flight in question are lower than the values established in Annex 6 herein. Flights according to visual flight rules (VFR) in such circumstances may be permitted only if the air traffic control unit has issued permission for conducting a special VFR flight according to provisions of Article 57 herein. (5) In appropriately classified airspaces flying at speeds higher than those specified in Annex 6 herein shall be prohibited except in cases of military aircraft which, due to their flight characteristics and features, are unable to maintain the specified minimum speeds in appropriately classified airspaces, with an obligation of reserving space in the class G airspace (restricted area). When this is possible due to traffic circumstances and the air traffic safety is not endangered, the air traffic control unit may permit, in a particular case, exceptions in regards to speed limits. (6) The scope of providing air traffic services in a controlled or uncontrolled airspace within the area of flight information shall be established based on airspace classification, all in accordance with Annex 5 herein.

11 Flights of sports aircraft, unmanned aerial vehicles, rockets and other flying objects Article 8 (1) Provisions stipulated herein shall apply to flights of sports aircraft and unmanned aerial vehicles, except when certain provisions, due to flight regularity features of these aerial vehicles, particularly due to exemptions from the obligation to possess an airworthiness certificate and the obligation of using an aerodrome, or due to a special means of flying a sports aircraft or inexistence of the crew, are not applicable. (2) In the Croatian airspace, an unmanned aerial vehicle shall be permitted to fly only in areas with flight restrictions. (3) Rockets and other flying objects which may endanger air traffic safety in the Croatian airspace may be launched for scientific, sports and other purposes, in the manner and under conditions established by provisions stipulated herein. (4) Particularities regarding the flight of Croatian military unmanned aerial vehicles shall be prescribed by a special regulation. Takeoffs and landings at a certain aerodrome Article 9 (1) Aircraft takeoffs and landings to and from a certain aerodrome shall not be permitted when procedures for safe takeoffs and landings to and from this aerodrome have not been established (for instance regulations for local traffic, noise abatement procedures, procedures during a flight, adequate additional aerodrome charts etc.). (2) Rules from Paragraph 1 of this Article for takeoff and landing of military aircraft shall be published in a special publication issued by the ministry authorized for defence. Aerodrome flight information service Article 10 (1) At uncontrolled aerodromes where aerodrome flight information services (AFIS) are available, these services shall be provided in accordance with prescribed requirements by a professional person appointed by the aerodrome operator (hereinafter: AFIS professional). (2) For the purpose of air traffic safety, the AFIS professional shall directly cooperate with the closest air traffic control unit in the manner prescribed. Flight preparation, required documents and registration markings check Article 11 (1) Upon request of the competent aircraft inspector, a civil aircraft pilot must provide evidence to the fact that he/she has properly prepared the flight, while aircraft personnel must file for inspection the prescribed aircraft documents and registers referring to the aircraft crew and the aircraft. (2) Croatian and foreign aircraft must bear clear and well visible registration markings, ensuring their detection and recognition during a flight. Documents prescribed in the state where the aircraft was registered for flights in international air traffic must be on board the aircraft, particularly the registration certificate, airworthiness certificate and proof of mandatory insurance in case the aircraft are not state-owned. Radiotelephone communication Article 12

12 (1) In order to conduct uniform, quick and unambiguous radiotelephone communication, the aircraft pilot and the air traffic control unit or the AFIS professional must use the prescribed standardised international phrases and abbreviations in English, or those in the Croatian language, in accordance with provisions of Article 116 of the Air Traffic Act. (2) Procedures, phrases, terms and abbreviations for the radiotelephone communication from Paragraph 1 of this Article shall be established by HKZP. (3) In cases stipulated in Annex 6 herein, the aircraft pilot must at all times be on the receiving end on the frequency of the air traffic control unit, and if necessary establish radiotelephone communication with the air traffic control unit. Signals and signs Article 13 (1) During flights in the Croatian airspace all civil and military aircraft must use the prescribed signals and signs in accordance with provisions of Annex 2 herein. (2) When an aircraft pilot notices or receives signals and signs from Paragraph 1 of this Article, he/she shall undertake measures stipulated by provisions of Annex 2 herein. (3) Signals and signs from Paragraph 1 of this Article shall be applied exclusively for the purposes prescribed. Other signals and signs which could be confused with the ones above shall not be used. (4) If radio communication is already in place, clearances and/or instructions of the air traffic control unit, i.e. advice and information provided within the scope of aerodrome flight information services shall have priority over light and ground signals and signs. This provision shall not apply to signals from Annex 2, Article 5, Paragraph 1, Item 6 herein. Interception signals and signs Article 14 (1) When a civil aircraft pilot intercepted by a military aircraft notices signals and signs established by provisions stipulated in this Article and provisions of Annex 3 herein, he/she must, without delay, undertake measures prescribed by these provisions. (2) A pilot of a civil aircraft intercepted in the Croatian airspace shall: 1. follow the instructions of the intercepting aircraft which correspond to signals established in Annex 3, Paragraph 1, Items 1a to 1c herein, or shall send signals in a manner established in Annex 3, Paragraph 1, Items 2a to 2c herein, 2. inform the air traffic control unit about the interception, when possible, 3. try to establish radio communication with the intercepting aircraft or competent authority for aircraft guidance transmitting a general call on the emergency frequency (121.5 MHz and/or 243 MHz), by indicating its call sign, aircraft position and type of flight, and 4. adjust the SSR transponder to mode A, code 7700 unless having received other instructions from the air traffic control unit. (3) If any instruction received by radio communication from the ground is contradictory to instructions or signals of the intercepting aircraft, the aircraft pilot must follow instructions of the intercepting aircraft and without delay obtain an explanation regarding the conflict of instructions. (4) If communication with the intercepting aircraft during radio communication is not possible in the same language, an attempt to exchange essential information must be made, as well as confirmation of the instructions received, by using the following phrases along with the proper pronunciation. Each phrase must be transmitted twice. 1. Phrases used by the intercepting aircraft:

13 Phrase Pronunciation Meaning CALL SIGN KOL SAJN What is your call sign? FOLLOW FOL OU Follow me! DESCEND DI SEND Begin descent for landing! YOU LAND JU LEND Land on this aerodrome! PROCEED PRO SID Continue with the flight! 2. Phrases used by the intercepted aircraft: Phrase Pronunciation Meaning CALL SIGN KOL SAJN My call sign is WILCO CAN NOT VIL KO CAN NOT Received, will comply with the instruction! Impossible to follow the instruction! REPEAT RI PIT Repeat your instruction! AM LOST AM LOST Position unknown! MAYDAY MEJ DEJ In distress! HIJACK HAJ DŽEK I have been hijacked! LAND (aerodrome name) LEND Request to land at (aerodrome name)! DESCEND DI SEND Requesting descent! (5) Phrases printed in bold must be emphasised. Due to circumstances, usage of the phrase "HIJACK" may be impossible to use, in which case it is not recommended. The aircraft pilot must indicate the call sign of the aircraft used in radio communication with the air traffic control, which corresponds to the registration marking of the aircraft indicated in the flight plan. (6) In the course of interception, the pilot of the intercepting aircraft equipped with a SSR transponder must act in accordance with provision of Article 112, Paragraph 6 herein. Prohibited and restricted areas Article 15 (1) Flights through prohibited areas (prohibited area P) are forbidden.

14 (2) Restricted areas are areas where flights are restricted (restricted area R), temporary segregated areas (TSA) and danger areas (D). Restricted areas are also areas established for the purpose of early identification of aircraft in order to protect the sovereignty of the Republic of Croatia. (3) Flights of aircraft in the area established for the purpose of early aircraft identification in order to protect the sovereignty of the Republic of Croatia shall be conducted on the basis of a special regulation. Flights in restricted and temporary segregated areas Article 16 (1) Flights shall be permitted in restricted and temporary segregated areas if: 1. this is possible due to the conditions under which such an area has been established, 2. the air traffic control unit has issued clearance for a flight through a certain area in a particular case or in general, 3. in case of a military aircraft on a special mission of the ministry in charge of defence, this ministry has issued permission for flying in a certain area, or 4. in case of flights conducted for the purpose of search and rescue or provision of emergency medical evacuation, flying through such an area has been previously agreed between the authority in charge of search and rescue and the authority authorised to act in this area. (2) During the period in which a restricted or temporary segregated area is active, the air traffic control unit may issue clearance for a flight in this area to an IFR flight, if no activity is ongoing in this area at the time. Permission in a restricted or temporary segregated area to a VFR flight shall be issued upon a pilot's request. Flights in danger areas Article 17 (1) Flights in danger areas must be avoided by aircraft pilots, and prior to entering a danger area he/she shall establish communication with the air traffic control unit. (2) During the time when a danger area is active, but no activity is ongoing in it at the time, the air traffic control unit shall issue clearance or instructions for a flight in this area to an IFR flight without a special request by the pilot, and to a VFR flight only upon special request of the pilot. Units of measure and abbreviations Article 18 (1) In air traffic, time is measured and determined by applying the Universal Time Coordinated (UTC). (2) The applied reference geodetic system for determining locations in air traffic is the World Geodetic System (WGS) 84. (3) During a flight the following units of measure shall apply to: 1. navigation - nautical mile (NM) and tenths; 2. shorter distances (up to 4000 m), primarily for measuring distances at aerodromes; - meter (m); 3. altitude and height - foot (ft); 4. elevation foot (ft);

15 5. level speed, including wind speed - knot (kt); 6. vertical speed - foot per minute (ft/min); 7. direction of wind during takeoff and landing degree ( ) towards the magnetic north; 8. wind direction degree ( ) towards the geographic north; 9. flight visibility, ground visibility and runway visibility - kilometre or meter (km or m); 10. atmospheric pressure for setting the barometric altimeter hectopascal (hpa); 11. temperature - degree Celsius ( C); 12. mass or weight - ton (t) or kilogram (kg). (4) Upon request of the aircraft pilot, inch Hg or mm Hg may be used as a unit of measure for measuring atmospheric pressure for the purpose of positioning a barometric altimeter. (5) By way of derogation from Paragraph 3 of this Article, other units of measure may be used for Croatian military aircraft. Part Two COMMON PROVISIONS ON RULES OF THE AIR Title 1 GENERAL RULES OF THE AIR Section 1 GENERAL PROVISIONS Minimum safe height Article 19 (1) Flying below the minimum safe height shall only be permitted during takeoff and landing. (2) The minimum safe height is a height ensuring that in case of an emergency landing the population is not affected by unusual and unnecessary noise by the aircraft, or that there is no unnecessary danger to persons and objects on the ground or on water. (3) Above cities, other densely populated areas and groups of people, the minimum safe height shall not be lower than 1000 feet above the highest obstacle in a radius of 600 m from the position of the aircraft, and in all other cases 500 feet above ground or water. (4) When this is necessary due to the type of flight, and when it is reasonably assumed that there is no danger to persons and objects on the ground: - manned free balloons may fly above the height of 1000 feet from Paragraph 3 of this Article, - manned free balloons, gliders, hang gliders and paragliders may fly below the height of 500 feet from Paragraph 3 of this Article. (5) Flying below bridges and similar objects as well as under power transmission lines and antennas shall be prohibited unless permission has previously been obtained for this from the Ministry, as stipulated by provisions herein. (6) By way of derogation from Paragraph 3 of this Article, the Ministry may permit flights on heights lower than prescribed for special purposes flights, provided that this is necessary for

16 completing tasks and activities, where such a flight poses no danger to persons or objects on the ground. (7) Provisions of Paragraph 3 of this Article shall not apply to flights for special activities in accordance with provisions of Article 18 of the Air Traffic Act, sweep flights of Croatian military aircraft, police force flights, flights for the purpose of providing emergency medical assistance and flights for the purpose of aircraft search and rescue. (8) By way of derogation from Paragraph 3 of this Article, the Ministry may determine, in a particular case, heights higher than those stipulated by provisions of Paragraph 3 of this Article above cities, other densely populated areas and groups of people. (9) By way of derogation from Paragraph 3 of this Article, the ministry in charge of defence may permit flying on heights lower than prescribed for flights of the Croatian military aircraft not encompassed by provision of Paragraph 7 of this Article. Release of objects or other substances from an airborne aircraft Article 20 (1) Release or dispersion of objects or other substances from an airborne aircraft shall be prohibited, unless prior permission has been received from the Ministry. (2) By way of derogation from provision of Paragraph 1 of this Article, ballasts in the form of a non-harmful fluid or fine sand, fuel, haulage ropes, advertisements and similar objects may be released from an airborne aircraft, when this is in the interest of aircraft safety or protection of life and health of persons on board the aircraft, and if released or dispersed in places where there is no danger to persons or objects on the ground. (3) Release of fuel from an aircraft shall not take place on levels lower than 5000 feet in the case of kerosene release, or 2000 feet in case of gasoline release. (4) Release or dispersion of objects or other substances from airborne Croatian military aircraft shall be prescribed by a special regulation. Acrobatic flights Article 21 (1) Acrobatic flights may take place only in visual meteorological conditions, upon exclusive agreement of all persons on board. Acrobatic flights with sports aircraft shall be permitted when this is anticipated by the usage instructions issued by the manufacturer of this aerial vehicle. (2) Acrobatic flights on heights lower than 1500 feet, above cities and other densely populated areas, as well as above groups of people and airports where public air traffic is ongoing, shall be prohibited. The Ministry may, upon request, permit exceptions in a particular case. (3) For acrobatic flights in the vicinity of an uncontrolled aerodrome, in addition to clearance of the air traffic control unit, consent of the AFIS professional is also necessary, when aerodrome flight information services are available at this aerodrome. (4) Particularities regarding acrobatic flights of the Croatian military aircraft shall be prescribed by a special regulation. Formation flights Article 22 (1) Agreement of all pilots participating in formation flights shall be necessary for a formation flight. One formation flight in a controlled airspace may consist of a maximum of 5 aircraft. (2) When issuing air traffic control clearances and applying separation procedures, the air traffic control unit shall consider the aircraft participating in formation flights as one aircraft.

17 The formation leader and pilots participating in formation flights shall be responsible for maintaining the necessary safe distance between them within the formation, as well as during manoeuvring for the purposes of creating and separating the formation. (3) During a formation flight in a controlled airspace, all aircraft pilots in the formation must maintain a horizontal distance of a maximum 0.5 NM and a vertical distance to a maximum of 100 feet from the formation leader aircraft. When flights at longer distances are planned, clearance must be obtained from the air traffic control unit for separating the formation and for applying individual separation. (4) Aerodrome traffic zones (ATS) and controlled zones (CTR) must be avoided during formation flights unless landing is intended within them in accordance with provision of Article 38, Paragraph 1, Item 13 herein. (5) All aircraft in the formation must be equipped with the prescribed communication and navigation equipment. During a formation flight, radiotelephone communication with the air traffic control unit in accordance with provisions of Article 2, Paragraph 3 herein shall be conducted by the formation leader, while other aircraft must be on the receiving end (continuous reception) on the same frequency. Only the formation leader shall adjust the SSR transponder to the adequate assigned or prescribed code. (6) If the leader loses orientation during a formation flight, procedures stipulated in provisions of Article 164, Paragraphs 2 and 3 herein shall apply. (7) Formation flights of the Croatian military aircraft shall be prescribed by a special regulation. Haulage and advertisement flights Article 23 (1) Advertisement flights, during which objects are hauled by an aircraft shall be permitted only upon permission of the Ministry. Permission shall be issued exclusively if: 1. the aircraft pilot is in possession of a prescribed haulage authorisation, 2. the aircraft is equipped with a calibrated barograph for recording heights during a flight, 3. not more than three (3) aircraft participate in the formation flight, where the distance between objects hauled by the aircraft in front and the aircraft behind, as well as between the aircraft in question must be at least 200 feet (60 m), and 4. the liability insurance of the aircraft operator from damages incurred to third persons exclusively includes object hauling. (2) Provisions of Paragraph 1 of this Article shall apply accordingly to object hauling for all other purposes. Provision of Paragraph 1, Item 2 shall not apply to airborne activities when a helicopter is used for this purpose. (3) By way of derogation from provisions of Paragraph 1 of this Article, permission is not necessary for hauling gliders and hang gliders on the condition that the pilot is in possession of a prescribed haulage authorisation. (4) By way of derogation from Article 19 herein, advertisement flights may take place on heights of at least 1000 feet above the highest obstacle in a radius of 600 m. Above cities, other densely populated areas and groups of people, advertisement flights may be conducted on the height of at least 2000 feet above the highest obstacle in a radius of 600 m. In these areas exclusively the aircraft conforming to stricter aircraft noise abatement requirements must be used, in accordance with regulations. Advertisement flights within controlled zones and class C airspace may take place only upon prior permission of the air traffic control unit. (5) The Ministry may prescribe special time limits for advertisement flights. (6) Permission from Paragraph 1 of this Article shall not be necessary for advertisement flights where the message is indicated only on the aircraft. (7) Advertisement flights using acoustic instruments shall be prohibited.

18 (8) Haulage flights of the Croatian military aircraft shall be prescribed by a special regulation. Flights at supersonic speeds Article 24 (1) Civil aircraft flights at supersonic speeds shall be prohibited in the Croatian airspace. (2) Military aircraft flights at supersonic speeds shall be permitted in the Croatian airspace at flight levels higher than feet. (3) By way of derogation from Paragraphs 1 and 2 of this Article, the Ministry may permit exceptions from the prohibition prescribed, only if it has been fully ensured that the breaking of the sound barrier will not be noticed from the ground. (4) Permission from Paragraph 3 of this Article, pertaining to supersonic flights of civil aircraft may be issued on the basis of determined conditions, limitations and time frame. Specific levels and routes must also be prescribed in this case, and when takeoffs and landings have been planned within the territory of the Republic of Croatia, specific aerodromes as well. (5) Individual test flights at supersonic speeds may be permitted for the purpose of proving that the breaking of the sound barrier will not be noticed from the ground, and if the aircraft operator provides evidence of liability insurance for damages caused to third parties. Glider and sports aircraft flights in the clouds Article 25 (1) When air traffic safety can be maintained by adequate measures, the air traffic control unit may permit glider flights in the clouds. The air traffic control unit clearance may be conditioned by having the appropriate communication and navigation equipment, by traffic conditions and other reasons, when it is reasonably assumed that such a flight could endanger air traffic safety. (2) Glider flights in dangerous clouds (cumulonimbus) shall be permitted if this has been anticipated by the usage instructions issued by the glider manufacturer. (3) Two or more gliders may fly in the same cloud, when radio communication exists between them at all times, and if the vertical distance between two gliders is at least 500 feet (150 m). Vertical distance shall be ensured by the exchange of information and agreement between the glider pilots at all times by way of radio communication. (4) Flights of sports aircraft in the clouds shall be prohibited. (5) Conditions for issuing permission from Paragraph 1 of this Article shall be determined by the HKZP. Cross-country landings and takeoffs of aircraft, rotocopters, airships motor gliders, microlight aeroplanes and gliders Article 26 (1) Cross-country landings and takeoffs of aircraft, rotocopters, airships, motor gliders, microlight aeroplanes and gliders shall be possible only upon permission of the Ministry, in accordance with provisions stipulated herein. (2) The Ministry may request from the applicant proof of consent issued by the owner or other users of the property where cross-country landings and takeoffs are to take place. (3) By way of derogation from provision of Paragraph 1 of this Article, permission is not necessary for cross-country landings of motor gliders and gliders during cross-country flights. (4) Cross-country landings and takeoffs of Croatian military aircraft shall be prescribed by a special regulation.

19 Balloon flights and usage of tied balloons, kites and man-carrying parachute kites Article 27 (1) Cross-country landings and takeoffs of manned free balloons can only take place upon prior permission of the Ministry. (2) Usage of tied balloons shall be permitted only upon prior permission of the Ministry. (3) Permission from Paragraph 3 of this Article shall be necessary for using kites and mancarrying parachute kites if the rope they are tied to is longer than 300 feet. Flying kites or flying man-carrying parachute kites shall be prohibited outside of the airport areas (areas with construction restrictions), as well as in distances smaller than 3 km from the limits of air landing grounds and airfields. (4) The Ministry may permit exceptions from provisions of Paragraphs 2 and 3 of this Article. (5) Rope of tied balloon and kites, the usage of which requires permission, must be noticeably marked at distances of 100 m each, by red and white flags during daytime and red and white lights at night, so that it is visible to aircraft from all directions. Cross-country landings and takeoffs of hang gliders, paragliders and cross-country parachute jumps Article 28 (1) Cross-country landings and takeoffs of hang gliders and paragliders shall be permitted only upon permission of the Ministry, which encompasses takeoffs of hang gliders and paragliders by haulage. The Ministry may request from the applicant proof of consent issued by the owner or other users of the property where cross-country landings and takeoffs are to take place. (2) Cross-country landings of hang gliders and paragliders during cross-country flights shall be permitted without permission from the Ministry. (3) Provisions of Paragraph 3 of this Article shall apply accordingly to cross-country parachute jumps. Flying aircraft models and other remotely controlled or uncontrolled flying objects Article 29 (1) Aircraft models propelled by an internal combustion engine shall be permitted to fly at a distance smaller than 1.5 km from residential areas only upon permission of the Ministry. Permission is also necessary for aircraft models of all kinds flying at distances smaller than 1.5 km from aerodrome limits. Aircraft models of all kinds may be flown at aerodromes only in accordance with instructions of an aerodrome operator. (2) Flying rocket propelled aircraft models and remotely controlled or uncontrolled selfpropelled flying objects shall be permitted only upon permission of the Ministry. Permission may be issued to professionally qualified persons for each particular case or as a general permission. (3) Permission from Paragraph 2 of this Article shall not be necessary for: 1. launching signal rockets used for the purpose of saving lives and/or property, 2. firing pyrotechnical devices in which the combustible mass (propulsive and actual charge) amounts to 20 g or less, when the air traffic safety is not directly endangered, with the exception of firing pyrotechnical objects at distances smaller than 1.5 km from aerodrome limits during aerodrome working hours, 3. flying rocket propelled aircraft models and flying objects, in which the propelling fuel mass amounts to 20 g or less. (4) A request for issuing the permission from Paragraph 2 of this Article must contain:

20 1. the number of planned flights, 2. a description of the aircraft model or flying object with information about the mass, takeoff mass and engine power or propelling fuel, 3. type of controls, 4. flight area and landing/touchdown area, 5. time the flight starts and its duration, 6. expected flight peak in case of flying objects, 7. proof of liability insurance by the operator for damages caused to third persons. (5) For flying aircraft models the total mass of which is less than 5 kg, and which are not rocket propelled, permission of the Ministry shall not be necessary. (6) Flights of Croatian military aircraft models and other remotely controlled and uncontrolled flying objects shall be prescribed by a special regulation. Special usage of controlled airspace Article 30 (1) During special usage of the controlled airspace, prior permission must be obtained from the HKZP for: 1. parachute jumps and release of objects by parachutes, 2. flying aircraft models and other self-propelled remotely controlled or uncontrolled flying objects, 3. flights of free unmanned balloons, where the total mass of the balloon canopy and ballast is more than 0.5 kg, as well as for flights of tied free unmanned balloons and formation flights of free unmanned balloons, and for 4. flights of microlight aeroplanes, paragliders and hang gliders. (2) The person responsible for obtaining permission from HKZP is: 1. the aircraft pilot or authorised person in charge, or the organiser of the planned activity, in case stipulated by Paragraph 1, Items 1 and 4 of this Article, 2. the operator of the aircraft model or another flying object or an authorised person in charge or organizer of the planned activity in case stipulated by Paragraph 1, Items 1 and 4 of this Article, 3. the person handling the balloon for flights of free unmanned balloons, and the organizer for flights of tied free unmanned balloons and formation flights of balloons in case stipulated by Paragraph 1, Item 3 of this Article. (3) Conditions for issuing permission from Paragraph 1 of this Article shall be determined by the HKZP. Section 2 COLLISION AVOIDANCE AND RIGHT OF WAY Collision avoidance Article 31 (1) In order to avoid collision, the aircraft pilot must at all times maintain the adequate distance from other aircraft, vehicles and obstacles. (2) Except during takeoff and landing, the distance of at least 500 feel (150 m) from certain objects or other obstacles must be maintained. Provisions of Article 19, Paragraphs 1 to 3 herein regarding the minimum safe height must be applied. (3) Provisions of Paragraph 2 of this Article shall not apply to gliders, hang gliders, paragliders and free balloons with a crew, whereas the Ministry may permit exceptions in a particular case for other aircraft.

21 (4) Provisions of Paragraphs 1 and 2 regarding the pilot's obligations shall apply also in case the flight takes place in an airspace in which the air traffic control operates. Basis for applying the right of way Article 32 (1) Aircraft approaching one another head-on while airborne must, if danger of collision exists, avoid it by turning right. (2) An aircraft must avoid another aircraft with a visibly reduced manoeuvring capability. (3) When applying the right of way, motor gliders the engine of which is not being used shall be considered as gliders, microlight aeroplanes shall be considered as motor gliders, and paragliders and hang gliders as gliders. (4) An aircraft pilot who, in accordance with provisions on collision avoidance or the right of way, shall have the right of way in relation to other aircraft, shall maintain the heading, level and speed until the danger of collision has passed, and if necessary shall undertake the measures needed to avoid the possibility of collision. (5) Provisions regarding the right of way shall not relieve aircraft pilots participating in an event from their duty to avoid collision, including manoeuvres to avoid collision based on information obtained from the airborne collision avoidance system (ACAS). The aircraft pilot who, in accordance with provisions on collision avoidance or rules on the right of way, in order to avoid another aircraft or its flight path, changes the aircraft heading, shall be permitted to overfly above, below of in front of another aircraft only at such a distance which excludes danger to or interference with this aircraft. Right of way rules Article 33 (1) When headings of two aircraft intersect at approximately the same height, the aircraft coming from the left must apply the avoidance procedure. The intersecting of headings of two aircraft shall mean that an aircraft is intersecting the heading of another aircraft at an angle of 70 to 160 degrees. (2) By way of derogation from provision of Paragraph 1 of this Article, the avoidance procedure must be applied at all times by: 1. aircraft heavier than air, engine-propelled in regards to airships, gliders, hang gliders, paragliders and balloons, 2. airships in regards to gliders, hang gliders, paragliders and balloons, 3. gliders, hang gliders and paragliders in relation to balloons, 4. engine-propelled aircraft in relation to aircraft hauling other aircraft or objects. (3) When overtaking, an aircraft overtaking another must avoid the flight path of another aircraft by changing the heading to the right, even during climb or descent. An aircraft overtakes another aircraft when it is approaching from behind with a heading that, in relation to the heading of the aircraft in front of it, forms an angle of less than 70 o. At nighttime, this relation between headings shall be considered as determined when the prescribed red and green lights of the aircraft position lights are not visible (Annex 1, Article 2, Paragraph 1, Items 1 and 2 herein). Right of way rules during approach for landing Article 34 (1) Aircraft in final approach for landing and landing aircraft shall have the right of way in relation to other aircraft.

22 (2) When several aircraft heavier than air simultaneously approach a landing aerodrome, the aircraft at a higher position shall avoid the aircraft at a lower height. Engine-propelled aircraft heavier than air shall avoid other aircraft at all times. (3) An aircraft at a lower height shall not intersect with the flight path of another aircraft in final approach or overtake it. Right of way during taxi at manoeuvring areas Article 35 (1) Movement of an aircraft with its own engine on the ground shall be permitted on the manoeuvring areas of an aerodrome on the condition that the aircraft is operated by a person authorised for flying aircraft, and that consent from the AFIS professional or clearance from the air traffic control unit, respectively, has been received. (2) A vehicle hauling or pushing an aircraft at manoeuvring aerodrome areas shall have the right of way in relation to a taxiing aircraft and other vehicles. A taxiing aircraft shall have the right of way in relation to vehicles not hauling or pushing an aircraft. (3) Aircraft propelled on their own shall have the right of way when taxiing at aerodromes over vehicles and pedestrians. (4) A taxiing aircraft at the manoeuvring aerodrome area must avoid an aircraft taking off or intending to take off. An aircraft may take off only once the danger of a collision no longer exists. (5) If danger of collision exists between two aircraft approaching one another on the aerodrome manoeuvring area, they must apply the collision avoidance procedure as follows: 1. aircraft with opposite headings or approximately opposite headings shall stop or avoid collision by turning right, or 2. in case of aircraft whose directions of movement intersect, the aircraft coming from the left shall apply the avoidance procedure, or 3. in case one aircraft overtakes another, the overtaking aircraft must avoid the heading of the other aircraft by changing the heading to the right. Right of way when moving on water Article 36 (1) If two aircraft or an aircraft and a vessel are approaching one another on water, and danger of collision exists, each aircraft must carefully take into consideration the circumstances and act in accordance with manoeuvring capabilities of the craft. In a particular case the following shall apply: 1. if an aircraft is being approached from the right by another aircraft or vessel where their headings intersect, the craft on the right shall have the right of way, 2. if an aircraft is approaching another aircraft or vessel with the opposite or approximately opposite heading, it must turn right and maintain adequate distance, 3. an aircraft or vessel being overtaken shall have the right of way; the overtaking aircraft must maintain adequate distance, 4. aircraft taking off or landing on water surfaces must maintain such a distance from the vessel that excludes any danger of collision and does not interfere with vessel movement. (2) Annex B to the final act of the international conference on safety of life at sea The Rules of the Road at Sea and special regulations shall apply accordingly to the right of way, movement and procedures of aircraft moving on water. Section 3 PROVISIONS ON AERODROME TRAFFIC

23 Rules for conducting aerodrome traffic Article 37 (1) Aerodrome traffic consists of aircraft traffic located in the aerodrome traffic circuit, entering or leaving it, as well as of overall traffic on manoeuvring areas. A manoeuvring area encompasses runways and other parts of an aerodrome designed for takeoffs and landings, including surrounding belts and taxiways, and other parts of an aerodrome intended for taxiing, with the exception of apron. (2) Aerodrome traffic shall be conducted in accordance with provisions of Article 81, Paragraph 3 and Article 111 of the Air Traffic Act. (3) For aerodrome traffic at aerodromes used exclusively for flying sports aircraft or aircraft models, provisions of Paragraphs 2 and 4 of this Article shall apply accordingly. (4) For simultaneous aerodrome traffic of sports aircraft, aircraft models and other aircraft, consent of the AFIS professionals shall be required. Flights at an aerodrome and its vicinity Article 38 (1) A pilot operating an aircraft at an aerodrome or its vicinity shall: 1. comply with valid regulations on rules of the air at an aerodrome or its vicinity, particularly special rules and procedures for conducting aerodrome traffic, in accordance with provisions of Article 37 herein, 2. comply with advice and information provided by the AFIS professional, if the flight information centre and instructions by the aerodrome operator are available at this aerodrome, 3. observe the aerodrome traffic in order to avoid collision, 4. merge into the traffic flow, or clearly move away from it, 5. during approach for landing and after takeoff, in the aerodrome traffic circuit, conduct heading changes by left turns if it has not been specified otherwise, 6. land and take off with a headwind unless this is not possible due to reasons pertaining to air traffic safety, runway positions or other location reasons, 7. act in accordance with clearances and instructions issued by radiotelephone communication, clearances and instructions provided by light and ground signals, as well as in accordance with signs and markings, 8. during taxi cut across a runway as much as possible at an 90 degree angle, only when no other aircraft is in the position of approach for landing or takeoff, 9. leave the runway as quickly as possible after landing, 10. land to the right of the landing sign "T" unless specified otherwise, 11. following takeoff, climb at the maximum angle possible, by taking into consideration the operational and technical capability of an aircraft and air traffic safety, 12. following a missed approach, act in accordance with provision of Item 11, 13. avoid the aerodrome traffic zone (ATZ) and the controlled zone (CTR) if landing is not intended within it. (2) In an emergency due to reasons of air traffic safety or other significant reasons, the AFIS professional, if aerodrome flight information services are available at this aerodrome, may allow exclusions from provisions of Paragraph 1 of this Article in a particular case, when this does not endanger air traffic safety. Flights at uncontrolled aerodromes where aerodrome flight information services are not available, and in their vicinity

24 Article 39 (1) A pilot operating an aircraft at an uncontrolled aerodrome where the aerodrome flight information services are not available, and in its vicinity, shall act in accordance with provisions of Article 38, Paragraphs 1, 3, 4, 5, 6, 8, 9, 10, 11 and 12, and: 1. five minutes prior to entering the aerodrome traffic zone, shall transmit in the blind on an established frequency, the following content: - name of the aerodrome for which the message is intended, - registration marking and type of aircraft, - current position and height, and - its intention; 2. when flying in the aerodrome traffic zone, shall constantly be at the receiving end on an established frequency; 3. if he/she intends to land, shall merge into a certain aerodrome traffic circuit at a specific height: - in the tailwind position for the runway being used, or - at any position if there is no other traffic, or - at a position traffic participants establish between themselves; 4. at the apron before takeoff, shall transmit in the blind a message on an established frequency, with the following contents: - name of the aerodrome for which the message is intended, - registration marking and type of aircraft, - indication of the flight, - planned takeoff runway, and - intention or destination. (2) Traffic in the aerodrome traffic circuit shall have the right of way over traffic merging into it. Traffic in the final leg shall always have the right of way over other traffic, except in cases of emergency. (3) If traffic already exists in the aerodrome traffic circuit, the direction of landing and takeoff shall be determined in relation to this traffic, and shall be mandatory for all aircraft merging into it or intending to take off. Traffic participants may decide otherwise. (4) A pilot of an aircraft not equipped with a radio station shall have the obligation to comply with provisions of this Article, with the exception of those provisions pertaining to the usage of a radio station. Flights at an uncontrolled aerodrome Article 40 (1) A pilot operating an aircraft at a controlled aerodrome or its vicinity shall: 1. act in accordance with provisions of Article 38 herein, 2. continuously be at the receiving end on the assigned frequency of the air traffic control unit, unless the aircraft is under authority of another air traffic control unit; when radiotelephone communication is not possible, the aircraft pilot shall act in accordance with clearances, instructions and information received from light and ground signals and signs, 3. by radiotelephone frequency or with help of signs, he/she shall obtain prior clearance for all movements being an introduction to taxi, takeoff and landing or in relation to these activities, 4. follow signals and signs of the aerodrome operator for movement on the apron or aerodrome areas for parking aircraft.

25 (2) At a controlled aerodrome, the aerodrome control tower shall be authorised for permitting exceptions from provision of Article 38, Paragraph 1 herein, for the purpose of Article 38, Paragraph 2 herein. (3) Pedestrian and vehicle traffic on the manoeuvring areas of a controlled aerodrome shall be permitted only upon clearance of the aerodrome air traffic control unit. Clearances and/or instructions pertaining to the aerodrome traffic safety, issued by the air traffic control must be complied with, regardless of whether they were issued in writing, orally, by radio, light signals or signs. (4) VFR flights in controlled zones shall be permitted only upon prior permission of the air traffic control unit. Starting and testing the aircraft engine Article 41 (1) Aircraft engines may be started only when an authorised person is located in the pilot's seat, and this poses no danger to any other person. An engine may be turned on when the aircraft is at rest only if the landing gear has been adequately secured. (2) Engine test and taxi from the hangar shall be conducted in a manner ensuring that objects, other aircraft or vehicles are not exposed to a stronger air current and that no person can get injured. (3) Lingering in front of an aircraft with its engine turned on or at an unsafe distance shall be prohibited. Section 4 AIRCRAFT PROVISIONS 1. GENERAL PROVISIONS Training flights in simulated instrument meteorological conditions Article 42 An aircraft may fly in simulated instrument meteorological conditions, only when it has been equipped with a double operating system, and when the other aircraft pilot, in possession of a valid type authorisation, operates the other wheel. In this case the other pilot must observe the airspace, and if necessary, may use the services of a professional observer, also on board the aircraft, and with whom he/she is connected by way of radio communication. Mandatory lights on the aircraft Article 43 (1) From sundown to sunrise and during usage, aircraft must use mandatory lights in accordance with provisions of Annex 1 herein. Aircraft shall not use lights which could be confused with mandatory lights. (2) The aircraft operator or pilot, when this is necessary for reasons of air traffic safety, must mark an unused aircraft with lights as stipulated by provisions of Annex 1 herein or other lights. (3) The anti-collision light on the aircraft must be used during the daytime and at night, except when exceptions to this rule have been stipulated by provisions of Annex 1 herein.

26 (4) Aircraft which are not self-propelled taxiing on aerodromes and Croatian military aircraft may be marked by other lights. Provisions of Paragraphs 1 to 3 of this Article shall not apply in case of such marking. Mandatory lights on the aircraft on water Article 44 (1) Aircraft on water, between sunset and sunrise, must use mandatory lights in accordance with provisions of Annex 1 herein, except if located in an area where lights are not compulsory for vessels. Aircraft shall not use lights which could be confused with mandatory lights. (2) Provision of Article 36, Paragraph 2 herein shall also apply to the usage of mandatory lights of aircraft moving on water. 2. AIRCRAFT COMMUNICATION AND NAVIGATION EQUIPMENT Obligation in regards to the prescribed communication and navigation aircraft equipment Article 45 For the purpose of air traffic safety and in accordance with the prescribed flight procedures, aircraft flying in the Croatian airspace must be equipped with prescribed communication and navigation equipment. Conditions and operational features of communication and navigation equipment Article 46 (1) Aircraft communication and navigation equipment shall be used only if consisting of a system, instruments and parts which were type-approved and as such registered for usage, and when they are used in accordance with their features and capabilities determined by usage limits. (2) HKZP may permit exceptions from the prescribed communication and navigation equipment for Croatian military aircraft, and in specific cases also for other aircraft, when this does not endanger safety and flow of air traffic. Obligations of the pilot and aircraft operator Article 47 (1) A flight can not begin if an aircraft has not been equipped with the prescribed communication and navigation equipment, or if it is not in a usable condition. (2) If it has been established before a flight that the communication and navigation equipment is not usable, the air traffic control unit may, in a particular case, permit such a flight to take place if this does not endanger air traffic safety. If parts of the equipment from Paragraph 1 of this Article, necessary for a safe flight, compliance and procedures pertaining to the air traffic control, malfunction during a flight, the aircraft pilot shall immediately inform the air traffic control unit about this. (3) The aircraft operator shall not permit a flight to take place when the prescribed communication and navigation equipment does not exist. Communication equipment for IFR flights

27 Article 48 (1) For IFR flights to take place, aircraft must be equipped with two VHF two-way radios which have a range of frequency area from to 137 MHz with a channel distance of 5 khz each. (2) For IFR flights above FL 245, aircraft must be equipped with two two-way radios from Paragraph 1 of this Article, with a channel distance of 8.33 khz each, with the exception of state aircraft from Article 7, Paragraph 3 of the Air Traffic Act. (3) Paragraph 2 of this Article shall apply in accordance with Article 218, Paragraph 2 herein. Navigation equipment for IFR flights Article 49 (1) For IFR flights to take place, aircraft must be equipped with: 1. two signal receivers of the VHF omnidirectional radio range (VOR receivers) where one may be missing if the aircraft has been equipped with the prescribed system for area navigation, which may be used independently from VOR receivers. VOR receivers must be connected to the indicator and independent from another receiver during usage; 2. with an automatic direction finding equipment (ADF) encompassing a frequency area from 200 khz to khz with a direction indicator and a capability of registering signals (when this has been prescribed for usage during the approach and departure procedures); 3. with one SSR transponder in mode A with 4096 codes and mode C with automatic height reporting; 4. with one DME interrogator; 5. with area navigation equipment if its usage is mandatory in accordance with provision of Article 50, Paragraph 3 herein; 6. with an airborne collision avoidance system if its usage is mandatory in accordance with provisions of Article 51 herein. (2) For an IFR approach, aircraft must be equipped with: 1. one ILS localizer (LLZ) signal receiver; 2. one receiver of the ILS signal of the glide path (GP); 3. one VHF receiver with an indicator of the marker radio beacon signal; 4. one indicator of the ILS localizer signal and the glide path. (3) In an airspace with a reduced vertical separation minimum (RVSM airspace), civil aircraft must additionally be equipped with: 1. two independent barometric altimeters, 2. one device for alerting about height deviations and 3. one autopilot with a capability of maintaining height, where permission for this purpose must be obtained. Area navigation equipment Article 50 (1) The usage of area navigation equipment shall be permitted for flights flying according to standard inbound and outbound routes or area navigation published routes, and direct routes assigned in a specific case by the air traffic control unit, if the area navigation equipment conforms to the required navigation performance (RNP) for flying in an appropriate airspace or on a corresponding route. (2) Aircraft flying on area navigation published routes, direct routes assigned in a specific case by the air traffic control unit, determined feeder routes, established standard inbound and

28 standard outbound routes and above established levels and in intended airspaces, must be equipped with the basic area navigation (RNAV) equipment conforming to the required navigation performance RNP 5. The basic area navigation equipment must ensure that lateral deviation in navigation from the desired flight path does not surpass more than + 5 NM during 95 % of the flight duration. (3) Aircraft flying on routes published for precision area navigation, established by feeder routes, established standard inbound (transitions) and standard outbound routes and in intended airspaces, must be equipped with precision RNAV equipment conforming to the required navigation performance RNP 1. Precision area navigation equipment must ensure that lateral deviation in navigation from the desired flight path does not surpass more than ± 1 NM during 95 % of the flight duration. (4) Area navigation routes, feeder routes, established standard inbound and standard outbound routes, as well as levels and airspaces in which the usage of certain area navigation equipment is mandated, shall be established by HKZP. Aircraft equipped with the airborne collision avoidance system ACAS II Article 51 (1) All turbine-propelled civil aircraft with a maximum takeoff mass of over 5700 kg or with more than 19 passenger seats must be equipped with the airborne collision avoidance system ACAS II. (2) Possible exceptions from provision of Paragraph 1 of this Article, as well as the procedure for granting permission, shall be established by the Ministry. Communication and navigation equipment for VFR flights Article 52 (1) For a VFR flight to take place, aircraft, rotocopters, motor gliders, gliders, airships and free balloons with a crew must be equipped with one VHF two-way radio covering at least those frequencies in the frequency areas from MHz to 137 MHz, necessary for completing the intended flight. The strength and sensitivity of the receiver must be such that, by taking into consideration operational aircraft features and the planned routes, they enable flawless radio communication with the air traffic control unit. (2) Provisions of Paragraph 1 of this Article shall not apply to daytime flights taking place in the vicinity of the departure aerodrome, if this is an uncontrolled aerodrome. (3) In addition to the VHF two-way radio from Paragraph 1 of this Article, aircraft, rotocopters and motor gliders must be equipped with: 1. one VOR receiver for completing VFR flights in class C airspace above flight level 105; 2. for nighttime flights outside of the aerodrome vicinity which has permission for nighttime flying, and which has been equipped with the lighting system: a) one VOR receiver for flights in the controlled airspace, b) one VOR receiver or automatic direction finding equipment (ADF) for flights in the uncontrolled airspace; 3. with one VOR receiver or ADF for flights above cloud layers. (4) Engine-propelled aircraft must be equipped with one SSR transponder for conducting VFR flights in a controlled class C airspace, as well as for other flights completed above 5000 feet MSL or above 3500 feet above ground, whichever level is higher. The transponder must be equipped with mode A with 4096 codes and mode C, with the capability of automatic height reporting.

29 (5) Engine-propelled aircraft must be equipped with an airborne collision avoidance system in an aircraft if its usage is mandatory in accordance with provisions of Article 51 herein. (6) By way of derogation from Paragraph 1 of this Article, the air traffic control unit may, in a specific case, permit flights to take place without a VHF two-way radio in controlled zones, or aerodrome traffic at a controlled aerodrome as well as acrobatic flights in a controlled airspace, if this does not endanger air traffic safety. Title 2 VISUAL FLIGHT RULES (VFR) VFR flights in class B to G airspace Article 53 (1) In class B to G airspace, VFR flights must take place by making sure that minimum flight visibility values and distance from clouds are not lower than values established in Annex 6 herein. (2) VFR flights can take place in controlled zones only if additional meteorological conditions for visibility on the ground and the ceiling for controlled zones exist, as stipulated by Annex 6 herein. (3) When the prescribed meteorological conditions within a controlled zone are below minimum values prescribed by Paragraphs 1 and 2 of this Article, the air traffic control unit may issue permission to aircraft flying according to VFR, to complete a special VFR flight for the purpose of landing, takeoff, overflight or entry into a controlled zone, under conditions established by provisions of Article 57 herein. (4) During VFR flights, Croatian military aircraft may use other minimum values for flight visibility, distance from clouds, ground and ceiling visibility, if this is necessary due to the type of aircraft used, completion of a certain flying task and flight capability, when this does not endanger the safe and uninterrupted air traffic flow. (5) For class D controlled zones and for certain parts of another airspace, the Ministry may establish other minimum values for flight visibility, distance from clouds, ground visibility or ceiling, from those established by Annex 6 herein, when this procedure does not endanger air traffic safety or persons and objects on the ground. Special conditions for completing VFR flights Article 54 (1) VFR flights above flight level 195 shall be prohibited. (2) By way of derogation from provision of Paragraph 1 of this Article, VFR flights above flight level 195 to and including flight level 285, may in certain conditions be completed in specifically determined areas upon prior approval of HKZP or based on special agreements approved by HKZP. VFR flights above flight level 285 in an airspace where reduced vertical separation is applied, may take place only in areas specifically determined for this purpose. Setting the altimeter and cruising level on VFR flights Article 55 (1) On VFR flights taking place outside of the departure aerodrome vicinity, on and under the level established in accordance with provision of Paragraph 4 of this Article, the aircraft pilot must set the altimeter to QNH value of a controlled aerodrome closest to the flight route. The QNH value is the atmospheric pressure value of a certain location reduced to the mean sea

30 level, on the assumption that standard atmospheric temperature conditions exist on this location and below it. (2) During VFH flights above the levels established in accordance with provision of Paragraph 4 of this Article, the aircraft pilot must set the altimeter to hpa (standard altimeter subscale setting QNE). (3) During VFR flights the flight level corresponding to the current magnetic track towards the semi-circular cruising level system must be maintained, in accordance with provisions of Annex 4 herein. This does not apply during climb or descent or, when prescribed values for flight visibility and ceiling distance can not be maintained (Article 53, Paragraphs 1 and 2) at a certain flight level. Flight levels are estimated atmospheric levels for the purpose of separation by height, determined by the established indicated values of the altimeter set to hpa. The semi-circular cruising level is the established cruising level, determined according to the half of the compass degree division, in which the appropriate magnetic track is located. (4) Levels from Paragraphs 1 and 2 of this Article shall be established by HKZP. (5) In class B and C airspace, VFR flights must comply with levels assigned by the air traffic control unit. In class D airspace, an aircraft pilot must report any change in level to the air traffic control unit without delay. (6) During flights of the Croatian military supersonic aircraft in an aerodrome traffic circuit in a class C controlled zone, the altimeter may also be set to the QFE atmospheric pressure value of the relevant aerodrome. VFR flights above cloud layers Article 56 VFR flights above cloud layers or their overflight shall only be permitted if: 1. the flight height is at least 1000 feet above ground or water, and if flight visibility and distance from clouds are maintained (Article 53, Paragraph 1) according to values for class E airspace, in accordance with provisions of Annex 6 herein, 2. the aircraft pilot may maintain the intended flight path, 3. destination aerodrome approach and landing in visual meteorological conditions has been ensured, 4. the aircraft pilot has the equipment for radiotelephone communication. Permission for a special VFR flight in a controlled zone Article 57 (1) The air traffic control unit shall issue permission for one or more special VFR flights from Article 53, Paragraph 3 herein only if: 1. this is possible due to traffic circumstances, 2. the ground visibility is 1500 m or more, or 800 m or more in case of a helicopter, and 3. the ceiling height is at least 500 feet. (2) If the prescribed minimum values from Paragraph 1, Item 2 or Item 3 of this Article do not exist, permission by the air traffic control for a special VFR flight shall be issued solely if the aircraft pilot confirms having received permission to exceptionally exceed the appropriate minimum values. This confirmation shall not be necessary for flights conducted for the purpose of search and rescue, those providing emergency medical assistance, and for flights of the Croatian military and police force aircraft. (3) During a special VFR flight, the aircraft pilot shall comply with: 1. the minimum meteorological conditions according to values for class G airspace, and

31 2. minimum safe heights, except when the aircraft pilot has received permission to exceptionally exceed the minimum safe height. (4) Minimums for the separation of special IFR flights shall apply to the separation of special VFR flights, either one from another or from IFR flights. VFR flights in a controlled airspace Article 58 (1) VFR flights in a controlled airspace may be conducted by aircraft pilots in possession of appropriate flight permits, authorised military aircraft pilots, as well as by candidates for obtaining special permits or authorisations. (2) Aircraft used in VFR flights in a controlled airspace shall be equipped with communication and navigation equipment in accordance with provisions stipulated herein. (3) By way of derogation from provision of Paragraph 2 of this Article, the air traffic control unit may, in a particular case, issue permission for entry into a controlled airspace to an aircraft not propelled by an engine and without the prescribed communication and navigation equipment, when this is possible due to traffic circumstances. (4) Permission for a VFR flight in the controlled airspace shall be issued only when this is possible due to traffic circumstances and the air traffic control capacity. Permission to enter the controlled airspace for local flights (like glider, balloon flights and alike) at aerodromes below the controlled airspace, shall be granted in accordance with operational instructions of the air traffic control unit. VFR flights of public interest (like flights for the purpose of calibration and recording from air) as well as test, exam and similar flights must be announced in advance and coordinated with the air traffic control unit. (5) Radio communication shall take place either in the English or in the Croatian language, by complying with the prescribed and published phraseology. Radio communication with the air traffic control unit must be established as follows: 1. at the latest 5 minutes before entry into a controlled airspace, 2. during departure from the aerodrome below the controlled airspace, as soon as possible after takeoff, and before entry into the controlled airspace. (6) If a flight plan for the VFR flight in question has not been filed, information in the following order shall be reported to the air traffic control unit: 1. aircraft call sign, 2. aircraft type, 3. speed, 4. position, 5. departure aerodrome, route and destination aerodrome, 6. level. (7) If the aircraft pilot is not able to comply with the air traffic control permission due to meteorological and other reasons, he/she must obtain modified permission in a timely manner. In the interest of uninterrupted air traffic, the air traffic control unit may grant permission for a route or a level other than the one requested. A requested, assigned or announced modified level may deviate from the semi-circular cruising level system. (8) Provisions of this Article shall not apply to flights of Croatian military aircraft, the guidance of which is under the authority of the ministry in charge of defence, and which are conducted on the basis of a special regulation. (9) Conditions for issuing permission from Paragraph 4 of this Article shall be determined by HKZP. Nighttime VFR flights

32 Article 59 (1) For nighttime VFR flights, provisions of Articles 53 to 58 herein shall apply accordingly. Nighttime VFR flights in a controlled airspace must be planned and conducted on published routes and according to prescribed procedures. (2) Nighttime VFR cross-country flights with sports aircraft as well as nighttime two-seater parachute jumps shall be prohibited. (3) By way of derogation from provision of Paragraph 1 of this Article, nighttime VFR flights of Croatian military aircraft in a controlled airspace shall take place in accordance with the filed flight plan. Flights for the purpose of search and rescue and for the provision of emergency medical assistance Article 60 During flights for the purpose of search and rescue and flights for the provision of emergency medical assistance to persons in danger, exemptions from rules prescribed by provisions of Articles 53 to 59 herein shall be possible. Title 3 INSTRUMENT FLIGHT RULES (IFR) Minimum safe level for IFR flights Article 61 (1) Except during takeoff and landing, an IFR flight can not take place below the minimum IFR cruising level on a route or below the area minimum altitude (AMA) outside of the route. (2) The established minimum safe level for IFR flights shall be at least 1000 feet above the highest obstacle in a radius of 8 km from the anticipated aircraft position, or in a mountainous area, at least 2000 feet above the highest obstacle in a radius of 8 km from the anticipated aircraft position. (3) Minimum levels from Paragraph 1 of this Article shall be established by HKZP. Setting the altimeter and cruising level on IFR flights Article 62 (1) For an IFR flight on or below levels established in accordance with provision of Paragraph 5 of this Article, the aircraft pilot must set the altimeter to the QNH value received from the air traffic control unit. (2) During IFR flights above the levels established in accordance with provision of Paragraph 5 of this Article, the aircraft pilot shall apply the standard altimeter setting. (3) IFR flights in a controlled airspace, except when the aircraft is in climb or descent, must take place on the flight level or the flight altitude which corresponds to the current magnetic track of the semi-circular cruising level system (Annex 4 herein). HKZP may permit exceptions when this does not endanger air traffic safety. (4) IFR flights in a class G airspace of the Croatian airspace shall be prohibited for security reasons. Flight plans for such IFR flights shall not be accepted and air traffic control clearance shall not be issued for them. (5) Levels from Paragraphs 1 and 2 of this Article shall be established by HKZP.

33 Transitions from instrument flight rules (IFR) to visual flight rules (VFR) Article 63 (1) If an aircraft pilot intends to transition from instrument flight rules (IFR) to visual flight rules (VFR), he/she shall inform the air traffic control unit about this. (2) An aircraft pilot may transition from instrument flight rules (IFR) to visual flight rules (VFR) only when it has been anticipated that a flight will end or will continue during a longer time period in visual meteorological conditions. (3) The transition from instrument flight rules (IFR) to visual flight rules (VFR) shall be possible: 1. if, in a controlled airspace: a) flight visibility is at least 8 km, and b) the aircraft maintains a horizontal distance from clouds of at least 1.5 km, and a vertical distance of at least 1000 feet, 2. in controlled zones, where prescribed VFR minimums exist. (4) By way of derogation from provisions of Paragraph 3 of this Article, the transition from instrument flight rules (IFR) to visual flight rules (VFR) (flight plan, mark "Y") may take place when: a) flight visibility is at least 3 km, b) visibility of the ground surface exists, and c) the aircraft is not flying in the clouds. (5) Minimum values from Paragraph 4 of this Article shall apply: a) if the transition from instrument flight rules (IFR) to visual flight rules (VFR) takes place on the minimum safe level established for IFR flights, and b) if the controlled airspace shall be left immediately upon the transition to a VFR flight. (6) Aircraft modifying flight rules in accordance with minimum values from Paragraph 4 of this Article, shall separate in the controlled airspace from aircraft for which separation has been prescribed according to standards established for the separation of IFR flights, even after the transition to a VFR part of the flight, all in accordance with airspace classification. (7) In order to reduce to the maximum the influence on other aircraft for which separation has been prescribed, and to prevent danger to air traffic and avoid misunderstandings, the modification of flight rules according to minimum values from Paragraph 4 of this Article shall be prohibited above the minimum IFR cruising level. In this case values stipulated by provisions of Paragraph 3 of this Article shall apply. (8) In order to facilitate the transition from instrument flight rules (IFR) to visual flight rules (VFR), the air traffic control unit may, in certain areas, permit descent to the height lower than the minimum IFR cruising level, by applying the minimum radar vectoring altitude (MRVA). Descent below the minimum radar vectoring altitude (MRVA) may be permitted for IFR flights only on the basis of published IFR procedures. Cancellation of the approach for landing Article 64 The aircraft pilot must cancel approach and begin the established missed approach procedure when the aircraft has reached the values established for approach cancellation of the applied instrument approach procedure, when approach can not be completed visually. Part Three AIR TRAFFIC CONTROL

34 Title 1 GENERAL PROVISIONS Section 1 GENERAL RULES OF PROCEDURE Flight procedures Article 65 (1) The aircraft pilot must comply with the prescribed flight procedures during approach and departure to and from controlled aerodromes and during IFR flights, except when the air traffic control unit has issued permission deviating from the prescribed flight procedures. (2) The air traffic control may permit deviations from the prescribed flight procedures from Paragraph 1 of this Article, if this is possible due to traffic circumstances and conditions, and when this procedure does not endanger air traffic safety. Right of way Article 66 (1) Air traffic control shall be conducted on the "first come, first served" basis, except in cases when the right of way principle needs to be modified due to an increased flow of air traffic in a shorter time period, and for a maximally safe, regular and uninterrupted air traffic operation, in regards to the overall traffic situation and operational needs of certain aircraft, specially in regards to operational needs of military jet aircraft. (2) By way of derogation from provision of Paragraph 1 of this Article, priority of the right of way shall at all times be granted in the following order: 1. to flights on which the pilot has announced a state of emergency or such a state is obvious, including flights which are being illegally disrupted, or illegal disruption is an imminent threat to them (STS/EMER), 2. to flights of Croatian military aircraft for the purpose of protecting the sovereignty of the Republic of Croatia (STS/PROTECTED), 3. to flights for the purpose of search and rescue and those for humanitarian purposes (STS/SAR/HUM), 4. to flights transporting sick or injured persons requiring emergency medical assistance, including flights for the purpose of providing emergency medical assistance to the sick or injured persons, as well as to flights transporting transplants, blood and medicine, including flights taking place to board patients, medicine, transplants or blood at the place of destination (STS/HOSP), 5. to flights transporting heads of state (STS/HEAD) and flights transporting prime ministers and other state officials with an established preferential status (STS/STATE), 6. to flights of single seater and two-seater jets of the Croatian military, which additionally have the right of way over other flights of the Croatian military, 7. monitoring flights based on international agreements binding for the Republic of Croatia (Open Skies Treaty), 8. flights regulated by measures for managing the air traffic flow. (3) Training flights of the Croatian military aircraft for the purpose of interception shall have the right of way, as well as flights from Paragraph 2, Item 5 of this Article. Prohibition of VFR flights

35 Article 67 (1) When this is required due to traffic circumstances and the intensity of flights subject to air traffic control, HKZP may, in a scope limited by area and time, entirely or partially, prohibit VFR flights in the controlled airspace. (2) When this is required for air traffic safety, individual or all VFR flights in a controlled airspace may be temporarily prohibited by: 1. the authorised air traffic controller, 2. HKZP. Separation of controlled traffic Article 68 (1) The air traffic control unit shall apply the prescribed separation standards in a controlled airspace in the following cases: 1. between all flight types subject to separation in accordance with the airspace classification, as stipulated by provisions of Annex 5 herein, 2. between IFR flights and special VFR flights, 3. between special VFR flights, 4. between IFR flights and nighttime VFR flights in a controlled airspace, 5. between IFR flights and VFR flights modifying flight rules in conditions of reduced meteorological minimums, 6. between VFR flights with navigational difficulties, flying through clouds or located in them, and between these flights and other flights for which the application of the separation procedures is mandatory, 7. between flights subject to separation, prohibited areas and restricted areas and areas with flight limitations, 8. between flights subject to separation and established areas for a special usage of the controlled airspace, and 9. between flights subject to separation and limits of their own competence area, or an uncontrolled airspace. (2) When the prescribed separation standard or type of separation used for separating two or more flights from Paragraph 1 of this Article can not be maintained or applied, the air traffic control unit shall undertake measures ensuring the existence or application and implementation of another separation type or standard, before the initially used type or prescribed separation standard has become insufficient. (3) The prescribed separation types and standards shall also apply to the separation of flights of the Croatian military aircraft, except when a special agreement in accordance with law provides for the possibility of an increase or decrease of the established separation standards. Reporting dangers Article 69 An aircraft pilot shall report to the air traffic control unit without delay any noticed danger which could endanger the aircraft or air traffic safety. Reports about danger to air traffic shall contain all essential details significant for air traffic safety. Section 2 AIR TRAFFIC CONTROL CLEARANCES

36 Definition and scope of air traffic control clearances Article 70 The term "air traffic control clearance" (ATC clearance) may be abbreviated by using terms before or after the word "clearance" like "for takeoff", "en-route", "for approach", "for landing", "for conducting parachute jumps" etc., in order to stress to which flight or action the clearance pertains to. Procedures according to clearance Article 71 (1) By issuing clearance the air traffic control gives permission to the aircraft pilot to conduct a flight under conditions established in the clearance. In the course of air traffic control management, the air traffic control unit may establish details pertaining to the actual flight, particularly to the flight path and level, by issuing the appropriate clearances and their modifications. (2) When the aircraft pilot requests priority due to significant reasons in the course of issuing the air traffic control clearance, these reasons must be contained in his/her request. (3) The aircraft pilot shall act in accordance with the last issued and confirmed air traffic control clearance, until the time a new clearance has been issued to him/her, except in situations where the aircraft is in the kind of danger demanding immediate decisions to be made by the aircraft pilot, in the course of which the aircraft pilot shall inform the air traffic control about this without delay and obtain new clearance. Flights and activities requiring air traffic control clearance Article 72 Air traffic control clearance must be obtained for the following flights or activities: 1. IFR flights, 2. VFR flights in class B, C and D airspace, 3. aerodrome traffic on controlled aerodromes, 4. special VFR flights, 5. nighttime VFR flights and nighttime flights of airships and manned free balloons in a controlled airspace, 6. flights of gliders in clouds, 7. flights in restricted areas and temporary segregated areas, when this has been expressly prescribed in the course of establishing appropriate areas, 8. acrobatic flights in a controlled airspace and on controlled aerodromes, 9. parachute jumps and release of objects by parachutes in a controlled airspace, 10. flights of the rocket-propelled model aircraft and self-propelled remotely-controlled or uncontrolled flying objects in a controlled airspace, 11. flights of unmanned free balloons, where the total mass of the balloon canopy and ballast is more than 0.5 kg, as well as for flights of unmanned tied free balloons and formation flights of unmanned free balloons in a controlled airspace, 12. flights of microlight aeroplanes, paragliders and hang gliders in a controlled airspace. Obtaining clearance Article 73

37 (1) In cases from Article 72, Items 1 to 7 herein, an aircraft pilot shall obtain clearance by radio communication. (2) In cases from Article 72, Items 8 to 12 herein, clearance shall be obtained from the air traffic control unit by telephone. (3) Acrobatic flights in a controlled airspace shall be arranged by telephone with the air traffic control unit. Clearance shall be issued by telephone or radio communication. (4) In case of air shows or a special usage of a controlled airspace, a prior written permission shall be obtained from HKZP in accordance with provisions of Article 30 or 186 herein, respectively. Clearance contents Article 74 (1) Air traffic control clearance transmitted by radio communication shall in principle, and depending on the type of flight (IFR, VFR), separation obligations, airspace classification, stage of the flight (takeoff, en-route flight, approach, landing etc.), type of flight plan and the established operating procedure of the air traffic control, contain information in the following order: 1. aircraft call sign, 2. clearance limit, 3. flight route, 4. flight level or levels for the entire route or its segment and level modifications as needed, 5. all other necessary instructions or information like setting the SSR transponder, approach and departure procedures, communication time and time of clearance expiry. The time of clearance expiry means the time at which the clearance shall be automatically revoked if the flight has not begun. (2) Instructions pertaining to levels included in the clearance, may contain: 1. flight level or levels, 2. levels on which certain significant points are passed, if necessary, 3. the place or time when climb or descent begin, if necessary, 4. the speed or climb or descent, if necessary, 5. detailed instructions about the departure and approach levels. Section 3 AIRCRAFT PILOT REPORTS 1. POSITION REPORT Obligation of position reporting Article 75 (1) An aircraft pilot shall, in cases established by provisions of Article 12, Paragraph 3 of this Ordinance, when overflying the determined compulsory reporting points, send a position report to the air traffic control unit. Unless it has been prescribed otherwise, a position report shall be sent above or immediately after flying over each established compulsory reporting point. (2) By way of derogation from provision of Paragraph 1 of this Article, the air traffic control unit may, in a particular case, request to receive a position report also above other points or shall relieve the aircraft pilot from this obligation.

38 Position reporting on IFR flights Article 76 (1) During an IFR flight the aircraft pilot shall, during the first established radio communication, report the aircraft position by filing a position report, containing the following information in the order indicated below: 1. aircraft call sign, 2. position, 3. time of overflight. The overflight time may be omitted if the reporting point is passed in the moment the position report is being filed. (2) After a change on radio frequency the following information must be sent: 1. aircraft call sign, 2. level, and permitted level in case of climb or descent. (3) By way of derogation from provision of Paragraph 2 of this Article, when modifying frequency from the approach control to the aerodrome control tower frequency, or when modifying frequency from the aerodrome control tower frequency to the approach control frequency, the level information shall not be filed. (4) By way of derogation from provision of Paragraph 1 of this Article, on an IFR flight in an airspace without radar services, the aircraft pilot shall report the aircraft position by filing a position report, containing the following information: 1. aircraft call sign, 2. position, 3. time of overflight, 4. level. The overflight time may be omitted if the reporting point is passed at the moment of reporting. (5) By way of derogation from provision of Paragraph 4 of this Article, when modifying frequency from the approach control to the aerodrome control tower frequency, information about the time of overflight and level shall not be filed, and when modifying frequency from the aerodrome control tower frequency to the approach control frequency, information about the time of overflight shall not be filed. Position reporting on VFR flights Article 77 (1) During a VFR flight the aircraft pilot shall report the aircraft position by filing a position report, containing the following information in the order indicated below: 1. aircraft call sign, 2. position, 3. time of overflight. 4. level, 5. estimated time of the next position. (2) The overflight time from Paragraphs 1 and 3 of this Article may be omitted if the reporting point is passed at the moment of reporting. Aircraft position report in the aerodrome traffic circuit Article 78

39 (1) An aircraft pilot shall, in the aerodrome traffic circuit on a controlled aerodrome, and upon request of the air traffic control unit, report the aircraft position by filing a position report containing the following information in the order indicated below: 1. aircraft call sign, 2. position. (2) An aircraft pilot shall, in the aerodrome traffic circuit on a uncontrolled aerodrome, report: 1) the aircraft position by filing a position report containing the following information in the order indicated below: 1. aerodrome name, 2. aircraft call sign, 3. landing direction position, 4. planned runway. 2) Report on departure and arrival. Departure report Article 79 (1) For all flights for which a flight plan has been filed, departing from an uncontrolled aerodrome and unless it has been stipulated otherwise, the aircraft pilot shall without delay file a departure report with the air traffic control unit by reporting the actual takeoff time. (2) Immediately after takeoff, the real takeoff time shall be reported: 1. to the air traffic services reporting office by the person authorised by the aircraft pilot, or 2. by the aircraft pilot in a prescribed radio communication procedure to the air traffic control unit, and when this is not possible, to the flight information centre. (3) The departure report shall contain the following information: 1. aircraft call sign, 2. departure aerodrome, 3. takeoff time, 4. destination aerodrome. Arrival report Article 80 (1) For all flights for which a flight plan has been filed, landing on uncontrolled aerodromes, the aircraft pilot shall without delay file an arrival report with the air traffic control unit by reporting the actual landing time. (2) By way of derogation from provision of Paragraph 1 of this Article, if the aircraft is already located in the aerodrome traffic circuit and a safe landing is expected, instead of filing an arrival report, the aircraft pilot may file by radio communication the estimated landing time to the air traffic control unit, and when this is not possible, to the flight information centre. (3) The arrival report shall contain the following information: 1. aircraft call sign, 2. landing aerodrome, 3. landing time. If for any reason the landing on the destination aerodrome did not occur, the arrival report shall contain the departure aerodrome and destination aerodrome indicated in the flight plan. Section 4 FLIGHT PLAN

40 Obligation of filing a flight plan Article 81 (1) A flight plan must be filed for the following flights: 1. IFR flights, 2. VFR flights in a controlled airspace, except for flights within a controlled zone during daytime, 3. flights in restricted areas and other areas, including areas from Article 15, Paragraph 3 herein, when this has been expressly prescribed when establishing an appropriate area, 4. VFR flights crossing the border of the Republic of Croatia. (2) For the purpose of facilitating the aircraft search and rescue measures, a flight plan may also be filed for other flights. (3) Conditions and procedure for filing flight plans for the Croatian military aircraft shall be prescribed by a special regulation. Filing certain types of flight plans Article 82 (1) An individual flight plan (FPL) must be filed for each individual flight for which flight plan filing has been prescribed. For the purpose of this Ordinance a formation flight consisting of several aircraft shall be considered as an individual flight, as well as any flight segment including touch and go. (2) A repetitive flight plan (RPL) may be filed for at least 10 IFR flights planned by the same aircraft operator, when these flights have been planned regularly for the same type of flight and at least once a week, or daily during at least ten consecutive days. Flight plan filing time Article 83 The flight plan filing time shall be established by HKZP. Flight plan filing and responsibility Article 84 (1) An aircraft operator, pilot-in-command or another authorised person shall file a flight plan in accordance with conditions established by HKZP. (2) The person filing a flight plan shall be liable for: 1. the information completeness and accuracy, 2. obtaining pre-flight information and if necessary air traffic control clearance, 3. verification that the flight can take place, among other factors also based on the obtained pre-flight information, and 4. fully addressing and filing the flight plan. Flight plan contents and form Article 85 (1) The flight plan form from Annex 7 herein shall contain the appropriate information about the planned flight.

41 (2) Conditions for flight plan filing, acceptance, revocation and modifications, as well as conditions for permitted deviations pertaining to the flight plan, shall be established by HKZP. Section 5 AIR TRAFFIC FLOW MANAGEMENT Definition, scope and conditions for air traffic flow management Article 86 (1) Air traffic flow management shall be conducted by appropriate measures in order to avoid overcongestion and to optimize the existing capacities of the European air traffic control system. (2) Appropriate measures from Paragraph 1 of this Article shall encompass measures pertaining to planning, coordination and implementation of strategic (seven or more days prior to the event date), pre-tactical (within 6 days prior to the event date) and tactical (on event date) measures, by taking into consideration the established capacities of the air traffic control system, identical for IFR flights landing or taking off in the Republic of Croatia in regards to flights overflying the Republic of Croatia, and those measures of flow management which have the least negative influence on the air traffic users. (3) Conditions and procedures of air traffic flow management in the Croatian airspace shall be established by HKZP. General ATFM procedures Article 87 (1) Tactical measures from Article 86, Paragraph 2 herein may be applied individually or in combination as the following procedures: 1. timely allocation of departure slots towards certain destination areas or aerodromes, 2. proposing off-load or alternative routes, and 3. temporary prohibition for certain flights under certain conditions. (2) A departure slot shall be calculated and assigned to airspace users based on flight plan information, and shall apply to IFR flights and flights with modified flight rules, if a sequence of an IFR flight is conducted in an area where measures for air traffic flow management are in force. The slot allocation procedure or measures for air traffic flow management shall not apply to flights with a "EMER", "HEAD" or "SAR" status, and in other stipulated cases. (3) For all flights subject to air traffic flow management a departure slot shall be assigned at the latest two hours before the estimated off-block time (EOBT) in the form of calculated takeoff time (CTOT). The calculated takeoff time shall be obtained from the air traffic services reporting office or shall be sent directly to the airspace user. Obligations of the aircraft pilot and the airspace user pertaining to compliance with the slot Article 88 (1) The aerodrome air traffic control shall be responsible for departure slot monitoring on departure aerodromes, including denial of clearance issuing for engine startup or takeoff to flights which significantly deviate from the assigned CTOT. For the purpose of aerodrome air traffic control, a departure slot from Article 87, Paragraph 3 herein shall be 15 minutes (- 5/+10 minutes of the calculated takeoff time).

42 (2) An aircraft operator must be familiar with and comply with the published air traffic flow measures, and shall plan aircraft flights in departure so that departures take place in accordance with the calculated takeoff time. If an airspace user realises that he/she can not comply with the assigned slot for any reason, he/she must directly and without delay inform the competent authority for air traffic flow management or the air traffic control unit about it. Title 2 AERODROME AIR TRAFFIC CONTROL Aerodrome traffic circuit and taxiing Article 89 The following positions in the aerodrome traffic circuit and the taxi circuit represent points on which pilots, in principle, request and depending on traffic conditions, obtain clearances and instructions: 1. parking position; the aircraft pilot requests clearance to start engines, if necessary, and when needed, departure information and taxi instructions for the purpose of departure, 2. waiting position; the aircraft reports being ready for departure, if necessary. Outbound aircraft shall stay in this position until the moment the air traffic controller, depending on traffic circumstances, may issue an instruction to enter the runway or the clearance for takeoff, 3. takeoff position; on this position clearance to take off shall be issued if this has not been done or was not possible on position no. 2, 4. tailwind leg; the pilot reports his/her tailwind position, if necessary. Clearance to land may be issued at this position, 5. basic leg; the aircraft pilot reports the basic leg if the air traffic controller requests him/her to do this. Clearance to land may be issued on this position if this has not been done or was not possible on position no. 4, 6. final leg; the aircraft pilot reports the final leg if the air traffic controller requests him/her to do this. Clearance to land must be issued on this position if this has not been done or was not possible on position no. 4 or 5, 7. leaving the runway; on this position the instruction to taxi to the apron or an instruction to the aircraft to establish communication with the ground control or the apron control centre shall be issued. Runway in use Article 90 (1) The runway in use shall be the runway the position of which is the closest to the wind direction. (2) By way of derogation from provision of Paragraph 1 of this Article, another runway may be designated as the runway in use if this is necessary for positioning the aerodrome traffic circuit, the runway length, runway capacity, position of navigational aids used for the approach procedure, undisturbed landing or departure of aircraft, proximity of other aerodromes, traffic circumstances, noise abatement procedures or influence of the current meteorological situation on the condition that the average tailwind component on this runway is usually not stronger than 5 knots, unless HKZP has approved a stronger tailwind component for this runway, or when safety reasons demand an immediate usage of another runway.

43 (3) If a runway in use is not appropriate for a certain aircraft type, and upon request from the pilot, the air traffic control unit may permit the usage of another runway, on the condition that this modification is possible in regards to traffic circumstances and noise abatement procedures. Engine startup procedures Article 91 (1) For the purpose of regular and uninterrupted air traffic, aircraft pilots must request clearance for engine startup before any departure according to an IFR flight plan. The engine startup clearance shall not be requested if the aircraft pilot is not sure that he/she is capable of starting the engines within 5 minutes from receiving clearance to do so. (2) If a less than 20 minute delay is anticipated, pilots shall obtain clearance for immediate engine startup. If a delay in departure of more than 20 minutes is anticipated, the air traffic controller shall have the obligation to inform the aircraft pilot about the moment when clearance will be issued to start the engines, or about the expected duration of delay. Clearance to take off according to instrument flight rules (IFR) Article 92 (1) Prior to departure the aircraft pilot shall receive the en-route clearance, including clearance for the outbound route. (2) The initial level to which the aircraft climbs after takeoff has been established in the standard instrument departure (SID), or it is determined by the air traffic control unit together with the en-route clearance prior to takeoff. (3) Depending on traffic circumstances, clearances for further climb shall be issued after takeoff. Information about the essential local traffic Article 93 (1) Essential local traffic shall encompass all traffic by aircraft, vehicles or persons on or in the vicinity of manoeuvring areas, or traffic in the aerodrome vicinity which could pose danger for the aircraft in question. (2) The air traffic control unit shall inform the aircraft pilot about all essential local traffic, in a manner enabling easy detection and recognition of this traffic. The aircraft pilot shall be informed without delay about a sudden occurrence of danger during final approach. Essential information about the aerodrome condition Article 94 (1) Essential information about the aerodrome condition encompasses information referring to the condition of operational areas and appropriate equipment necessary for air traffic safety. Essential information about the aerodrome condition shall be issued at all times that the air traffic controller finds necessary and in the interest of air traffic security or upon request of the aircraft pilot. (2) Essential information about the aerodrome condition shall be provided in the following order: 1. construction or maintenance works on, or in the immediate vicinity of operational areas, 2. unevenness or surface cracks on the runway, taxiway or apron,

44 3. snow, sleet or ice on the runway, taxiway or apron, 4. snow accumulations or drifts, including the height of snow in the immediate vicinity of the runway, taxiway or apron, as well as information about snow removal and salting or spraying of the runway, 5. other temporary dangers, including parked aircraft and birds on the ground or in the air, 6. breakdown or malfunctioning of a part or the entire aerodrome lighting system, and 7. other significant information. Information to outbound and inbound aircraft Article 95 (1) The aircraft pilot intending to fly according to visual flight rules (VFR) and the pilot intending to fly according to instrument flight rules (IFR), if automatic terminal information service is not available and after the first communication has been established, shall receive the information from the air traffic controller in the following order: 1. runway used, 2. current wind direction and speed on the ground, including significant deviations, 3. QNE altimeter setting or QFE if requested, 4. air temperature and dewpoint for aircraft with turbine engines, 5. current visibility in the direction of takeoff or initial climb if it is less than 10 km, and the current visibility along the runway in use, when data is available. (2) If necessary, the air traffic controller shall inform the aircraft pilot prior to departure about: 1. changes of essential information about the aerodrome condition, 2. all significant changes of wind direction and speed on the ground, air temperature, visibility or visibility along the runway and changes of QNH atmospheric pressure values if the change is 1 hpa (0.03 inch Hg) or more, 3. significant meteorological conditions (cumulonimbus or storm, moderate or strong turbulence, wind shear, hail, moderate or strong ice formation, icy rain etc.) in the area of takeoff or climb, if this information has not already been reported through automatic terminal information service. (3) The aircraft pilot flying according to visual flight rules (VFR) shall receive clearance to enter a controlled zone or the aerodrome traffic circuit, if this is possible due to the meteorological conditions and traffic circumstances. Clearance to enter shall include the information below in the following order: 1. the VFR arrival route or the traffic circuit direction when the right traffic circuit is used, in case of clearance to enter the aerodrome traffic circuit, 2. the runway used or the direction of landing, 3. QNH atmospheric pressure value, and when necessary the following information shall be provided: 4. flight altitude, 5. current wind direction and speed, 6. essential local traffic, 7. essential aerodrome information, 8. special instructions. (4) At airports the air traffic control unit shall provide the landing and takeoff time only upon special request of the pilot. Turbulence

45 Article 96 (1) According to turbulence categories, aircraft may be: 1. heavy (H); aircraft with the maximum takeoff mass (MTOM) of 136 tons or more, 2. medium (M); aircraft with the maximum takeoff mass of less than 136 tons, but more than 7 tons, 3. light (L); aircraft with the maximum takeoff mass up to 7 tons. (2) Since the danger and the existence of turbulence can not be predicted with certainty, the air traffic control unit shall not be responsible for providing information regarding the danger or existence of turbulence at all times, and can not be liable for the accuracy of this information. (3) It shall be considered that the air traffic control unit is applying the prescribed minimums for separation due to turbulence for departing aircraft, when it provides the following information to the pilot, along with the clearance to take off: 1. type of the aircraft that took off before it, 2. the time elapsed from the takeoff of the previous aircraft or the distance from the aircraft that took off previously, 3. wind direction and ground speed, 4. warning about the possible existence of turbulence by using the appropriate prescribed phrase. (4) After receiving the information from Paragraph 3 of this Article, the aircraft pilot shall be responsible for avoiding turbulence, and shall not be bound by complying with the prescribed separation minimums due to turbulence for departing aircraft. (5) When the aircraft pilot notices an aircraft of a heavier category in front of him/her and is able to maintain the safe distance on his/her own (for instance by remaining above the flight path of the previous aircraft during approach and by landing behind its touchdown point) or with favourable wind, the extra distance shall not be necessary. (6) During taxi behind an aircraft of a heavier category, the aircraft pilot shall, when possible, maintain a distance of at least 200 m. Title 3 APPROACH AND REGIONAL AIR TRAFFIC CONTROL Expected approach time Article 97 (1) If the air traffic control unit estimates that an IFR flight shall be in holding for 20 minutes or longer above the navigational aid serving as the clearance limit, the aircraft pilot must be informed about the expected approach time, or the time when the aircraft will leave the holding position for the purpose of final approach for landing. (2) If the estimated holding time is less than 20 minutes, the air traffic control unit shall provide the expected approach time only when it deems necessary. The air traffic control unit must inform the pilot of the modified expected approach if it differs for ±5 minutes or more from the one provided. (3) If the air traffic control unit did not issue clearance for the flight continuation after passing the navigational aid serving as the clearance limit, the pilot shall commence the holding procedure, maintain the last received level and wait for further clearances. Landing sequence

46 Article 98 The landing sequence shall be established in a manner ensuring the arrival of the maximum number of aircraft with the least average delay, and by giving priority to aircraft as stipulated by provisions of Article 66 herein. Speed adjustment Article 99 In order to establish an approach sequence and reduce the necessary number of vectors, the air traffic control unit may, during radar vectoring in the course of intermediate and final approach, request that aircraft within radar control adjust their speed for ± 20 kt at the most, based on the indicated airspeed (IAS). Speed adjustment shall not be requested or applied once the aircraft has overflown the point in its final approach 4 NM away from the runway threshold. Position and distance information Article 100 (1) The radar air traffic controller shall inform the aircraft pilot, in the process of radar vectoring due to an instrument approach, about the aircraft position at least once prior to beginning the final approach, by informing him about the distance from the point or navigational aid to which the information pertains to. (2) During radar approach (PAR, SRA) the air traffic control unit must remind the aircraft pilot in the final approach to check whether the landing gear has been extended and locked. (3) During instrument approach the air traffic control unit shall issue clearance for landing or an alternative clearance to the aircraft pilot, at the latest at the distance of 2 NM from the touchdown zone. Continuous descent approach (CDA) Article 101 (1) The continuous descent approach (CDA) shall only be applied during an ILS approach with the purpose of saving fuel and reducing noise, when this is possible due to traffic circumstances and upon request of the pilot or upon proposal of the air traffic controller. (2) When applying the procedure from Paragraph 1 of this Article, the approach control shall guide aircraft by applying the radar vectoring procedure and issues clearance for a continuous descent to the level of intermediate approach, so that the level may be reached in the localizer direction at a distance of about 8 NM from the touchdown point. Continuous descent to the clearance level shall take place at the descent speed of 300 feet/nm (descent angle of about 3 ). (3) If during descent and due to special reasons (like separation, airspace structure, obstacles) clearance has been issued for the initial levels which are higher than the intermediate approach level, the air traffic control unit must revoke this limitation in due time, in order to ensure continuous descent of 300 feet/nm. (4) Once the intermediate approach height has been reached, the aircraft shall be in level flight for about 1 NM prior to merging into the glide path. This segment of intermediate approach serves for speed reduction. Information about the distance from the touchdown point shall be provided to the aircraft pilot together with the clearance to descend, and as a rule at

47 distances of 20, 15 and 10 NM from the touchdown point, so that the aircraft pilot may, if necessary, adjust the descent speed. (5) If CDA is not possible due to traffic circumstances (like approach of aircraft with different flight capabilities), the air traffic control unit shall inform the aircraft pilot about this by using the appropriate prescribed phrase. In this case approach shall be conducted according to the published procedures. (6) During a CDA approach the aircraft pilot must use the approach technique prescribed for noise abatement, in accordance with provisions of Article 155 herein. Visual approach Article 102 (1) An IFR flight may receive clearance for a visual approach on the condition that the pilot may maintain continuous visibility of the ground surface, and: 1. if the reported ceiling is on or above the level of initial approach for which clearance was received, or if the aircraft is already located below the ceiling or 2. if the pilot reports, during the instrument approach procedure, that visual approach is possible due to meteorological conditions and that there is high probability that visual approach and landing will be possible, or if the air traffic control unit proposes visual approach and the pilot accepts it, by complying with the conditions determined, or 3. if the aircraft which has received clearance for a visual approach is the first aircraft in the approach sequence or if the pilot reports to be able to see the previous aircraft and receives an instruction to follow it. If the pilot reports, during the instrument approach procedure, that visual approach is possible due to visibility, but does not see the previous aircraft, radar separation must be maintained until visual separation becomes possible. (2) Visual approach may also take place in instrument meteorological conditions, if the aircraft pilot is able to comply with some of the conditions stipulated in Paragraph 1 of this Article. (3) Issuing clearance for visual approach depends on traffic circumstances and possible noise abatement or avoidance procedures. (4) If the aircraft pilot requests or accepts the proposed visual approach procedure, he/she shall be liable for complying with conditions from Paragraph 1 of this Article. In this case the air traffic control unit shall consider that the pilot can begin the visual approach procedure without delay. (5) For the purpose of a faster air traffic flow, the air traffic control unit may propose visual approach to the aircraft pilot, if the reported ceiling is on or above the level of initial approach for which clearance was issued, or if the aircraft is already located below the ceiling. (6) The air traffic control shall be responsible for maintaining separation between aircraft which has received clearance for a visual approach and other aircraft, while this responsibility may be transferred to the aircraft pilot during daytime. Visual departures of IFR flights in VMC Article 103 (1) During takeoffs of certain types of aircraft, the air traffic control unit may, upon its own proposal or upon a request from the aircraft pilot, issue clearance for implementing a modified published IFR procedure in visual meteorological conditions (VMC) (visual climb-outs in VMC), when the following requirements have been met: 1. the ceiling is located above the minimum altitude for radar vectoring, 2. ground visibility is 5 km or more,

48 3. the procedure shall only apply during daytime, 4. the uncontrolled airspace will not be violated, 5. the procedure is limited only until a certain height has been reached (like the minimum IFR cruising level), 6. unacceptable disturbing of the population with noise will not occur. (2) Clearance for a visual departure in visual meteorological conditions shall be issued to an IFR flight together with the en-route clearance, and only as an exception immediately after takeoff. (3) When he/she requests or confirms having received clearance for a visual departure in visual meteorological conditions, the aircraft pilot assumes responsibility for obstacle clearance to the point when the height determined in accordance with provision of Paragraph 1, Item 5 of this Article has been passed. Turbulence Article 104 (1) Increased separation standards from Paragraph 2 of this Article, applied between flights from Article 68 herein, and due to ongoing turbulence must be applied if: 1. the aircraft flies directly behind the previous aircraft on the same level or on the level located at less then 1000 feet below the aircraft, or 2. if both aircraft use the same runway, or 3. if the aircraft flies directly behind the previous aircraft on the same level or on the level located at less then 1000 feet below the aircraft. (2) Due to the influence of turbulence, the following increased standards for separation shall apply between flights from Paragraph 1 of this Article: Previous aircraft Subsequent aircraft NM Heavy Heavy 4 Heavy Medium 5 Heavy Light 6 Medium Light 5 Aircraft separation by using the Mach number and speed modification Article 105 (1) The prescribed standards of separation between jet aircraft flying on the same track and on the same cruising level above FL 245, may be created and maintained by the air traffic control unit, by requesting from the aircraft pilots to fly at actual speeds, indicated in the form of Mach number, ensuring that distance between these aircraft is maintained or increased. (2) Speed control by using the Mach number requires that: 1. pilots comply with the last assigned Mach number, 2. aircraft pilots, before each speed modification, inform the air traffic control unit when it is necessary to deviate from the current speed for ± 0.1 Mach,

49 3. aircraft pilots, upon request of the air traffic control unit, include the current actual Mach number into their regular position reports. (3) If an aircraft pilot intends to modify the cruising speed indicated in the flight plan, he/she must obtain clearance from the air traffic control unit for this, when the modified values amount to 5 % or more of the indicated speed. (4) In the lower airspace, below FL 245, cruising speeds shall be indicated in knots based on the indicated airspeed (IAS). (5) When the aircraft pilot requests a modification of flight height or the same has been requested by the air traffic control unit, and the aircraft is not able to maintain the vertical climb or descent speed of 500 feet per minute or more, the aircraft pilot shall inform the air traffic control unit about this. Cruise climb Article 106 The application of cruise climb shall be prohibited in the Croatian airspace. Individual mutual separation in visual meteorological conditions Article 107 The air traffic control unit may transfer the responsibility for maintaining separation to the aircraft pilot on a controlled flight, by issuing clearance to him/her to maintain the individual separation in visual meteorological conditions, if the following requirements have been met: 1. the procedure shall only apply during daytime, 2. there is no ongoing traffic with the opposite heading, 3. the aircraft pilot requests or agrees to this procedure and confirms seeing the other aircraft, 4. the other aircraft has consented to this procedure, 5. only one of the aircraft can be in climb or descent, 6. the procedure application shall be limited in regards to the route, level or time, 7. the information regarding essential traffic has been reported to the aircraft pilots in question. Essential traffic information Article 108 (1) Essential traffic encompasses a controlled flight to which separation procedures apply, and which has not been separated from another aircraft by the prescribed separation standards. (2) The air traffic control unit must provide the information about essential traffic to the controlled flights concerned, particularly when they represent essential traffic to one another. The essential traffic information shall contain the following data: 1. aircraft type, 2. relative position information, 3. heading of the aircraft in question, 4. cruising level of the aircraft in question or confirmation about the level modification or the estimated time above the reporting point closest to the spot where the level was passed. Title 4 RADAR USAGE IN AIR TRAFFIC CONTROL

50 Section 1 GENERAL PROVISIONS Radar usage purpose Article 109 During air traffic control activities a radar may be used for: 1. separation of flights in a controlled airspace, 2. monitoring (supervision) and aircraft vectoring, 3. speeding up the air traffic flow, 4. providing assistance to aircraft pilots in order to avoid areas in which unfavourable meteorological conditions exist, providing navigational assistance to pilots in special circumstances, and for providing select information about the traffic. Section 2 PROCEDURES WHEN USING A SECONDARY RADAR Setting the SSR transponder during regular usage Article 110 (1) The aircraft pilot shall set the mode and code of the SSR transponder according to instructions obtained by the air traffic control unit. If the air traffic control unit does not request otherwise, the aircraft pilot entering the area in the competence of the air traffic control unit, must retain the code assigned by the previous air traffic control unit until a new code has been assigned to the aircraft. (2) If a two digit code has been assigned to the aircraft, the aircraft pilot shall set the zero (0) as the third and fourth digit, except in cases when other digits for special procedures have been determined in accordance with provision of Paragraph 3 of this Article. (3) The SSR codes for certain types of flights ongoing in the Croatian airspace, as well as SSR codes for special procedures, shall be determined by HKZP. (4) The determined SSR codes from Paragraph 3 of this Article shall be set by the aircraft pilot independently. In certain cases the air traffic control unit may assign SSR codes different from those determined in accordance with provision of Paragraph 3 of this Article. (5) If the aircraft pilot was requested to set mode A or another mode, he/she shall simultaneously set mode C without a special instruction. Procedures when the SSR transponder malfunctions Article 111 (1) Unless it has been requested otherwise, the aircraft pilot whose SSR transponder does not function properly in mode C, shall inform the air traffic control unit about this without delay, and shall: 1. turn off the height reporting and transmit only the transmissible C mode signal, or 2. entirely turn off mode C if the SSR transponder type does not support the procedure stipulated in provision of Item 1 of this Paragraph. During this process mode A shall remain turned on. (2) If the transponder type does not allow for the turning off of modes A and C, the SSR transponder shall not be turned off without the explicit instruction of the air traffic control

51 unit, in order to ensure a continuous transfer of information regarding identity and position via mode A. (3) When entering the area in control of the air traffic control unit, the aircraft pilot shall comply with the measures undertaken and report to the air traffic control accordingly. Setting the SSR transponder in an emergency Article 112 (1) In an emergency situation the aircraft pilot shall retain the set code, unless the air traffic control unit did not assign another code to the aircraft. (2) By way of derogation from provision of Paragraph 1 of this Article, the aircraft pilot may set the SSR transponder to mode A, code 7700 if he/she finds this to be the most appropriate measure in regards to the emergency type. (3) In case of radio communication malfunction, the aircraft pilot shall set the transponder to mode A, code 7600 and undertake measures prescribed for radio communication malfunctioning. (4) The aircraft pilot being an object of illegal disruption, shall make an effort to set the SSR transponder to mode A, code 7500 to indicate his/her situation, unless circumstances mandate that the code be set to (5) The aircraft pilot whose aircraft is intercepted by a military aircraft may apply the procedure as stipulated by provisions of Paragraphs 1 and 2 of this Article, if he/she finds this procedure to be adequate in the given circumstances. (6) During the interception procedure, the intercepting aircraft pilot equipped with a SSR transponder must cancel the transmission of information about the height at a distance of 20 NM (37 km) from the aircraft he/she intends to intercept or in time 40 seconds before the estimated arrival to the meeting point with the aircraft he/she intends to intercept (whichever occurs first) in order to prevent the unwanted resolution information of the intercepted aircraft equipped with the airborne collision avoidance system. Procedure in case of a SSR transponder breakdown Article 113 (1) If the SSR transponder breaks down before takeoff and can not be fixed prior to departure, the aircraft pilot shall: 1. inform the aerodrome air traffic control and obtain clearance to continue with the flight, 2. plan his/her flight according to conditions from the clearance, so as to fly the shortest distance to the closest aerodrome where this breakdown can be fixed, 3. in section 10 of the flight plan form, enter the letter "N" for a complete failure of the SSR transponder or in case of a partial transponder breakdown, the appropriate letter, determining the remaining transponder functions working properly. (2) If the transponder breakdown occurs after takeoff, the aircraft pilot shall inform the air traffic control about this immediately. Procedures for operational usage of the mode C height responder Article 114 (1) It shall be considered that the aircraft is located on the assigned height, if the mode C height responder deviates ± 300 from this level. (2) It shall be considered that the aircraft which had obtained clearance for leaving the level began leaving and had left the previously occupied level, when information about the SSR

52 mode C level indicates a modification of more than 300 feet in the estimated heading from the previously assigned level. (3) It shall be considered that the aircraft in climb or descent has passed the level when the information about the SSR mode C level shows that the aircraft has passed this level in the direction requested for more than 300 feet. (4) It shall be considered that the aircraft has reached the level from the clearance when the information about the SSR mode C level indicates that the aircraft level deviates ± 300 feet from the level assigned. (5) If the level reported by the aircraft pilot differs for more than ± 300 feet from the information about the level indicated by the SSR mode C, and prescribed standards for vertical separation may be exceeded, the air traffic control unit shall inform the aircraft pilot about the deviation, and shall issue an instruction to confirm the height. If a deviation still exists after this procedure, the basis for further separation shall be the level reported by the pilot. Section 3 AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS II) USAGE ACAS II purpose and usage Article 115 (1) Information obtained based on the airborne collision avoidance system in the aircraft shall be used by the aircraft pilots for the purpose of avoiding possible collisions, obtaining a more accurate picture about current traffic circumstances, as well as for active search and visual recognition of conflicting traffic. (2) Provisions of Article 166 herein shall not prescribe a revocation of the right to make a final decision from the pilot-in-command in regards to operating the aircraft, i.e. his/her right to choose the best way of resolving a traffic conflict or preventing a possible collision. (3) In case of actions after having received a resolution advisory (RA) as well as in case of another event significant for monitoring the ACAS system functioning, the pilot and the air traffic controller shall file a report established by a special regulation. Usage method for the indication of the airborne collision avoidance system Article 116 The warning of the airborne collision avoidance system in an aircraft shall be used by the pilots as follows: 1. under no circumstances should the avoidance manoeuvre take place based exclusively on traffic advisories (TA); 2. having received the traffic advisory, he/she shall use all available information to prepare an appropriate reaction for the possibility of receiving a resolution advisory (RA); 3. in case of a resolution advisory (RA), the pilot shall: a) immediately act in accordance with the resolution advisory received, except in case when this procedure would endanger the aircraft safety (stall warning, wind shear and the ground proximity warning system shall have priority over ACAS warnings), b) act in accordance with the resolution advisory even when it is in conflict with the air traffic control instruction, c) never undertake a climb or descent manoeuvre nor make changes to vertical speed which are conflicting with the resolution advisory received,

53 d) as soon as possible and depending on the workload of the crew, inform the air traffic control unit about the resolution advisory, including the direction of vertical deviation from the instruction in force or the air traffic control clearance, e) immediately act in accordance with each modification of the resolution advisory, f) reduce deviations from the flight path to the minimum, i.e. to the deviations necessary for acting according to resolution advisories, g) once the conflict has been resolved immediately continue acting in accordance with the previously valid instruction or clearance of the air traffic control, h) inform the air traffic control unit that he/she shall continue acting according to the clearance obtained. Responsibility for separation of aircraft during manoeuvres based on a resolution advisory Article 117 (1) Once information has been received that the pilot is undertaking an avoidance manoeuvre based on the resolution advisory, the air traffic controller: 1. shall not try to modify the flight path of the aircraft undertaking the avoidance manoeuvre based on the resolution advisory, 2. shall not issue clearance or instruction to aircraft to which the avoidance manoeuvre refers to, until the pilot has reported that he/she is again acting in accordance with the valid instruction or clearance of the air traffic control, 3. shall confirm receipt of this message by using the phrase "ROGER", 4. shall provide information about essential traffic if he/she deems it necessary. (2) When an aircraft deviates from the valid clearance based on the resolution advisory, the air traffic controller shall cease to be liable for the separation of the aircraft in question from other aircraft endangered due to the direct result of the initiated avoidance manoeuvre based on the resolution advisory. (3) The air traffic controller shall again resume liability for separation of all aircraft from Paragraph 2 of this Article when: 1. he/she confirms the report of the aircraft pilot that the pilot is again acting according to a valid clearance, or 2. he/she confirms the report of the aircraft pilot that the pilot is again acting according to a valid clearance, and issues another clearance that the pilot confirms. Title 5 FLIGHT INFORMATION SERVICE Procedure for providing the flight information service Article 118 (1) The flight information service shall be provided by the flight information centre or the air traffic control unit within the scope of its authority, all in accordance with the procedures prescribed. (2) By way of derogation from provision of Paragraph 1 of this Article, the aerodrome flight information at uncontrolled aerodromes, where provision of aerodrome flight information is available, shall be ensured by the aerodrome operator in accordance with provisions of Article 86 of the Air Traffic Act. Tasks encompassed by the flight information service

54 Article 119 (1) The flight information service shall encompass provision and reporting about all information and advice to aircraft pilots that are necessary for a safe, regular and uninterrupted air traffic flow, as well as receipt and reports of information pertaining to flight plans, departure and arrival reports, pilot reports regarding air traffic safety and pilot reports (PIREP). (2) The tasks of providing and reporting on information and advice from Paragraph 1 of this Article by aircraft radio transmission shall encompass primarily the reporting of: 1. general information about: a) significant meteorological information (SIGMET), b) the existence of emergency cases and aircraft accidents, c) fuel release, d) flight during aircraft search and rescue, and during natural disasters and other disasters on a large scale, e) other limitations significant for air traffic like explosions caused by gas or explosives, fires etc.; 2. general information by the automatic terminal information service (ATIS); 3. special information, in principle upon request of the aircraft pilot, regarding: a) special airspace usage (air shows and competitions, parachuting activities, acrobatic flights, gliding competitions and glider flights in specifically designated areas, military exercises and other significant military activities, limitations which may influence flights, anti-hail protection, etc.), b) limitations in usage and modification in usage of modes of radio navigational aids, radio communication frequencies, aerodromes, their manoeuvring areas when these are covered with snow, ice or a significant layer of water, as well as aerodrome devices, instruments and equipment, c) meteorological conditions, particularly conditions on the route and during landing, special meteorological conditions, wind forecasts at high elevations, significant meteorological occurrences and short term forecasts; 4. special information whenever this is necessary, about: a) the release of radioactive or poisonous substances into the atmosphere, b) heavy or medium unmanned free balloons, c) dangers regarding collisions on controlled flights (providing traffic advisories based on the radar, within the technical and operational possibilities), d) any other information which could influence air traffic safety. Obligations of the aircraft pilot when using the flight information service Article 120 (1) When using the flight information service, obligations of the aircraft pilot shall be: 1. careful and detailed flight preparation, 2. to listen to the frequency (optional), 3. to listen to aircraft radio transmissions, 4. establishing radio communication if he/she finds this necessary for a safe flight, 5. to report the aircraft call sign, departure and arrival aerodrome, position, level and the planned flight route once radio communication has been established, 6. to send short and summarised reports when airborne, 7. to report about the intended modification of speed, 8. to sign off before leaving a frequency if radio communication has been established.

55 (2) When sending the flight plan filed in the air (AFIL), the aircraft pilot shall provide the following information: aircraft call sign, flight type, aircraft type, radio and navigation equipment, departure aerodrome or the time and position on which the flight plan application shall begin, actual speed, requested level if applicable, destination aerodrome or the time and position until which the flight plan shall be applied, an alternative aerodrome if necessary, the longest flight duration and the number of persons on board. (3) If the aircraft pilot conducting radio transmission with the flight information centre is requested to set the transponder to a certain code and/or mode, the aircraft pilot shall not assume that the aircraft is going to be controlled or separated from other traffic. Radar usage in the implementation of flight information service Article 121 (1) Information from the radar indicator may be used for providing information to an identified aircraft: 1. about any aircraft registered on the conflicting track with a radar-identified aircraft, along with an instruction or advice regarding the application of the avoidance procedure, 2. about the position of areas with unfavourable meteorological conditions, and when possible, advice for the easiest detour of such areas, and 3. providing information helping the aircraft pilot in navigation (navigational assistance). (2) Radar usage in the course of flight information service shall not relieve the aircraft pilot from his responsibilities, including the final decision in regards to any advised flight plan modifications. Collision warning information Article 122 (1) Once an identified controlled flight is registered on the conflicting flight path with an unknown aircraft, and it has been estimated that danger of collision exists, the controlled flight shall be informed, whenever possible, about: 1. the unknown aircraft, and recommendation provided about the avoidance procedure if the aircraft pilot on the controlled flight requests this, or when the situation demands this based on the assessment of the air traffic control unit, and 2. the fact that the conflict ceased to exist. (2) Whenever possible, information about traffic on the conflicting flight path shall be provided as: 1. a relative direction of conflicting traffic in relation to hands of a clock, 2. conflicting traffic distance in NM, 3. direction in which the conflicting traffic is moving, 4. level and type of aircraft, or if this is unknown, the relative speed of conflicting traffic (slow or fast). (3) Radar usage in the implementation of flight information service shall not relieve the pilotin-command from his responsibility to make a final decision in regards to any advised flight plan modification. Automatic terminal information service Article 123 (1) In order to reduce the duration and scope of radio communication, certain international airports in the Republic of Croatia use the automatic terminal information service (ATIS),

56 providing daily information pertaining to takeoff and landing, on VHF published in the usual manner in air traffic. (2) The ATIS transmission shall conform to the following requirements: 1. the information transmitted shall pertain only to one airport, 2. the transmission shall be continuous and repetitive, 3. the information transmitted shall be updated immediately after a significant modification, 4. the air traffic control authorised for approach, landing and takeoff must be immediately informed about the facts contained in the transmission, 5. each particular ATIS message shall be marked with a letter from the ICAO alphabet, in the alphabetical order. (3) The ATIS transmission shall contain the following information: 1. airport name, 2. airport ICAO marking, 3. expected type of approach and runway, 4. transition flight level, 5. monitoring time, 6. current meteorological conditions at the airport, including the meteorological forecast for landing, and if necessary: a) significant meteorological occurrences in the areas of approach and departure, b) runway condition and braking if necessary, c) limitations in the runway usage, d) limitations in using the approach navigational aids, e) delays in arrival and departure of 20 minutes or more. (4) Aircraft pilots flying according to instrument flight rules (IFR) as well as aircraft pilots flying according to visual flight rules (VFR), when this is possible due to equipment, shall obtain takeoff and landing information for the appropriate airport from the published VHF prior to establishing radio communication with the air traffic control unit. When establishing radio communication with the air traffic control unit authorised for approach or departure, the aircraft pilot shall say the marking of the information received, in order to verify that the latest valid transmission has been received. (5) Once radio communication from Paragraph 4 of this Article has been established, the air traffic control unit authorised for approach shall provide the current QNH atmospheric pressure value to approaching aircraft in its response to the message about the marking of the information obtained. (6) During automatic terminal information service, information pertaining to IFR flights and other inbound and outbound flights to other international airports shall not be provided. Title 6 RADIO COMMUNICATION PROCEDURES Radio communication procedures Article 124 (1) Radio communication by aircraft mobile stations shall be conducted as radiotelephone communication. (2) The aircraft mobile connection is a radio communication between the ground radio station and the aircraft radio station, as well as between aircraft radio stations. A survival craft station may also be used in the aircraft mobile station, as well as emergency position indicating beacons on determined radio frequencies (121.5 MHz and/or MHz and/or MHz).

57 (3) False emergency messages may be transmitted during acrobatic manoeuvres, improper usage, pilot's inattention, a very rough landing, transfer of aircraft during handling, and during maintenance works on the aircraft. Aircraft pilots equipped with the emergency location transmitter (ELT), or other authorised persons, in order to avoid false emergency messages, shall listen to frequencies MHz and/or MHz and/or MHz in the following situations: - during the flight if possible, - after the flight, prior to turning the engines off, - during the ELT installation or maintenance, - during maintenance works in the proximity of ELT, and - during the transfer of aircraft on the ground. If they hear an ELT signal when listening in, and having turned the device off establish that the signal was transmitted from their aircraft, the pilots shall inform the air traffic control unit about the transmitted false emergency message, and if necessary have the device serviced. Languages used Article 125 (1) Radiotelephone communication by the aircraft mobile station shall be conducted in the English or the Croatian language, in accordance with provisions of Article 116 of the Air Traffic Act. (2) In cases when the aircraft has an emergency, the aircraft pilot may use either the English or the Croatian language, depending on which he/she is more fluent in. (3) Radiotelephone communication by the aircraft mobile station at uncontrolled aerodromes and on frequencies not used by HKZP, shall be conducted in the Croatian and the English language. In cases when special radio communications frequencies have been determined and published, communication shall be conducted in the English language. Usage time Article 126 (1) All radio stations participating in the aircraft mobile station shall use the universal time coordinated (UTC). (2) Beginning of a day shall be indicated as 00:00 hours, and the end of the day as 23:59 hours. The hour starts with the zero (00) minute and ends with the 59 th minute. A minute starts with a zero (00) second, and ends with the 59 th second. (3) Minutes of the current hour (two digits) shall be provided as time. If confusion is a possible all four digits of the current hour and minutes shall be provided. Permitted connections and message priority in the aircraft mobile station Article 127 (1) In the aircraft mobile station, the following messages shall be permitted, in the transmission priority order below: 1. distress message, 2. urgency message, 3. direction finding message, 4. flight safety message, 5. meteorological message, 6. flight regularity message,

58 7. state telegram. (2) A distress message (MAYDAY in radiotelephony) is a message referring to aircraft and the people on board them, who are in a huge and immediate danger, requiring immediate assistance. (3) An urgency message (PAN PAN or PAN PAN MEDICAL in radiotelephony) is a message referring to the safety of the aircraft, vessel or another vehicle or persons on board them or in the pilot's field of vision. (4) A direction finding message is a message referring to the transmission of radio range directions. (5) Flight safety messages are: 1. messages transmitted in the course of air traffic control, including the air traffic control messages, 2. the aircraft pilot's position reports, 3. operational messages significant for the airborne aircraft. (6) A meteorological message is a message referring to the transmission of meteorological information. (7) Flight regularity messages are: 1. messages referring to modifications of the aircraft flight schedule, 2. messages referring to aircraft maintenance, 3. instructions to the aircraft operator representatives referring to modifications of requirements for passengers and the crew, caused by unavoidable deviations from the flight schedule, except certain requests of passengers and the crew, 4. messages referring to unplanned landings, 5. messages referring to urgently needed spare parts and supplies for the aircraft, 6. messages referring to the flight and maintenance of equipment significant for the flight safety and regularity. (8) State telegrams are messages transmitted from the aircraft by heads of state or other persons with the same status. (9) In order to avoid unnecessary disruption of air traffic control, flight regularity messages and state telegrams shall be primarily provided on flight information frequencies or on another frequency assigned by the air traffic control unit. Aircraft radio stations call signs Article 128 (1) In radiotelephone communication, the following types of aircraft radio station call signs shall be permitted: 1. aircraft nationality along with the aircraft registration marking, 2. determined radiotelephone marking assigned to the aircraft operator, along with markings from Item 1 of this Paragraph, 3. determined radiotelephone marking assigned to the aircraft operator, along with the numeric flight number, 4. aircraft type, along with markings from Item 1 of this Paragraph, 5. call sign for military aircraft, consisting of no more than 7 digits. (2) Radio stations call signs shall not be modified during a flight, unless the ground radio station, in order to avoid a possible confusion during a flight within its area of authority, explicitly assigns another temporary call sign. Assigned radiotelephone markings

59 Article 129 The radiotelephone marking from Article 128, Paragraph 1, to be used in international aviation telecommunication connections shall be assigned to Croatian air carriers by HKZP upon their request, following coordination with the International Civil Aviation Organisation (ICAO), when: 1. the air carrier is in possession or uses jet aircraft or other types of large aircraft, and participates in air traffic with at least 6 flights daily in the commercial domestic or international traffic, or 2. the air carrier is connected to the HKZP aeronautical fixed network, or 3. this is in direct interest of HKZP. Abbreviation of the aircraft radio station call sign Article 130 (1) The usage of an abbreviated aircraft radio station call sign shall be permitted only once radio communication has been established, and when confusion between or accidental exchange of call signs is not possible. (2) The aircraft radio station shall use its abbreviated call sign only if the ground radio station has already used the abbreviated call sign. (3) The aircraft radio station call sign shall be abbreviated by using: 1. the aircraft nationality mark and two last marks of the call sign, if the call sign used is the one stipulated by provision of Article 128, Paragraph 1, Item 1, or by using the aircraft nationality mark and the three last marks, if the call sign from Article 128, Paragraph 1, Item 1 consists of more than five digits, 2. the determined radiotelephone marking assigned to the aircraft operator, along with two last marks of the call sign, if the call sign used is the one stipulated by provision of Article 128, Paragraph 1, Item 2, 3. the aircraft type mark along with the two last marks of the call sign, if the call sign used is the one stipulated by provision of Article 128, Paragraph 1, Item 4. (4) Aircraft pilots flying aircraft the maximum takeoff mass of which is 136 tons or more, shall always, when establishing radio communication with the air traffic control unit, add the word "HEAVY" to their call sign. Establishing radiotelephone communication Article 131 (1) Radiotelephone communication shall be established by using the initial call and the response to the initial call as follows: 1. Initial call: a) call sign of the radio station with which the communication is being established, b) call sign of the calling radio station. 2. Response to the initial call: a) call sign of the radio station with which the communication is being established, b) call sign of the called radio station. (2) When it is reasonably assumed that the radio station called is receiving the call, the message may be transmitted immediately after the initial call, except in regards to flights conducted according to visual flight rules (VFR).

60 (3) A radio in the aircraft mobile station may simultaneously make multiple calls. Radio stations called by a multiple call shall confirm receipt of the message in the order used by the calling radio station. (4) A radio in the aircraft mobile station may simultaneously call all radio stations receiving on the same frequency (general call). The general call shall begin with the phrase "ALL STATIONS" and shall continue with the call sign of the calling radio station. Receipt of a general call shall not be confirmed. (5) If the call sign of the calling radio station was not understood, the phrase "SAY AGAIN YOUR CALL SIGN" shall be used. (6) A call intended for a certain radio station shall not be answered if there is doubt that the call made is not correct, until the next, clearer call has been received. General procedures for conducting radiotelephone communication Article 132 (1) Any radiotelephone communication between aircraft radio stations shall require permission from the ground radio station, except in case of a brief exchange of messages. (2) The ground radio station shall not transmit or send messages to aircraft radio stations during takeoff, final approach segment and the landing roll. (3) Each transmission shall be clear, unambiguous and uniform, and shall consist of the prescribed standard phraseology. Speech must be clear, of normal volume and unvaried speed (up to 100 words a minute). Insignificant and inappropriate statements shall be prohibited. (4) The usage of abbreviations in radiotelephone communication shall be prohibited, except abbreviations regularly used in air traffic, like: ATC, FIR, IFR, VFR, VMC, VOR, NDB, IMC, TCAS, as well as abbreviations from the Q group: QNH, QFE, QNE, QDM, QDR and QTE etc. (5) Once radio communication has been established, the ground radio station call sign and certain phrases like: "ROGER" may be skipped, if this does not create ambiguity. (6) An aircraft radio station shall confirm receipt of the message by transmitting its own call sign and the phrase "ROGER". (7) By way of derogation from provision of Paragraph 6 of this Article, the aircraft radio station, repeating the appropriate message word for word shall confirm receipt of all clearances and instructions pertaining to the aircraft movement (like: entry, landing, takeoff, transition and reversal taxi on the runway, level, flight speed), the setting of the secondary radar mode and code, atmospheric pressure values for the purpose of setting the altimeter frequency in cases of frequency modification, the marking indicating the type of approach and the runway used. Receipt of other instructions received may be confirmed by the aircraft radio station with the phrase "WILCO". (8) The ground radio station shall confirm receipt of the aircraft radio station message by transmitting its own call sign and the phrase "ROGER" or by transmitting the aircraft radio station call sign and the phrase "ROGER". (9) The aircraft pilot may abandon the frequency of the air traffic control unit only upon its explicit approval to do so, or once the aircraft has arrived to the parking position. Provision of Article 120, Paragraph 1, Item 8 herein shall apply to flight information frequency abandonment. Distress traffic Article 133

61 (1) A distress call shall be sent to a certain ground radio station. A distress call shall begin with a triple transmission of the distress signal "MAYDAY" on the frequency used or on the distress frequency. A distress message shall contain: 1. the call sign of the aircraft in distress, 2. type of distress, 3. intentions of the aircraft pilot, 4. type of help requested, 5. information about the position, heading and level. (2) A radio station in distress or a radio station managing the distress communication may order a suspension of broadcast to all radio stations in the receiving range or only to certain radio stations interrupting distress traffic. The instruction shall be: "STOP TRANSMITTING MAYDAY". (3) Immediately after the distress communication has ended or when there is no longer need to maintain radio silence on the frequency used, the radio station managing the distress communication shall transmit the following message on the same frequency: "DISTRESS TRAFFIC ENDED". (4) The usage of distress frequency shall be permitted only in distress situations or when all other frequencies have malfunctioned. Emergency traffic Article 134 An urgency call shall be sent to a certain ground radio station. An urgency call shall begin with a triple transmission of the emergency signal "PAN PAN" on the frequency used. An urgency call shall contain: 1. the call sign of the aircraft transmitting the call, 2. type of urgency or observation, 3. other significant information necessary for the provision of help, 4. if possible the aircraft pilot's intentions, 5. if possible, information about the position, heading and level. Part Four FLIGHT PROCEDURES Title 1 CONDITION FOR DETERMINING AND IMPLEMENTING THE INSTRUMENT APPROACH PROCEDURE Section 1 GENERAL CONDITIONS Aircraft categories in regards to approach speed Article 135 (1) The flight capability of an aircraft has a direct influence on the airspace needed and visibility in order to implement different manoeuvres during instrument approach. In regards to aircraft speed, five aircraft categories have been determined as the most important flight capability factor, pertaining to the approach speed. (2) Aircraft categories from Paragraph 1 of this Article shall be determined based on the product of the stall speed in the landing configuration with the maximum landing mass and

62 the number 1.3, for the purpose of standardizing aircraft manoeuvring capabilities in regards to the special instrument approach procedures. (3) Aircraft categories from Paragraph 2 of this Article are: 1. category A, speed lower than 91 kt IAS, 2. category B, speed 91 kt or more, but less than 121 kt IAS, 3. category C, speed 121 kt or more, but less than 141 kt IAS, 4. category D, speed 141 kt or more, but less than 166 kt IAS, 5. category E, speed 166 kt or more, but less than 211 kt IAS, 6. category H. (4) By way of derogation from Paragraph 2 of this Article, the method of calculating the aircraft category with the stall speed shall not apply to helicopters. Speeds for procedure calculations Article 136 In order to calculate the requirements for the necessary airspace and obstacle clearance for certain procedures, the following speed areas for each aircraft category from Article 135 herein shall apply. Speeds (kt) for procedure calculations Aircraft category V at Speed area for initial approach Speed area for final approach Maximum speed for visual manoeuvring (circling) Maximum speeds for missed approach Intermediate segment Final segment A < 91 90/150(110*) 70/ B 91/ /180(140*) 85/ C 121/ / / D 141/ / / E 166/ / / H - 70/120(100**,110***) 60/ V at speed above threshold obtained from the product of the stall speed in the landing configuration with the maximum landing mass and the number 1.3 * maximum speed for reversal procedures and racetrack procedures ** maximum speed for reversal procedures and racetrack procedures up to and including 6000 feet *** maximum speed for reversal procedures and racetrack procedures above 6000 feet Section 2

63 INSTRUMENT APPROACH Instrument approach procedure segments Article 137 (1) The instrument approach procedure may consist of five different segments in accordance with Annex 8, Picture 1 herein. Instrument approach procedure segments are: 1. arrival segment, 2. initial segment, 3. intermediate segment, 4. final segment and 5. missed approach segment. (2) Approach segments from Paragraph 1 of this Article shall begin and end at certain fixes. (3) By way of derogation from Paragraph 2 of this Article, in certain circumstances some segments may begin at established points when fixes have not been established (for instance, the final segment of precision approach may begin in a point where a certain instrument approach intermediate segment and the nominal glide path (final approach point FAP) intersect. (4) Whenever possible direct approach shall be determined in the way that it is positioned in the direction of the central runway line (straight-in approach). In case of non-precision approach, direct approach shall be acceptable if the angle between the final approach path and the extended runway centreline amounts to 30 at the most for aircraft categories A and B, or 15 for aircraft categories C, D and E, respectively. In this case the minimum distance between the runway threshold and the point in which the final approach path intersects with the extended runway centreline shall not be less than 1400 meters. (5) When terrain or other limitations do not permit the determination of the final approach path heading or a descent gradient as stipulated by provisions of Paragraph 4 of this Article, the circling approach shall be required. (6) Minimum sector altitudes (MSA) shall be established for each aerodrome and shall ensure obstacle clearance of at least 1000 feet in a radius of 25 NM from the radio navigational aid, on which the approach procedures for this aerodrome are based. Arrival segment Article 138 (1) In this stage of the flight the aircraft pilot flies from the route to the initial approach fix (IAF) from which approach shall begin. (2) The same obstacle clearance conditions applicable on the route, shall apply to arrival routes. (3) If a radar is used for aircraft guidance, the air traffic control unit shall vector the aircraft to the initial approach fix or to the intermediate approach path or the final approach to the point from which the aircraft pilot may continue with the approach according to the instrument approach chart. Initial approach segment Article 139 (1) In this stage of the flight the aircraft pilot flies from the initial approach fix towards the extended final approach path and to the intermediate fix (IF).

64 (2) High descent speeds shall be permitted in this stage of the flight (4 8 %, corresponding to 250 to 500 feet/nm). The initial approach segment shall ensure obstacle clearance of at least 1000 feet in the primary area. (3) Aircraft guidance on the track along the initial approach segment to the intermediate fix may be carried out by the aircraft pilot with a maximum entry angle of 90 in precision approach or 120 in non-precision approach, and by applying the prescribed reversal procedures (procedure turn and base turn) during this segment, or racetrack procedures as stipulated by Annex 8, Picture 2 herein. (4) When applying the reversal procedures and racetrack procedures from Paragraph 3 of this Article, the aircraft pilot shall, when determining headings and timing, take into appropriate consideration wind direction and speed. All turns shall be made at a bank angle of 25 or a bank angle giving a rate of turn of 3 /s, whichever requires the lesser bank. Intermediate approach segment Article 140 (1) In this stage of the flight the aircraft pilot must stabilize the aircraft on the extended runway centreline (final approach path, localizer), reduce the speed and prepare to begin descent in the final approach having passed the final approach fix (FAF). The descent gradient should be as mild as possible or zero. The obstacle clearance height shall amount to 500 feet. (2) When the final approach fix has been established, the intermediate approach segment shall begin at the time when the aircraft arrives to the inbound track of the procedural turn, base turn or the final inbound section of the racetrack procedure. Final approach segment Article 141 (1) The aircraft pilot shall begin the final approach at the final approach fix, and during ILS approach after entering the glide path. (2) During approach from Paragraph 1 of this Article, the minimum/optimum descent gradient shall amount to 5.2 % for the final non-precision approach segment with the final approach fix (3 for precision approach). The descent gradient steeper than optimal shall not be used except when none of the other options for obstacle clearance in the final approach can be applied. The maximum descent gradient for non-precision approach shall amount to 6.5 % for aircraft categories A and B (10 % for category H aircraft), 6.1 % for aircraft categories C, D and E (3.5 % for CAT I precision approach or 3 for CAT II and III precision approach). (3) The final approach ends in the missed approach point (MAPt), which shall not be located below the obstacle clearance altitude or height (OCA/H). (4) When the final approach fix has not been determined for the approach procedure, the aircraft pilot shall begin descent only once the aircraft has been stabilised on the final approach path. Missed approach segment Article 142 (1) The aircraft pilot shall begin the missed approach procedure every time when the aircraft reaches the established minimum for landing and adequate visibility for a successful final approach for landing does not exist. (2) The missed approach segment shall begin at the missed approach point (MAPt).

65 (3) The aircraft pilot shall begin the missed approach procedure at the latest when reaching the point from Paragraph 2 of this Article, in order to avoid exceeding the obstacle clearance altitude or height. If the aircraft pilot begins the missed approach procedure prior to reaching the missed approach point, he/she shall continue flying to the missed approach point and apply the missed approach procedure, even when the missed approach procedure had begun on the level higher than the necessary landing minimums. (4) After the horizontal distance overflight (initial stage) corresponding to a flight duration of 15 s at the most (non-precision approach) or a flight to a point 900 m away from the runway threshold (precision approach) during the missed approach procedure, the aircraft pilot shall maintain the climb gradient of 2.5 % (152 feet/nm) (intermediate segment) all in accordance with Annex 8, Picture 3 herein. The obstacle clearance altitude or height during the initial segment and the intermediate segment shall be at least 100 feet, and shall increase after that. When the aircraft has reached the obstacle clearance altitude or height of 164 feet during the intermediate segment, the final missed approach procedure segment begins, during which the aircraft pilot must maintain a climb gradient of at least 2.5 %, with the appropriate obstacle clearance to the point from which another approach, holding procedure or an en-route flight may begin. Obstacle clearance altitude or height Article 143 (1) The obstacle clearance altitude or height shall be calculated on the basis of approach obstacle or an obstacle protruding the most into the missed approach area. In instrument approach charts the obstacle clearance altitude (OCA) has been determined in regards to the mean sea level, and the obstacle clearance height (OCH) in regards to the aerodrome elevation. (2) For the purpose of completing precision approach procedures, the heights from Paragraph 1 of this Article shall be established in regards to the threshold elevation. (3) Depending on the non-precision approach procedure characteristics (for instance VOR, NDB, SRA, ILS with GP not used), or the precision approach procedure (for instance ILS, PAR, MLS), the obstacle clearance altitudes or heights shall be established as follows: 1. for non-precision approach with a determined final approach fix (FAF); to at least 246 feet (75 m) above the highest obstacle, 2. for non-precision approach without a determined final approach fix (FAF); to at least 295 feet (90 m) above the highest obstacle, and 3. for precision approach; to at least the height of the highest obstacle in the final approach area or the highest equivalent obstacle in the missed approach area plus the height loss value, according to the following table: Height loss measured by a radio or barometric altimeter Aircraft category Height loss value measured by a radio altimeter Height loss value measured by a barometric altimeter V at m ft m ft A-169 km/h (90 kt)

66 B-223 km/h (120 kt) C-260 km/h (140 kt) D-306 km/h (165 kt) H-167 km/h (90 kt) (4) Values indicated in the table from Paragraph 3 of this Article shall be based on the following standardised conditions: 1. usage of barometric altimeter in the ILS CAT I approach, 2. usage of radio altimeter and the flight director system or the autopilot in ILS CAT II approach, 3. the aircraft wing span shall not be more than 60 m, and the vertical distance between the aircraft landing gear path in the landing configuration and the glide path antenna shall not be more than 6 m, 4. the climb gradient in missed approach shall amount to 2.5 %. (5) Based on the obstacle clearance altitude or height (OCA/H), aircraft operators must calculate minimums for landing, in accordance with conditions stipulated in Annex 8, Pictures 4 and 5 herein, as follows: 1. the decision altitude or height (DA/H) for precision approach, or 2. the minimum descent altitude or height (MDA/H) for non-precision approach. Visual manoeuvring (circling) Article 144 (1) Visual manoeuvring (circling) is a continuation of the instrument approach procedure enabling the aircraft pilot to land on the runway positioned inadequately for a direct approach. (2) The area of visual manoeuvring for approach shall be determined by drawing adjacent arcs connected by tangent lines, the centres of which are located on each runway threshold. The arc radiuses depend on: 1. aircraft category for which the obstacle clearance altitude or height is determined according to Annex 8, Picture 6 herein, 2. aircraft category in relation to its approach speed in accordance with provisions of Article 135, Paragraph 3 herein, 3. wind speed during a turn of 25 kt or more, and on 4. a bank angle of 20 or a bank angle giving a rate of turn of 3 /s, whichever requires the lesser bank. (3) For the purpose of obstacle clearance, the obstacle clearance altitude or height (OCA/H) shall be determined by adding the appropriate height value according to the following table, to the highest obstacle in the visual manoeuvring (circling) area. OCA/H for visual manoeuvring approach (circling) Aircraft category Obstacle clearance ft (m) Lowest OCH above the aerodrome elevation ft (m)

67 Aircraft category Obstacle clearance ft (m) Lowest OCH above the aerodrome elevation ft (m) A 295 (90) 394 (120) B 295 (90) 492 (150) C 394 (120) 591 (180) D 394 (120) 689 (210) E 492 (150) 787 (240) Title 2 HOLDING PROCEDURES Standard holding pattern Article 145 (1) The form and terminology regarding a holding pattern have been established by Annex 9, Picture 1 herein. (2) When entering into a holding pattern and during the holding procedure, an aircraft pilot shall not fly at indicated airspeeeds (IAS) higher than those established in the following table: Holding height category H to and including 6000 ft to and including FL 140 above FL 140 to and including FL 200 above FL 200 to and including FL 340 Speed 100 kt IAS 170 kt IAS for categories A and B and category H above 6000 ft 230 kt IAS for other categories 240 kt IAS 265 kt IAS Speed during turbulence 170 kt IAS for categories A and B and category H above 6000 ft 280 kt IAS for other categories (upon clearance of the air traffic control unit) 280 kt IAS or 0.8 Mach whichever is lesser (upon clearance of the air traffic control unit) above FL Mach 0.83 Mach

68 (3) Aircraft pilots shall make all turns at a bank angle of 25 or a bank angle giving a rate of turn of 3 /s, whichever requires the lesser bank. Unless otherwise specified when establishing the holding procedure, or if the air traffic control unit has issued an instruction stating otherwise, all turns upon entry into the holding pattern shall be made to the right. (4) The aircraft pilot shall begin with timing the outbound flight abeam from the fix, or having reached the outbound heading, whichever is later. (5) The outbound timing from Paragraph 4 of this Article shall be one minute if positioned on FL 140 or lower, and one and a half minutes if positioned above FL 140. When DME is used in this process, the outbound timing shall be determined according to the established distance values. When determining the heading and timing, the aircraft pilot shall take into consideration the available windspeed accordingly. (6) When the aircraft pilot can not fly according to the established procedure due to operational reasons, he/she shall inform the air traffic control unit about this without delay. Procedures for entry into the holding pattern Article 146 (1) When entering the holding pattern the aircraft pilot shall fly according to the procedures prescribed for a particular entry sector, established in accordance with conditions from Annex 9, Picture 2 herein. (2) The entry sector from Paragraph 1 of this Article shall be determined by the aircraft pilot based on the heading prior to the entry into the holding pattern. In this procedure deviations up to 5 from the limits of the appropriate sector entry shall be permitted. The entry into the holding pattern, established based on the intersection of VOR radials, shall be determined by the intersection of VOR radials. The entry into the holding pattern above the VOR/DME fix, shall be limited to a VOR radial or a DME arc, forming the fix. (3) The aircraft pilot shall complete the entry procedure from sector 1 (parallel entry) as follows: 1. once reaching the fix, turn the aircraft and fly in the outbound heading, flying in this direction for a prescribed period of time or flying to an appropriate determined DME distance, 2. after this manoeuvre he/she shall turn left by the right pattern and turn right by the left pattern, into the published or assigned arrival track or shall return directly to the fix, 3. having arrived to the fix for the second time, he/she shall turn right by the right pattern and left by the left pattern and continue flying according to the determined holding procedure. (4) The aircraft pilot shall complete the entry procedure from sector 2 (offset entry) as follows: 1. having arrived to the fix he/she shall turn to the outbound heading which forms, at the holding side, an angle of 30 or less in relation to the published or assigned arrival track, flying in this heading for a prescribed period of time or flying to an appropriate determined DME distance, 2. after this manoeuvre he/she shall turn right by the right pattern and turn left by the left pattern, into the published or assigned arrival track and continue flying according to the determined holding procedure. (5) The aircraft pilot shall complete the entry procedure from sector 3 (direct entry) by turning, having arrived to the fix, right at the right pattern or left at the left pattern and continue flying according to the determined holding procedure. Conduct in the holding pattern Article 147

69 (1) After the second and every subsequent arrival above the fix, the aircraft pilot shall make turns into the outbound track in the heading prescribed, which will bring the aircraft into the most suitable position for beginning the turn into the published or assigned inbound track. (2) After the turn manoeuvre into the outbound track, the aircraft pilot shall continue flying in the outbound track during the prescribed outbound time period or distance, then turn in the prescribed heading, into the published or assigned outbound track and continue flying towards the fix. (3) Having received clearance for leaving the holding procedure, the aircraft pilot shall set his/her flight within the limits of the established holding procedure, by abandoning the holding point at the time established in the clearance. Holding area and buffer zone Article 148 (1) The holding area shall consist of the basic holding area and the entry area. The basic holding area on any determined level, shall be the airspace necessary for encompassing the holding pattern, by taking into consideration aircraft speeds, wind influence, timing miscalculations, fix properties etc. The entry area shall be the airspace necessary for positioning a certain entry procedure. (2) A buffer zone is an area encompassing 5 NM outside of the holding area, within which the level and type of obstacle have been taken into consideration in the process of determining the minimum holding level which could be used in the pattern and the holding area. Minimum holding level Article 149 The published minimum holding level shall amount to at least 1000 feet, and above a mountainous area, 2000 feet above the highest obstacle, respectively, within the lateral limits of the airspace protected for a holding procedure. The minimum holding level shall increase, if necessary, for the purpose of obstacle clearance in the buffer zone. Title 3 PROVISIONS RELATED TO AIRCRAFT NOISE AND NOISE ABATEMENT PROCEDURES Section 1 RESTRICTIONS FOR CIVIL JET AIRCRAFT Noise certificate Article 150 (1) Civil jet aircraft with the Croatian nationality mark shall be permitted to fly in the airspace of the Republic of Croatia only when they have a valid noise certificate. A noise certificate must be on board the aircraft when in use. (2) Foreign civil jet aircraft may land and take off from aerodromes in the Republic of Croatia only if they have a noise certificate or a relevant certificate issued by the aircraft country of registry. Noise certificates or relevant certificates must meet the requirements set out in the regulation laying down requirements and restrictions for the issue of relevant aircraft noise certificates. A noise certificate or other relevant certificate must be on board the aircraft when in use.

70 Restrictions on the use of civil jet aircraft Article 151 (1) Civil jet aircraft referred to in Article 150 herein, with a maximum takeoff mass of kg or more, or of the type or series registered for more than 19 passengers, may take off and land at aerodromes in the Republic of Croatia, if the determined noise level indicated in the noise certificate or other relevant certificate meets the following minimum requirements: 1. at a lateral measuring point, 103 EPNdB for aircraft with a maximum takeoff mass of kg or more; for lighter aircraft the maximum noise level decreases linearly with the logarithm of mass to 94 EPNdB when the maximum takeoff mass is kg, below that the noise limit remains constant, 2. at the takeoff / overflight measuring point: a) 101 EPNdB, for aircraft with two engines or less, with a maximum takeoff mass of kg or more; for lighter aircraft, the maximum noise level decreases linearly with the logarithm of mass by 4 EPNdB, each time the mass decreases twice to 89 EPNdB, below that the noise level remains constant, b) 104 EPNdB, for aircraft with three engines, with a maximum takeoff mass of kg or more; for lighter aircraft, the maximum noise level decreases linearly with the logarithm of mass by 4 EPNdB each time the mass decreases twice to 89 EPNdB, below that the noise level remains constant, c) 106 EPNdB, for aircraft with four engines or more, with a maximum takeoff mass of kg or more; for lighter aircraft, the maximum noise level decreases linearly with the logarithm of mass by 4 EPNdB, each time the mass decreases twice to 89 EPNdB, below that the noise level remains constant, 3. at the approach measuring point, 105 EPNdB, for aircraft with a maximum takeoff mass of kg or more; for lighter aircraft, the maximum noise level decreases linearly with the logarithm of mass to 98 EPNdB, for aircraft with a maximum takeoff mass of kg, below that the noise level remains constant. (2) Civil jet aircraft referred to in Paragraph 1 of this Article, fitted with engines with a bypass ratio of less than two, and with a noise certificate or other relevant certificate in accordance with provisions of Article 150 herein, shall be permitted to take off and land at aerodromes in the Republic of Croatia only if their type-approval certificate is not more than 25 years old. Provisions of Paragraph 1 of this Article relating to maximum noise levels shall apply to these aircraft accordingly. Exemptions from the restrictions prescribed Article 152 (1) The Ministry may grant exemptions with regard to restrictions referred to in Articles 150 and 151 herein for aircraft of historical interest; also, in individual cases during temporary use of aircraft landing or taking off from aerodromes in the Republic of Croatia for the purposes of maintenance, repair or inspection, or if used in exceptional circumstances. (2) The Ministry may grant time limited exemptions with regard to restrictions referred to in Article 151, Paragraph 2 of this Article: 1. if suitable noise abatement devices (conversion kits) exist and are available for the aircraft type in question, 2. if noise abatement devices meeting the minimum requirements determined for obtaining the noise certificate were ordered before 1 April 1999, 3. if the earliest delivery date is agreed upon, and

71 4. the aircraft operator demonstrates that the number of aircraft not meeting requirements from Article 151, Paragraph 2 herein will be reduced by at least 10 % in regards to the total number of aircraft in the fleet, in the course of next year. (3) The Ministry may also grant time limited exemptions from Paragraph 2 of this Article when: 1. a replacement aircraft meeting the noise level requirements in accordance with provisions of Article 151, Paragraph 1 herein was ordered before 1 April 1999 and the earliest delivery date was agreed upon, and 2. the aircraft operator provides evidence to the fact that non granting the exemption would cause the company unacceptable economic loss; in this case the type-approval certificate referred to in Article 151, Paragraph 2 herein shall not be more than 28 years old. (4) Evidence to exemptions granted pursuant to provisions of this Article shall be provided by an exemption certificate which must be on board the aircraft during use. (5) Exemptions granted to aircraft registered in EU member states shall be recognised. Section 2 AIRCRAFT NOISE ABATEMENT PROCEDURES Obligation of applying aircraft noise abatement procedures Article 153 (1) All aircraft pilots shall apply the prescribed aircraft noise abatement procedures, except in cases when this is not possible due to reasons which could endanger aircraft safety (e.g. engine failure). (2) If the application of procedures referred to in Paragraph 1 of this Article requires changes in the manner of operating and servicing aircraft, it must be authorised by the Ministry. Takeoff /departure procedures Article 154 (1) The following procedures shall apply to aircraft type-approved and registered in accordance with ICAO Annex 16, Chapter 2: 1. takeoff to feet GND: a) engines set to takeoff power, b) flaps in takeoff position, c) climb at V kt (or as limited by body angle); 2. at 1500 feet GND, reduce power to at least climb power; 3. from 1500 to 3000 feet GND, climb at V kt; 4. at 3000 feet GND: a) acceleration during climb and retraction of flaps, b) normal transition to en-route climb. (2) The following procedures shall apply to aircraft type-approved and registered in accordance with ICAO Annex 16, Chapter 3, as well as for B , if evidence can be provided to the fact that the fitting of relevant devices attained a noise level in accordance with provisions of ICAO Annex 16, Chapter 3: 1. takeoff to feet GND: a) engines set to takeoff power, b) flaps in takeoff position, c) climb at V kt (or as limited by body angle); 2. at 1500 feet GND: a) reduce power to at least climb power,

72 a) acceleration during climb and retraction of flaps, b) normal transition to en-route climb. Approach procedures Article 155 (1) Aircraft pilots shall organize their flight so as to leave the initial approach fix (IAF) at a speed permitting the operation of the aircraft in a clean configuration. This speed shall be maintained until reaching a distance of approximately 12 NM from the touchdown point. For this approach segment, an indicated airspeed (IAS) of 210 kt (±10 kt) is recommended unless a higher airspeed is required for performance reasons. (2) The approach segment beginning at a distance of approximately 12 NM from the touchdown point, up to a point shortly prior to the outer marker, must be flown at an airspeed of 160 kt (±10 kt), using an intermediate flap setting as appropriate for the aircraft type in question and the retracted landing gear. This segment shall normally include the transition from level flight to descent on the glide path which shall be intercepted at a height of not less than feet above the touchdown zone elevation. (3) The landing configuration must be established shortly prior to or over the outer marker, at which time the landing gear must be extended, the flaps set for landing and the aircraft stabilized at a safe approach speed. (4) Aircraft pilots need not apply aircraft noise abatement procedures during approach if: 1. the runway is not clear and dry, i.e. the runway is covered with snow, slush, ice, water, mud, oil etc., 2. the ceiling is below 500 feet above the aerodrome elevation or the visibility is less than 1.9 km, 3. the crosswind component, including gusts is more than 5 kt, and if 4. wind shear is reported or expected, i.e., when unfavourable meteorological conditions such as thunderstorm, could affect the approach completion. Procedure after landing Article 156 (1) After each nighttime landing, the aircraft pilot must use reverse thrust on idle power setting. Reverse thrust above idle power setting may be used only if necessary for aircraft safety, with regard to landing mass, runway length and condition and the wind. (2) After each daytime landing, the aircraft pilot may use reverse thrust on idle power setting, at his own discretion, by taking into consideration the prevailing conditions (e.g. runway length and condition). Reverse thrust above idle power setting may be used only if necessary for aircraft safety. Part five UNEXPECTED EVENTS DURING A FLIGHT Title 1 RADIO COMMUNICATION FAILURE PROCEDURES, EMERGENCY PROCEDURES AND OTHER UNEXPECTED EVENTS

73 Section 1 RADIO COMMUNICATION FAILURE PROCEDURES Procedures after failure of establishing radio communication Article 157 (1) When an aircraft pilot, in accordance with Article 131 herein, fails to establish radio communication with the air traffic control on the prescribed frequency, he/she shall try to establish radio communication on other frequencies established for this flight route, like on the emergency frequency of MHz. (2) If attempts from Paragraph 1 of this Article are not successful, the aircraft pilot shall try to establish radio communication with other radio stations on the ground or those in other aircraft. If radio communication with the air traffic control unit has not been established after this, the aircraft pilot shall begin the procedure prescribed for the case of radio communication failure. (3) If the aircraft pilot has been trying to establish radio communication with the air traffic control unit without success, and has no clear indication that his/her transmissions were received, he/she shall, in addition to the application of procedures from Paragraph 2 of this Article regarding radio communication failure, transmit important messages in the blind. The aircraft pilot shall begin his/her message with the phrase "TRANSMITTING BLIND", and shall repeat it entirely, indicate the time of the next transmission, and when intending to change the frequency, indicate this frequency as well, in addition to the name of the ground station he/she intends to call. Ground radio station procedures after failure of establishing radio communication Article 158 (1) If the ground station is unable to establish radio communication with the aircraft on any frequency which the aircraft could be receiving on, the ground station shall, if necessary, request assistance from another ground station for calling or transmitting messages to the aircraft and/or request other aircraft in the vicinity to establish radio communication and transmit messages. (2) When attempts from Paragraph 1 of this Article remain unsuccessful, the ground station shall transmit messages in the blind, except air traffic control clearances, on any frequency which the aircraft could be receiving on, like on the emergency frequency of MHz. (3) Blind transmission of the air traffic control from Paragraph 2 of this Article, through another aircraft, shall be possible only upon a special request of the air traffic control unit. Radio communication failure procedure in visual meteorological conditions Article 159 (1) When, during a VFR flight for which a continuous two-way RTF communication has been prescribed according to Annex 6 herein, radio communication failure occurs, the aircraft pilot shall: 1. set the transponder to mode A, code 7600 in accordance with Article 112, Paragraph 3 of this Article, 2. continue flying in visual meteorological conditions, 3. land at the closest appropriate aerodrome, and 4. without delay report the arrival time to the air traffic control unit.

74 (2) When radio communication failure occurs in visual meteorological conditions during an IFR flight for which a continuous two-way radio communication has been prescribed according to Annex 6 herein, the aircraft pilot shall act in accordance with provisions of Article 160 herein. (3) An aircraft flying according to visual flight rules (VFR) may enter the aerodrome controlled zone only when the aircraft pilot has received clearance to do so or when landing at an aerodrome within a controlled zone is inevitable due to flight regularity reasons. (4) If radio communication failure occurs in an aircraft flying according to visual flight rules (VFR) prior to the entry into a controlled airspace, the aircraft pilot shall not enter this area, even if prior clearance for this has been obtained. When radio communication failure occurs after the entry into the controlled airspace, the aircraft pilot shall continue flying according to the received and confirmed clearance, or when this is not possible, shall leave this airspace by the shortest route possible, and by complying with requirements prescribed for a visual flight. Radio communication failure procedure in instrument meteorological conditions Article 160 (1) When radio communication failure occurs during an IFR flight, the aircraft pilot shall: 1. set the transponder to mode A, code 7600 in accordance with Article 112, Paragraph 3 of this Article, 2. maintain the last assigned speed and fly at the last assigned level, if it is higher from the minimum IFR cruising level, in a period of 7 minutes. If the last assigned level is lower than the minimum IFR cruising level, the aircraft pilot shall climb to the minimum IFR cruising level. The seven-minute period shall begin at the moment of: - attaining the last assigned level or the minimum IFR cruising level, - setting the transponder to mode A, code 7600, - a previously reported estimated overflight above the compulsory reporting point, or - not filing a position report above the compulsory reporting point, whichever occurs later, or 3. next, adjust the flight speed and the cruising level according to the filed flight plan, 4. if the aircraft is radar vectored or is flying on a RNAV offset route without a clearance limit, it shall return by the shortest possible route to the route indicated in the current flight plan no later than the next significant point, by taking into consideration the valid minimum safe level established for IFR flights, 5. fly according to the route from the current flight plan to the established initial approach fix (IAF) for the destination aerodrome, and when necessary as stipulated by Paragraph 1, Item 6 of this Article, enter into holding above the initial approach fix until descent starts, 6. begin descent from the initial approach fix established in Paragraph 1, Item 5 of this Article at the time, or as close as possible to the received and confirmed expected approach time (EAT), or when the expected approach time has not been received and confirmed at the time or as close as possible to the estimated time of arrival (ETA) according to the current flight plan, 7. follow the published instrument approach procedure for the initial approach fix established in Paragraph 1, Item 5 of this Article, 8. land, when possible, within 30 minutes after the estimated time of arrival from Item 6 of this Article or within 30 minutes after the last confirmed approach time, whichever occurs later, 9. when landing is not possible, fly towards an alternative aerodrome. (2) By way of derogation from provision of Paragraph 1, Item 5 of this Article, when the aircraft pilot decides that due to safety or emergency flight regularity reasons, a continued flight towards the initial destination aerodrome is not recommendable, he/she may re-route the

75 flight towards another aerodrome that he/she deems appropriate. In this case the aircraft pilot shall fly according to published routes to the initial approach fix established for this aerodrome and shall act in accordance with provisions of Paragraph 1, Items 1 to 4 and Items 6 to 9 of this Article. (3) If the aircraft pilot, intending to modify the instrument flight rules (IFR) to visual flight rules (VFR) reaches the clearance limit, but is unable to continue flying by complying with the established meteorological minimums for visual flights, he/she shall act according to provisions stipulated of this Article. Additional radio communication failure procedures Article 161 In case of radio communication failure, parts of the route intended for approach training or a holding procedure indicated in the flight plan shall not represent integral parts of the current flight plan any longer, except when the air traffic control has already issued special clearance for such training. Section 2 PROCEDURES IN AN EMERGENCY OR IN UNEXPECTED EVENTS Emergency landing Article 162 (1) The aircraft pilot shall apply the emergency landing procedure always when conditions for a safe continuation of the flight cease to exist, and particularly when: 1. a complete engine failure occurs, or that of the aircraft propelling gear, 2. a fire on board the aircraft could not be extinguished, 3. when failure or malfunctioning of vital aircraft parts prevents a safe continuation of the flight, 4. this is requested by the intercepting aircraft, in accordance with measures for the emergency landing of aircraft. (2) Emergency landing shall take place, depending on circumstances, at the most suitable aerodrome or a selected terrain suitable for landing, based on the assessment of the aircraft pilot. (3) The aircraft crew and other persons on board the aircraft shall act according to commands issued by the pilot-in-command. Crew on board the aircraft which made an emergency landing shall have the obligation to undertake all necessary measures to ensure the lives and safety of persons on board, the safety of the aircraft and objects on board as well as preserve the emergency landing traces in the aircraft and on the ground. Flights in unfavourable meteorological conditions Article 163 (1) When due to sudden deterioration of meteorological conditions, the aircraft is located in a space unsuitable for flying, the aircraft pilot shall apply a suitable manoeuvre to try and take the aircraft out of this area. When this is not possible, the aircraft pilot shall have the obligation to return to the departure aerodrome or shall try to land at the aerodrome most suitable for a safe landing. (2) Flights in an airspace unsuitable for flying, according to provisions of Paragraph 1 of this Article shall encompass:

76 1. the entry of an aircraft into the airspace in which instrument meteorological conditions exist, if the aircraft is not equipped with such instruments, or if the crew does not have the adequate qualifications for such a flight, 2. the entry into an airspace with storm activity of cumulonimbus clouds, 3. a flight of an aircraft in an airspace in which the aircraft outer surfaces are freezing, which can not be prevented or resolved. Loss of orientation Article 164 (1) When, during a flight, the aircraft pilot is unable to establish the aircraft position in relation to ground or space (orientation loss), he/she shall request help from the air traffic control unit and shall determine the remaining amount of fuel. If the aircraft position has not been established even with help of the air traffic control unit and verifications of navigation details with instruments, the aircraft pilot shall establish flight rules according to which he/she can fly, given the circumstances and the estimated flight time, and shall begin establishing orientation with help of significant orientation points on the ground or by flying towards a radio navigational aid. (2) If, during a formation flight, the formation leader loses orientation, formation leadership shall be assumed by a pilot from another aircraft, determined prior to the beginning of the flight, who did not lose orientation. The formation leader may assume leadership again only if he/she has entirely re-established the aircraft position. If the whole formation of aircraft loses orientation, the formation leader shall not abandon leadership, but shall undertake measures for establishing orientation in accordance with provisions of Paragraph 1 of this Article. (3) If orientation can not be established after all measures have been applied, and fuel reserves are low, the emergency landing procedure shall be initiated. Threats with explosives or other explosive devices Article 165 (1) Once the aircraft pilot receives information that the aircraft is in danger, due to an existing threat of explosive or an explosive device brought on board the aircraft illegally, he/she shall act in accordance with provisions of Article 112 herein and shall undertake all measures prescribed for such cases in order to avoid or diminish the danger to the aircraft and the persons on board. When he/she receives this information from the air traffic control unit, the aircraft pilot shall request confirmation of this message and shall continue cooperating with this air traffic control in order to undertake the necessary measures. (2) The aircraft pilot shall inform the air traffic control unit, prior to landing at an aerodrome, about the intended landing and shall request the assistance prescribed for emergencies. (3) After landing at an aerodrome, the aircraft crew shall undertake all measures necessary for a quick evacuation of persons on board and shall continue acting according to instructions of the competent authority. Aircraft hijacking Article 166 (1) When a hijacking attempt or a criminal act of hijacking an aircraft occurs during a flight, the aircraft crew shall, depending on circumstances, undertake the necessary measures for the safety of aircraft and the persons on board.

77 (2) When possible, the aircraft pilot shall inform the air traffic control unit about the hijacking, and shall act in accordance with provisions of Article 112 herein, and report the aircraft call sign and current position, circumstances and nature of danger, as well as his/her further actions. (3) When the pilot of a hijacked aircraft must deviate from the assigned track or cruising level, and is unable to act in accordance with provisions of Paragraph 2 of this Article in this process, he/she shall: 1. try to transmit warnings on the emergency frequency or other appropriate frequencies, or shall try to warn about the aircraft hijacking in other ways, except when the situation on board the aircraft requires different actions, 2. continue flying at 1000 feet above or below the established flight level when flying above flight level 410, or 500 feet above or below the established flight level when flying at or below flight level 410. (4) The air traffic control unit shall verify without delay by radio communication whether the SSR transponder setting as stipulated by the procedure from Paragraph 2 of this Article was deliberate or accidental, and shall provide all available assistance to the aircraft. Failure of the operation equipment and other instruments which can influence the aircraft flight capability Article 167 (1) If failure or breakdown of the aircraft operational equipment or another equipment occurs in an airborne aircraft, the failure or breakdown of which may influence the aircraft flight capability, the aircraft pilot shall comply with, depending on the flight stage, certain provisions stipulated in this Article. (2) In case from Paragraph 1 of this Article, the aircraft pilot shall: 1. during takeoff, when the aircraft does not attain the determined critical speed cancel further takeoff and, maintaining the same heading, stop the aircraft on the runway or on the part of the aerodrome intended for such cases. When the determined critical speed has been attained, the aircraft shall continue with takeoff and shall maintain the level attained, or shall, with a mild climb, turn towards a terrain suitable for an emergency landing, 2. during cruise flight continue with the flight at the most suitable level with clearance from the air traffic control unit, and turn the aircraft towards the closest landing aerodrome when this is possible due to circumstances. Otherwise the aircraft shall turn towards the terrain suitable for an emergency landing, 3. in the landing stage continue with the flight with assistance from the air traffic control unit which is clearing the runway for the landing of this aircraft. When this is impossible due to circumstances, the aircraft shall be directed towards a terrain suitable for landing. Emergency glide and fire on board Article 168 (1) When, during a flight of an aircraft with a pressurized passenger cabin, loss of pressure occurs or in an airborne aircraft flying at a supersonic speed at a height of more than feet, increased cosmic radiation occurs, the aircraft pilot shall initiate the emergency glide procedure, by lowering the flight to a safe level, and shall abandon the route if the aircraft is positioned on it. The aircraft pilot shall continue with the flight in agreement with the air traffic control unit.

78 (2) If, in the process of the loss of pressure, damage to the basic aircraft structure has occurred which may endanger flight safety, the aircraft pilot shall initiate the emergency landing procedure. (3) Crew on board an aircraft on which a fire occurs while airborne shall immediately undertake measures stipulated for a case of fire, in a manner established in the aircraft flight manual (activating fire prevention equipment, reducing speed, turning off the engine in question etc.). In case of a fire on board an airborne aircraft, the aircraft pilot shall attempt to extinguish the fire by a gliding flight of the aircraft with the heading opposite of the location where the fire started. (4) If, despite all the measures undertaken, the fire could not be extinguished, the aircraft pilot shall initiate the emergency landing procedure. Impact of an object into an airborne aircraft Article 169 (1) If an aircraft sustains damages while airborne due to an impact with another airborne object or a bird, or when flying in hailstorm clouds, the aircraft pilot shall reduce the flight speed and undertake other flight safety measures. (2) If due to damages on the aircraft a safe continuation of the flight is not possible, the aircraft pilot shall initiate the emergency landing procedure. (3) The aircraft pilot shall inform the air traffic control unit about damages to the aircraft and the measures undertaken, or about the emergency landing. Section 3 SPECIAL PROVISIONS REGARDING FLYING AND SIGNALIZATION IN CASE OF UNEXPECTED EVENTS Obligations of an aircraft pilot regarding provision of help to an aircraft or vessel in distress Article 170 (1) When an aircraft pilot notices, while airborne, that another aircraft or vessel is in distress, he/she shall inform the air traffic control unit about this without delay, and shall attempt to establish radio communication with the crew of the aircraft or vessel in distress, respectively. (2) When radio communication with an aircraft in distress could not be established, the aircraft pilot from Paragraph 1 of this Article shall direct the aircraft towards the place where the aircraft in distress is located if this has been ordered by the air traffic control unit, and shall inform it about the aircraft position and type, type of distress and provide other facts available. (3) The aircraft pilot from Paragraph 1 of this Article shall provide the following information to the air traffic control unit: 1. type of aircraft or vessel in distress, registration marking and its condition, 2. position of the aircraft or vessel indicated in geographical coordinates, or distance and magnetic course from a familiar point on the ground or in relation to a radio navigational aid, 3. exact time according to UTC, expressed in hours and minutes; 4. number of persons noticed and an assessment of their condition. (4) The aircraft pilot, while airborne, shall immediately send the signals received from the aircraft or vessel in distress to the air traffic control unit. Assistance to an aircraft or vessel

79 Article 171 (1) When an aircraft pilot notices, while airborne, that a certain aircraft or vessel is in distress on the water surface, he/she shall also inform the crew of a vessel located in the vicinity, to provide assistance to an aircraft or vessel in distress. (2) If the aircraft pilot was unable to establish radio communication with the vessel crew, he/she shall inform the vessel crew by making at least one 360 o turn above the vessel, overfly vertically in front of the vessel stem at a low height and switch the aircraft longitudinal bank, change the engine power or modify the propeller pitch, and then turn the aircraft with the heading which the vessel should follow, in order to arrive to the place where an aircraft or vessel in distress is located. (3) When it has been established later that vessel assistance is unnecessary, the pilot of the airborne aircraft shall send this information to the vessel crew by flying vertically to the vessel trail close to the vessel stern at a low height, followed by switching the aircraft longitudinal bank with a simultaneous change in engine power or propeller pitch. Obligations of the crew on board an aircraft or vessel in distress Article 172 (1) Crew on board the aircraft or vessel in distress shall use all available instruments and equipment on board the aircraft or vessel, in order to attract attention of an airborne aircraft, vessels or persons participating in the rescue. (2) The crew on board an aircraft in distress shall use signalization in accordance with Annex 10 herein, as well as radio equipment, emergency signal rockets, smoke, a metal mirror etc. Part Six SPECIAL PROVISIONS ON RULES OF THE AIR Title 1 SPECIAL FLIGHTS Section 1 CERTAIN FLIGHTS OR ACTIVITIES REQUIRING PERMISSION Types of permission Article 173 (1) The following flights or activities on location shall be permitted only upon approval from the Ministry: 1. cross-country landings and takeoffs in accordance with provisions of Article 17 of the Air Traffic Act and Articles 26 to 28 herein, 2. flights below the minimum safe height in accordance with provisions of Article 19, Paragraph 6 herein, 3. flights below bridges and similar structures, as well as power transmission lines and antennas in accordance with provision of Article 19, Paragraph 5 herein, and for 4. release or dispersion of objects or other substances in accordance with provisions of Article 20 herein. (2) The permission from Paragraph 1 of this Article shall be granted upon request, when it is reasonably assumed that such a flight does not endanger air traffic safety or the safety of

80 persons on board the aircraft or on the ground. Permission may be granted in a particular case or as a general permission. (3) General permission from Paragraph 2 of this Article shall be issued if the aircraft is intended for usage in activities and for tasks and assignments, including the actual flight, activities or procedures stipulated in Paragraph 1 of this Article, and if: 1. the location for flights or activities can not be determined or anticipated in advance, 2. obtaining permission in a particular case, after establishing the flight location or activity, would cause unexpected or unnecessary delays in the completion of tasks and assignments or when such a procedure would hinder or endanger their fulfilment, or 3. the flight location or activity change frequently, and a special permission obtained for each particular case and for each location would incur excess costs. Permission issue and contents Article 174 (1) The permission from Article 173 herein may be issued to natural and legal persons, once they have fulfilled all the requirements prescribed. (2) Permission from Paragraph 1 of this Article shall contain the prescribed restrictions, requirements, necessary instructions, the clearance limit area, and in case of permission for the release or dispersion of objects or other substances, when necessary also the information regarding these objects and substances for the release or dispersion of which permission is issued. A general permission shall also contain the names of licensed aircraft pilots. Flight responsibility Article 175 (1) The aircraft pilot having been issued permission from Article 173 herein shall be responsible for the flight in accordance with provisions herein. During flights or activities indicated in the permission, the aircraft pilot shall ensure compliance with proper procedures pertaining to the flight. (2) An aircraft operator and the authorised official participating in flights or activities shall be liable for damages resulting from issuing orders to the aircraft pilot to complete certain tasks or assignments. Flight requirements Article 176 (1) The usage of aircraft during flights or activities from Article 173, Paragraph 1 herein shall take place according to provisions stipulated herein, with possible unavoidable deviations required in a certain situation, on the condition that these actions do not endanger air traffic safety, nor the persons on board the aircraft or on the ground. (2) The person from Article 175 herein shall inform the AFIS professional about the beginning of flights in a radius of 4 km from an aerodrome with no established controlled zone or aerodrome traffic zone during office hours or aerodrome working hours. Section 2 ADDITIONAL REQUIREMENTS FOR CERTAIN FLIGHTS OR ACTIVITIES Cross-country landings and takeoffs

81 Article 177 (1) Cross-country landings and takeoffs shall be permitted only when an aerodrome within an adequate distance from the intended area of landing and takeoff does not exist. (2) Cross-country landings and takeoffs shall be prohibited within enclosed inhabited areas (with the exception of industrial areas) or above them, as well as in the proximity of groups of people. During cross-country landings the aircraft pilot shall select a flight path enabling him/her to land in case of an emergency without endangering the aircraft safety or the persons and objects on the ground. (3) Cross-country landing shall take place only when the local police station has previously been informed about it in a timely manner, when owners or other users of property on which landing is intended have given their consent, and when people and objects on the ground are not in danger. Informing the local police station and obtaining consent from the owners or other property users shall not be necessary for flights the purpose of which is getting water when extinguishing fires and flights for the purpose of monitoring certain structures, facilities and equipment on the ground, when the reason for landing are malfunctions noticed on the structures monitored and their fixing or checking. (4) Cross-country landings and takeoffs shall be conducted by helicopter pilots with an adequate license and at least 350 hours of flight experience on helicopters. Cross-country landings and takeoffs shall be conducted by aircraft pilots with an adequate license and at least 400 hours of flight experience on aircraft of the adequate category and purpose. (5) Provisions of Article 41 herein shall apply accordingly also to the aircraft engine in use in the course of cross-country landings and takeoffs. Provision of power-generating and other supplies for the aircraft shall be permitted only in compliance with regulations prescribing prevention of damages of any kind, particularly damages caused by fires and pollution of underground waters. (6) Continuous usage of the same terrain in a period longer than two months shall be reported to the Ministry for the purpose of entry into the records. Continuous usage of the same terrain shall encompass more than 4 takeoffs and landings in the course of one month. Terrain continuously used for cross-country landings and takeoffs shall be marked and secured as prescribed, so as to not endanger air traffic safety or persons and objects on the ground. During continuous usage of the same terrain, the aircraft operator shall ensure the presence of a person authorised for flight supervision and operational terrain condition, and shall secure the adequate number of manual fire extinguishers and the appropriate supply of medical material. (7) The application for entry into the records from Paragraph 6 of this Article shall contain: 1. proof of consent from Article 26, Paragraph 2 herein, 2. position of the area intended for takeoffs and landings, on a topographic map in the ratio 1: , 3. proof of consent by the competent local authority and the regional self-government as well as other necessary documents and certificates in accordance with special regulations, when additional measures and activities are necessary for preparing the area intended for takeoffs and landings. Flights below bridges and similar structures, power transmission lines and flights to/from heliports on structures (buildings) Article 178 (1) Permission from Article 19, Paragraph 5 herein shall be issued for flights below bridges and similar structures, power transmission lines and antennas, when other prescribed

82 requirements have been fulfilled, only for the purpose of dispersing chemical substances for pest control and similar activities pertaining to agriculture and forestry, as well as for other tasks with a similar and adequate purpose, the completion of which requires low flights. (2) Flights from Paragraph 1 of this Article shall be conducted by aircraft pilots with an adequate license for a commercial pilot and at least 400 hours of flight experience on the appropriate type of aircraft. (3) Flights from Paragraph 1 of this Article shall be permitted only when the aircraft pilot is able to maintain the distance which entirely excludes any damage to the aircraft or the object below which the flight takes place, by taking into consideration, in each particular case, all existing influences in a given situation. (4) Flights to/from heliports on a structure (building) shall be conducted by a helicopter pilot in possession of an adequate license and at least 400 hours of flight experience on multiengine helicopters, capable to continue flying after failure of one engine (category A helicopters). Release and dispersion of objects or other substances Article 179 (1) Flights for the purpose of dispersing chemical substances or dispersing or releasing similar substances or water shall be conducted by aircraft pilots from Article 178, Paragraph 2 herein. (2) Release and dispersion of objects or other substances shall not be conducted within enclosed inhabited areas (with the exception of industrial areas) or above them, as well as in the proximity of groups of people. (3) A pilot of the aircraft used for dispersion or release of chemical substances shall have his seat belt fastened and shall wear the protective suit, helmet and gloves, and when handing poisonous substances, also a protective face mask. (4) When the aircraft is used for dispersion or release of chemical substances, these substances shall be positioned in special aircraft compartments, and the release shall be conducted on areas determined and marked in advance, and according to an established schedule. The aircraft shall be equipped as prescribed by regulations establishing the necessary equipment for the release or dispersion of objects or other substances. (5) During flights from Paragraph 1 of this Article, the aircraft pilot shall undertake all measures necessary for excluding any possibility of damages, which could be caused to third persons and objects. Section 3 PROVISIONS ON AMBULANCE FLIGHTS AND EMERGENCY MEDICAL ASSISTANCE FLIGHTS Requirements for ambulance flights Article 180 (1) Ambulance flights shall be conducted by aircraft conforming to requirements stipulated by regulations establishing conditions for the usage of aircraft pertaining to air carriers, which conform to special regulations in regards to their interior furnishings and equipment as well as regarding the professional qualifications and presence of medical and other assistance staff present on board, and to the prescribed requirements for a flight regarding a determined diagnosis of a seriously sick or injured person. (2) An ambulance aircraft shall be equipped with the equipment necessary for flights according to instrument flight rules (IFR) and shall, as a rule, have a pressurized cabin.

83 (3) The aircraft operator shall be permitted to operate an ambulance aircraft, in possession of at least a commercial aircraft pilot license and other necessary authorisations, particularly the authorisation for IFR flights. (4) An ambulance flight shall take place only when a co-pilot is part of the flight crew, in possession of licenses and authorisations from Paragraph 3 of this Article. (5) Ambulance flights of Croatian military aircraft shall be prescribed by a special regulation. Requirements for emergency medical assistance flights Article 181 (1) Provision of emergency medical assistance shall primarily encompass the following tasks: 1. fast arrival of emergency physicians and assistance staff to the location, for the purpose of undertaking measures necessary for saving lives of the sick or injured persons, and making sure they are ready for transport, 2. transport of sick or injured persons to the hospital in order to prevent a deterioration of their condition (primary transport), 3. transport of persons already treated medically, from one hospital to another for their final treatment (secondary transport), 4. transport of medicine, blood, transplant organs and medical equipment and instruments, and 5. search for missing persons. (2) Provision of emergency medical assistance from Paragraph 1 of this Article shall be conducted by helicopters conforming to requirements established by regulations laying down requirements for aircraft usage pertaining to air carriers, which conform to special requirements in regards to flight capability and other technical characteristics, which are supplied with the equipment prescribed, and in regards to professionals on board have medical and other assistance staff on board such a flight. (3) Provision of Articles 60, 175, 176, Paragraph 1, 177, Paragraphs 2 and 4 to 7 herein shall apply accordingly to flights for the provision of emergency medical assistance. (4) Requirements for emergency medical assistance flights by Croatian military aircraft shall be prescribed by a special regulation. Title 2 PROVISIONS REGARDING HELICOPTER FLIGHTS ABOVE THE SEA Characteristics of helicopters used for flights above the sea in public air traffic Article 182 (1) It shall be considered that a flight is above the sea when in case of engine failure the closest shore can not be reached by aircraft planing. (2) For flights from Paragraph 1 of this Article, as a rule only multi-engine helicopters shall be used in public air traffic, capable to continue flying to a destination aerodrome or an alternative aerodrome after failure of one engine (category A helicopters). (3) By way of derogation from provision of Paragraph 2 of this Article, single engine and multi-engine helicopters, not capable of continuing to fly to a destination aerodrome or an alternative aerodrome upon failure of one of the engines, shall only be used in the following additional conditions: 1. the helicopter distance from the closest shore shall not be more than 50 NM at any time during the flight, 2. nighttime flights shall be prohibited,

84 3. if the sea temperature is lower than 11 C, persons on board the aircraft shall wear a thermal protection suit, 4. in addition to equipment from Article 183 herein, a helicopter shall be equipped with an inflatable lifeboat, the capacity of which is sufficient for all persons on board the aircraft, positioned in a way enabling fast usage in case of an emergency, 5. in the filed flight plan, for a flight according to visual flight rules (VFR flight) in and from the Republic of Croatia, the helicopter pilot shall indicate the exact intended heading above the sea and destination coordinates. If the flight above the sea lasts for more than 30 minutes, the aircraft pilot shall send reports pertaining to the course of the flight to the air traffic control unit or the flight information centre, 6. the flight shall begin only when the expected wave height, as reported by the official meteorological wind forecast, does not exceed the maximum wave height for helicopter floats. (4) Helicopters from Paragraphs 2 and 3 of this Article shall be equipped with floats conforming to technical requirements for seaworthiness as stipulated by FAR provisions, Parts 27 and 29. A helicopter equipped with floats shall not be considered a hydroplane in regards to regulations establishing requirements for aircraft usage. Additional equipment for helicopters flying according to visual flight rules (VFR flights) Article 183 (1) In addition to equipment established by technical requirements for airworthiness, the equipment prescribed by the regulation establishing requirements for aircraft usage, and the communication and navigation equipment prescribed by provisions stipulated herein, helicopters flying according to visual flight rules (VFR flights) in the public air traffic above the sea shall have to be equipped with the following additional equipment: 1. one altitude indicator, 2. one heading indicator, 3. one two-way radio according to provision of Article 48, Paragraph 1 herein, 4. one omnidirectional beacon VHF signal receiver (VOR receiver), 5. one automatic direction finding equipment (ADF) according to provision of Article 49, Paragraph 1, Item 2 herein, 6. one SSR transponder according to provision of Article 49, Paragraph 1, Item 3 herein, 7. when the flight above the sea takes place more than 10 NM away from the shore, one emergency VHF transmitter, conforming to requirements of ICAO Annex 10, which: a) shall be automatically activated after an accident, b) can be used by unprofessional surviving persons, regardless of the helicopter electric power supply, and which c) is water-resistant, portable and buoyant. (2) Instead of the equipment from Paragraph 1, Items 4 and 5 of this Article, the helicopter may be equipped with an inertial navigation system or area navigation equipment. Special requirements in air traffic for personal use Article 184 Helicopters in air traffic for personal use, flying above the sea shall conform to requirements stipulated by provisions of Articles 182 and 183 herein, and shall be equipped with the equipment prescribed, moreover a flight operating manual must be drawn-up for them according to regulations establishing requirements for aircraft usage.

85 Title 3 AERIAL SPORTS ACTIVITIES Section 1 AIR SHOWS Air show definition and permission to hold an air show Article 185 (1) Air shows may be organised only upon approval, as stipulated by provisions of Article 19 of the Air Traffic Act. When an air show is to take place entirely or in part within a controlled airspace, permission shall be issued upon a prior consent of HKZP. (2) Air shows from Paragraph 1 of this Article shall encompass public competitions, air meets, including exhibits and aircraft presentations, when aircraft are presented to the public and not only to the buyers. Submission of applications for permission Article 186 (1) An application for issuing permission to hold an air show shall be submitted to the Ministry in writing, at the latest within 8 weeks before the planned date of the air show. (2) By way of derogation from provision of Paragraph 1 of this Article, the application for issuing permission to hold an air show with only sports aircraft, shall be submitted to the Ministry in writing, at the latest within 1 week before the planned date of the air show. (3) The application from Paragraphs 1 and 2 of this Article shall contain the following information: 1. first and last name or name and residence of the air show organizer and the person in charge, as well as the contact telephone number of the person in charge, 2. the type, purpose, time (date and time period) and place of the air show, the air show program and consent of the aerodrome operator to hold the air show; when the planned air show will not take place at an aerodrome, a sketch shall also be enclosed of the area where the air show has been planned with information about the size and an expert opinion regarding the suitability of this area for holding the planned air show, as well as evidence on the right to use this area, 3. lateral and vertical limits indicated in prescribed units of measure of the airspace requested for the purpose of air show, in accordance with Article 18 herein, 4. type and registration marking of the aircraft participating in the air show, and if it was not possible to indicate this when submitting an application for holding an air show, the general information about the number and type of aircraft, 5. upon request of the Ministry, the first and last names, copies of flight documents of the persons participating in the air show and a contract on holding the air show, concluded between the air show organizer and pilots, as well as of other persons participating in the air show in the air and on the ground. Permitted acrobatic figures Article 187 In the course of an acrobatic flight in civil air shows, acrobatic figures shall be permitted in accordance with manufacturer's instructions for a particular aircraft type.

86 Obligations of the air show organizer Article 188 (1) The airshow organizer shall have the obligation of establishing areas designated for spectators so that these areas are located exclusively laterally to the location of takeoff, landing, overflight or laterally to the runways used for other flights, and outside of their inbound and outbound sectors. (2) Areas from Paragraph 1 of this Article shall be fenced-off in order to prevent access to areas on which flights are conducted, and areas below the airspace intended for flights. Formation and acrobatic flights of jet aircraft Article 189 (1) Formation flights of jet aircraft shall be prohibited for security reasons. (2) By way of derogation from Paragraph 1 of this Article, formation flights of jet aircraft shall be permitted in a particular case, if the air show organizer ensures that the following requirements have been met: 1. if minimum requirements in regards to flight visibility, ground visibility, vertical and horizontal distance from clouds and ceiling have been fulfilled, in accordance with provisions stipulated herein, regardless of whether the aerodrome is with or without a controlled zone, 2. when the formation flights shall take place only parallel to the areas designated for spectators and without a change of heading, 3. if areas designated for spectators will not be overflown, and the flights will not be heading towards them, 4. if lateral distance from the area in which flights take place and the areas designated for spectators is at least 230 m, and 5. if flights take place at heights of at least 500 feet above ground (GND). Other types of jet aircraft flights Article 190 (1) Jet aircraft flights on which simulated engine failures are conducted, flights where aircraft fly one towards another or fly next to one another at reduced distances between them shall be prohibited for security reasons. (2) Overflights shall take place only parallel to areas designated for spectators, while a change of heading shall be permitted only in outbound directions in regards to areas designated for spectators. (3) Provisions of Article 189, Paragraph 2, Items 1, 3, 4 and 5 herein shall apply accordingly to overflights and changes of heading from Paragraph 2 of this Article. Regular jet aircraft flights Article 191 During regular flights an aircraft pilot shall entirely comply with regulations pertaining to aerodrome usage and shall ensure the prescribed obstacle clearance in areas intended for the air show. Distance of the first row of spectators from the runway edge shall not be less than 50 m. Formation acrobatic flights of propeller-driven aircraft

87 Article 192 Formation acrobatic flights of propeller-driven aircraft may be permitted when the following requirements have been met: 1. if minimum requirements in regards to flight visibility, ground visibility, vertical and horizontal distance from clouds and ceiling have been fulfilled, in accordance with provisions stipulated herein, regardless of whether the aerodrome is with or without a controlled zone, 2. if formation acrobatic flights are conducted with no more than three single engine aircraft simultaneously, the maximum takeoff mass of which is up to 2000 kg, in the same heading and parallel to the areas designated for spectators, 3. if the areas designated for spectators will not be overflown, and the flights will not be heading towards them, 4. if lateral distance from the area in which flights take place and the areas designated for spectators is at least 350 m, and 5. if flights take place at heights of at least 500 feet above ground (GND). Formation flights of propeller-driven aircraft Article 193 Formation acrobatic flights of propeller-driven aircraft may be permitted when the following requirements have been met: 1. if during flights in an uncontrolled airspace flight visibility is at least 5 km; other values must correspond to values established for visual flights, 2. if the flights are parallel to the areas designated for spectators, 3. if the areas designated for spectators will not be overflown, and the flights will not be heading towards them, 4. if lateral distance from the area in which flights take place and the areas designated for spectators is at least: m for aircraft the maximum takeoff mass of which is up to 2000 kg, m for aircraft the maximum takeoff mass of which is from 2000 kg to 7500 kg, m for aircraft the maximum takeoff mass of which is more than 5700 kg, 5. if flights take place at heights of at least 300 feet above ground (GND). Acrobatic flights of propeller-driven aircraft Article 194 Acrobatic flights of propeller-driven aircraft may be permitted when the following requirements have been met: 1. if lateral distance from the area in which flights take place and the areas designated for spectators is at least: m for aircraft the maximum takeoff mass of which is up to 5700 kg, m for aircraft the maximum takeoff mass of which is above 5700 kg, and 2. when requirements from Article 193, Items 1, 2, 3 and 5 herein have been met. Other types of propeller-driven aircraft flights Article 195 Provisions of Article 193 herein shall apply accordingly to permission for flights of the propeller-driven aircraft like overflights with a simulated failure of one or more engines or overflights with a change of speed.

88 Regular flights of propeller-driven aircraft Article 196 Provisions of Article 191 herein shall apply accordingly to regular flights of propeller-driven aircraft. Helicopter flights Article 197 (1) Provisions of Article 193 herein shall apply accordingly to formation helicopter flights. (2) Provisions of Article 194 herein shall apply accordingly to acrobatic helicopter flights. (3) Other types of helicopter flights like overflights with a change of speed or simultaneous hovering of one or more helicopters may take place once requirements from Article 193 herein have been met, with the exception of Item 5 of this Article in case of hovering. (4) During regular helicopter flights the helicopter pilot shall comply with the obstacle clearance regulations in areas of the aerodrome where the air show is held, and the distance of the first row of spectators from the runway edge shall not be less than 50 m. (5) Formation acrobatic flights of civil helicopters shall be prohibited for security reasons. Motor glider flights Article 198 (1) Formation acrobatic motor glider flights may be permitted as an exception, when the following requirements have been met: 1. if formation flights are conducted with no more than three motor gliders simultaneously, in the same heading and parallel to the areas designated for spectators, and 2. when requirements from Article 192, Items 1, 3, 4 and 5 herein have been met. (2) Formation motor glider flights may be permitted when the following requirements have been met: 1. if lateral distance from the area in which flights take place and the areas designated for spectators is at least 100 m, and 2. when requirements from Article 193, Items 1, 2, 3 and 5 herein have been met. (3) Acrobatic motor glider flights may be permitted when the following requirements have been met: 1. if lateral distance from the area in which flights take place and the areas designated for spectators is at least 150 m, and 2. when requirements from Article 193, Items 1, 2, 3 and 5 herein have been met. (4) Provisions of Paragraph 2 of this Article shall apply accordingly to all other types of flights like overflights with a change of speed. (5) Provisions of Article 197, Paragraph 4 herein shall apply accordingly to regular motor glider flights. Flights of other types of aircraft Article 199 (1) Flights of other types of aircraft, if taking place according to requirements established by provisions of Articles 185 to 198 herein, or if such flights are not contradictory to these requirements, may be permitted.

89 (2) By way of derogation from this Section, for the area designated for air shows of aircraft models, fencing-off and marking the area visibly with prohibition signs and information signs shall be sufficient. In air shows consisting of manned aircraft and aircraft models, the air show organizer shall appoint a special person responsible for the coordination of aircraft model flights. Section 2 SPECIAL PROVISIONS ON AIR GLIDING General requirements for glider usage Article 200 (1) Gliders may be used only for sports activities and for professional training for glider pilots in accordance with provisions stipulated herein and other regulations adopted on the basis of the Air Traffic Act. (2) Gliders shall be used only in accordance with their intended purpose, established in the course of the type-approval procedure, and the conditions and limitations indicated in the glider usage instructions pertaining to a certain type, issued by a licensed manufacturer. Freight-hauling aircraft Article 201 (1) An aircraft type-approved for hauling gliders may haul a glider in a freight-hauling aircraft, if requirements for formation flights established by Article 22 herein and requirements for haulage as stipulated by Article 23 herein have been met. (2) Aircraft pilots from Paragraph 1 of this Article shall complete the adequate preparations prior to takeoff in a freight-hauling aircraft and shall establish procedures and signals for all stages of the flight until the glider is detached, particularly procedures for the change of flight speed and for cases of emergency. Special restrictions regarding glider flights Article 202 (1) Glider flights shall be prohibited if persons on the glider are not equipped with an emergency parachute or are not equipped for handling a parachute. (2) When two or more gliders fly in the same vertical mid-air pillar, the direction of the turn shall be determined according to the direction of the turn selected by the pilot of the first glider that began circling. In the course of a flight of two or more gliders above the same slope, the glider with a left crosswind shall have the right of way, and if several gliders have a left crosswind, the glider closest to the slope shall have the right of way. Passing and overtaking gliders above a slope shall take place so that the glider further away from the slope from another glider turns in the direction opposite from the slope. Aerodrome usage Article 203 (1) Takeoffs and landings of gliders shall be permitted, as a rule, only at air landing grounds and airfields, when requirements from provisions of Article 37 herein have been met. (2) By way of derogation from provision of Paragraph 1 of this Article, takeoffs and landings of gliders outside of an aerodrome (cross-country takeoffs and landings) shall be conducted in

90 accordance with provisions of Article 26 herein, and if the terrain where the flight is intended meets the requirements prescribed for an airfield. (3) When continuous usage of the terrain from Paragraph 2 of this Article is planned, it shall be registered as an airfield and entered into the Civil Aerodrome Register, in accordance with provisions of the Air Traffic Act and the regulations adopted for its implementation. Continuous usage of the same terrain shall encompass more than 4 takeoffs and landings in the course of one month. Section 3 SPECIAL PROVISIONS REGARDING PARACHUTING General conditions for parachute jumps Article 204 (1) Parachutes may be used only for sports activities, demonstrations, recreational and professional training for parachuters in accordance with provisions stipulated herein and other regulations adopted on the basis of the Air Traffic Act. (2) Parachutes shall be used only in accordance with their intended purpose, as established by their attest, and conditions and limitations stipulated by the prescribed instruction for parachute usage issued by the manufacturer. (3) A parachute shall be used at one's own risk. Persons jumping with a tandem parachute who are not parachuters must be familiar with the fact that the parachute shall be used at one's own risk. (4) Parachuters shall be in possession of an adequate license and authorizations, including special authorizations. (5) Parachute jumps for the needs of the Armed Forces of the Republic of Croatia shall be prescribed by a special regulation. Special restrictions for parachute usage Article 205 (1) A parachuter shall be equipped with a main parachute and a pilot chute for jumps. Persons jumping with a parachute shall wear head protection gear. (2) An emergency parachute shall not be considered as a parachute for the purpose of this Ordinance. A pilot chute shall be an emergency parachute. (3) When intended, safety instruments for automatic parachute opening shall be used for opening parachutes from Paragraph 1 of this Article, in accordance with the usage instructions issued by the manufacturer. (4) A parachuter shall be personally responsible for preparing the parachute and using the safety instruments for automatic parachute opening. If a parachute is used by a person training for obtaining a license, the instructor shall be responsible for preparing the parachute and using the safety instruments for automatic parachute opening. Aerodrome and controlled airspace usage Article 206 (1) Parachute jumps shall be permitted only at aerodromes on the condition that requirements of provisions of Article 37 herein have been met. (2) Parachute jumps in a controlled airspace shall be permitted only when requirements from Article 30 herein have been met.

91 (3) By way of derogation from provision of Paragraph 1 of this Article, parachute jumps may take place outside of an aerodrome, in accordance with provisions of Article 28 herein. Section 4 SPECIAL PROVISIONS REGARDING FLIGHTS OF MICROLIGHT AEROPLANES, PARAGLIDERS AND HANG GLIDERS General flight requirements Article 207 (1) Microlight aeroplanes, paragliders and hang gliders may be used only for sports activities, demonstrations, recreational and professional training for pilots of the aerial vehicles in question, in accordance with provisions stipulated herein and other regulations adopted on the basis of the Air Traffic Act. (2) Aerial vehicles from Paragraph 1 of this Article shall be used only in accordance with their intended purpose, established during the type-approval procedure, when it has been prescribed for a particular type of aerial vehicle, and the requirements and limitations prescribed by the aerial vehicle usage instructions, issued by the licensed manufacturer. Only one person shall fly an aerial vehicle or two persons in case of a two-seater aerial vehicle. (3) The aerial vehicle from Paragraph 1 herein shall be used at one's own risk. The aerial vehicle shall contain a legible warning in a visible spot, in the Croatian and English languages indicating that the aerial vehicle usage is at one's own risk. (4) Aerial vehicle pilots from Paragraph 1 of this Article shall be in possession of a prescribed license and authorizations, including special authorizations for haulage for pilots of hang gliders and paragliders, as well as for persons conducting such haulage and when takeoffs are conducted with the usage of instruments and devices for haulage (motor vehicle, freighthauling aircraft, winch etc.). During the flight persons flying the aerial vehicle shall wear a protective helmet. During professional training a candidate shall establish radio communication with a licensed instructor on the frequency prescribed. (5) A pilot from Paragraph 4 of this Article shall be permitted to use an aerial vehicle from Paragraph 1 of this Article registered abroad, if the aerial vehicle in question is used in accordance with provisions of Paragraph 2 of this Article. Special flight restrictions Article 208 (1) Flights of microlight aerial vehicles, hang gliders and paragliders, above or in the immediate vicinity of inhabited places or groups of people shall be conducted in accordance with provisions stipulated herein. Cross-country flights shall be conducted in accordance with provisions stipulated herein, on the condition that the aerial vehicle has been equipped with the appropriate height measuring device. (2) Hang gliders and paragliders shall fly below the minimum safe height, in accordance with provisions of Article 19, Paragraph 3 herein, however, not below the minimum height ensuring a safe landing. Aerial vehicles shall fly at a height of at least 150 feet above bridges, roads, railroads, power transmission lines, cable railways, antennas and similar objects. Flights at heights lower than 500 feet below the cloud base shall be prohibited. (3) Flights of aerial vehicles from Paragraph 1 of this Article at heights above 500 feet above ground shall be prohibited if the aerial vehicle or the persons using the aerial vehicle are not equipped with an emergency parachute, when this parachute was prescribed by the aerial vehicle manufacturer as mandatory.

92 (4) Flights of aerial vehicles from Paragraph 1 of this Article in controlled airspaces shall be permitted only upon approval of HKZP, in accordance with provisions of Article 30 herein. Military routes for sweep flights must be avoided. Provisions regarding collision avoidance and the right of way Article 209 (1) A hang glider and/or paraglider, overtaken by another hang glider and/or paraglider shall have the right of way. A hang glider and/or paraglider flying at a higher speed shall overtake a hang glider and/or paraglider, flying at a lower speed, on the right side. (2) In case aerial vehicles from Paragraph 1 of this Article meet at the same height on the slope, the aerial vehicle positioned so that the slope is on its right side shall have the right of way, the other aerial vehicle shall turn right from the slope. Overtaking shall be prohibited if a slope is located on the right side of both aerial vehicles. An aerial vehicle flying at a higher speed shall turn and continue flying in the opposite direction. If a slope is located to the left side of both aerial vehicles, overtaking shall be permitted so that the aerial vehicle flying at a higher speed overtakes the aerial vehicle flying at a lower speed on the right side. (3) If several aerial vehicles from Paragraph 1 of this Article fly in the same thermal soaring, the aerial vehicle which had initiated and determined the circling direction first shall have the right of way. (4) During landing of several aerial vehicles from Paragraph 1 of this Article, the aerial vehicles located at a lower height shall have the right of way, unless another aerial vehicle is already in the position for final landing or is in danger. Aerodrome usage Article 210 (1) Takeoffs and landings of microlight aeroplanes, hang gliders and paragliders shall be permitted only on aerodromes, on the condition that requirements stipulated by provisions of Article 37 herein have been met. (2) By way of derogation from provision of Paragraph 1 of this Article, takeoffs and landings outside of an aerodrome (cross-country landings and takeoffs) shall be permitted in accordance with provisions of Article 28 herein, in case of hang gliders and paragliders, or in accordance with Article 26 herein in case of microlight aeroplanes, respectively. In this case all flights within an area of airport construction restrictions shall be prohibited, as well as at distances of less than 3 km from the limits of air landing grounds and airfields. (3) A certain terrain used continuously exclusively or primarily for cross-country takeoffs and landings from Paragraph 2 of this Article, of microlight aeroplanes, hang gliders and paragliders, shall be reported to the Ministry for entry into the records. The terrain used for takeoffs and landings shall meet the requirements ensuring safe takeoffs and landings of aerial vehicles. Takeoff and landing locations shall have first aid equipment available, and during professional training and competitions appropriate wind-direction indicators shall be positioned as well. Provisions of Article 177, Paragraph 6 herein regarding the usage of terrain for cross-country takeoffs and landings shall apply accordingly to the usage of terrain for cross-country takeoffs and landings of microlight aeroplanes, hang gliders and paragliders. (4) The terrain from Paragraph 3 of this Article shall be used only upon its entry into the records. An entry into the records shall contain: 1. proof of consent from Article 26 or Article 28 herein, 2. precise position of the area intended for takeoffs and landings, on a topographic map in the ratio 1: ,

93 3. proof of consent by the competent local authority and self-government as well as other necessary documents and certificates in accordance with special regulations, when additional measures and activities are necessary for preparing the area intended for takeoffs. Section 5 SPECIAL PROVISIONS REGARDING FLYING AIRCRAFT MODELS General requirements for flying aircraft models Article 211 (1) Flying aircraft models shall take place in accordance with provisions of Article 29 herein. (2) Each person handling an aircraft model shall act in a manner ensuring that public order is not endangered and/or disturbed, particularly in regards to other persons and objects, and that it does not interfere with proper flying of other aircraft models. (3) Flying of aircraft models shall be conducted solely in the presence of a person able to provide evidence on completed professional training prescribed for the provision of first aid. During flights of aircraft models a minimum of first aid equipment shall be available, prescribed for motor vehicles. (4) An aircraft model shall be within eyesight of the person handling it during the entire flight. The hold of the portable device used for takeoffs of aircraft models shall not be released during takeoff. (5) The airspace above and in the vicinity of the aerodrome for aircraft models shall be divided into sectors and sectors must be established for flights into which no objects or other obstacles can enter, which could, depending on local conditions, endanger flight safety. The sector height shall be limited when this is necessary due to the proximity of a neighbouring aerodrome. If a terrain used for flying aircraft models is located within a controlled zone, the Ministry shall obtain consent from HKZP prior to issuing the permit for the terrain usage or the aerodrome for aircraft models. (6) Transmitters used for operating aircraft models shall be marked with the appropriate numbers in colour corresponding to the radio frequency or channel used, which shall cover a certain frequency area and a number of frequency channels, and shall conform to conditions established by a special regulation. Restrictions for flying aircraft models Article 212 (1) Persons handling aircraft models shall maintain adequate distances from roads, railroads, waterways or power transmission lines. When necessary, inadequate distances shall be secured by other measures (like limiting usable sectors). (2) Flights towards persons and animals shall be prohibited as well as overflights over groups of people and motor vehicle parking lots. During takeoffs and landings, no unauthorised personnel or mobile obstacles shall be located in runway areas. (3) Aircraft models shall avoid manned aircraft. (4) Prior permission from the air traffic control unit shall be necessary for any flight of aircraft models in a controlled zone, at a distance smaller than 5 km from aerodrome limits. Restrictions for flying aircraft models in regards to noise Article 213

94 (1) The noise level of aircraft models propelled by internal combustion engines, at maximum load, shall not exceed LA ( 84 db (A)), in accordance with requirements prescribed for conducting noise level measurements. (2) The Ministry may permit flights of aircraft models even at distances smaller than 1.5 m from residential areas, in accordance with Article 29 herein, when the noise level of aircraft models from Paragraph 1 of this Article is less than 84 db (A), according to the following table indicating the approximate values of distance D, between the aerodrome reference point or the terrain intended for flying aircraft models and the residential area in question. D max LA m 84 db (A)/7m m 80 db (A)/7m 900 m 75 db (A)/7m 600 m 68 db (A)/7m (3) The approximate values from Paragraph 2 of this Article may be lower when it has been established by an expert assessment or noise measurements at the emission location that there is no disturbance of the nearby population with noise. During an expert assessment or noise measurement, the level of emission, duration, intensity, day of the week and flight times shall be taken into consideration. Isolated houses or groups of houses shall not be considered as residential areas. (4) Aircraft models propelled by internal combustion engines shall be equipped with a silencer, unless the Ministry has approved exceptions in cases when other technical measures are undertaken for an additional noise reduction. The noise level, during a maximum engine load, shall not exceed the values established by provisions of Paragraphs 1 and 2 of this Article. (5) The Ministry may grant exemptions for free aircraft models from provisions of Paragraph 4 of this Article, when due to special local conditions it is reasonably assumed that such flights will not disturb the population with noise. Aerodrome usage Article 214 (1) Takeoffs and landings of aircraft models shall be permitted only at aerodromes, on the condition that requirements from provisions of Article 37 herein have been met, in accordance with the instruction on aerodrome usage. (2) During flights of remotely controlled aircraft models, runway areas shall be fenced-off with a protection wire fence or a similar fence from the spectators' area, parking lots and objects on the aerodrome, except when it is reasonably assumed that the type of flight in question does not endanger the safety of persons and objects. (3) By way of derogation from provision of Paragraph 1 of this Article, takeoffs and landings of aircraft models outside of aerodromes (cross-country takeoffs and landings) may take place if the terrain intended for usage meets the requirements established for aerodromes for aircraft models. (4) When the terrain from Paragraph 2 of this Article is intended for continuous usage of exclusively or primarily flights of aircraft models, it shall be registered as an aerodrome for

95 aircraft models and entered into the Civil Aerodrome Register, in accordance with the Air Traffic Act and regulations adopted for its implementation. (5) During simultaneous flights of more than three aircraft models, the aerodrome operator shall determine the person in charge of the flight. The person in charge of the flight shall be responsible for flight supervision and when necessary also for undertaking measures for the flight to be conducted properly. At an aerodrome for aircraft models, the person in charge of the flight shall keep a flight logbook into which the transfer of responsibility and all irregularities that occur during the flight shall be entered. Part Seven MISDEMEANOUR PROVISIONS Article 215 Non-compliance with provisions stipulated herein shall be subject to misdemeanour provisions of the Air Traffic Act. Part Eight TRANSITIONAL AND FINAL PROVISIONS Article 216 Annexes 1 to 10 have been published along with this Ordinance and shall constitute its integral part. Article 217 On the date of entry into force of this Ordinance, the Ordinance on rules of the air (Official Gazette 17/2000) shall cease to have effect by virtue of the entry into force of this Ordinance. Article 218 (1) This Ordinance shall enter into force on the eighth day of its publication on the Official Gazette. (2) Provision of Article 48, Paragraph 2 herein shall apply until 15 March After 15 March 2007, instead of FL 245, FL 195 shall apply. Class: /06-02/16 Ref. no Zagreb, 12 June 2006 Minister of the Sea, Transport and Development Božidar Kalmeta, m.p.

96 ANNEX 1 (accompanying Article 43) PROVISIONS ON THE USAGE OF LIGHTS AND DETECTION MARKINGS ON AIRCRAFT 1. AIRCRAFT LIGHTS Definitions Article 1 Definitions used in this Annex shall have the following meanings: 1. an aircraft floats on water if it has not been anchored or moored on water or on land, or when it did not run aground; 2. an aircraft navigates on water when it is buoyant and moving in a certain direction in relation to water; 3. a light is visible when it can be noticed in a dark night in a clear atmosphere. Position lights Article 2 (1) Aircraft shall use the following position lights (Picture 1): 1. on the left wing of the aircraft a steady red light above and below the horizontal plane at an angle of 110, measured from the front to the left, 2. on the right wing of the aircraft a steady green light above and below the horizontal plane at an angle of 110, measured from the front to the right, 3. on the tail of the aircraft a steady white light both to the left and right to the back of the aircraft, and above and below the horizontal plane at an angle of 140. Picture 1 (2) Position lights may be steady or flashing. Along with the usage of flashing lights, the following lights may also be used: 1. a flashing red light on the tail of the aircraft, alternating with the tail light from Paragraph 1, Item 3 of this Article and/or 2. a flashing white light visible from all directions, alternating with lights from Paragraph 1 of this Article.

97 (3) The luminous intensity from Paragraph 1, Items 1 and 2 of this Article shall be at least 5 candela, and the luminous intensity from Paragraph 1, Item 3 of this Article at least 3 candela, respectively. (4) When lights from Paragraph 1, Items 1 and 2 of this Article are more than 6 feet (2 m) away from wing tips, wing tip clearance lights shall be positioned at wing tips. Wing tip clearance lights must be steady, and their colour shall correspond to the colour of position lights. Anticollision light Article 3 (1) Aircraft, helicopters and airships shall be equipped with one or more anticollision lights, flashing and positioned to be well visible from all directions which are 30 above and below the horizontal plane of the aircraft without reducing the pilot's field of vision and or the possibility of noticing position lights. When aircraft have been equipped with anticollision lights, position lights from Article 2, Paragraph 1 of this Annex shall be steady. (2) Motor gliders, gliders and free balloons shall be equipped with one or more anticollision lights from Paragraph 1 of this Article, or other instruments enabling an easier detection of aircraft, in accordance with provisions of Articles 7 and 8 of this Annex. Hydroplane lights Article 4 (1) When an aircraft floats on water, it shall use steady lights prescribed by provisions of Article 2, Paragraph 1 of this Annex, and an additional white light located in the central front section of the fuselage, at the most visible spot, with a steady, unobstructed light at an angle of 220, 110 on each side, and up to 20 to the back (Picture 2). The light must be visible from a distance of at least 3 NM. Picture 2 (2) An aircraft hauled by one or more aircraft or vessels on water shall use steady lights, prescribed by provisions of Article 2, Paragraph 1 of this Annex, and an additional white light corresponding to the white light prescribed in Paragraph 1 of this Article, visible from a distance of at least 2 NM (3.7 km). The additional white light shall be positioned at a distance of at least 6 feet (2 m), perpendicularly above or below the first light (Picture 3). Picture 3

98 (3) An aircraft hauled on water by another aircraft shall use steady lights prescribed by provisions of Article 2, Paragraph 1, visible from a distance of at least 2 NM (3.7 km). In this case an additional white light shall not be used on the front of the aircraft, as stipulated by Paragraph 1 of this Article. (4) An aircraft unable to manoeuvre shall use two steady red lights at the most visible position, at a distance from one another of at least 3 feet (1 m), positioned vertically one above the other, on the condition that both lights are visible from a distance of at least 2 NM (Picture 4). When afloat, an aircraft unable to manoeuvre shall not use the prescribed lateral position lights from Article 2, Paragraph 1 of this Annex (Picture 5), but shall use them when navigating on water. Steady red lights shall not be used as signals in case of an emergency. Picture 4 Picture 5

99 (5) An anchored aircraft shall use the following lights: 1. an aircraft less than 150 feet (50 m) long: a steady white anchor light at the most visible position, visible from a distance of at least 2 NM; Picture 6 an aircraft more than 150 feet (50 m) long: one steady white anchor light at the most visible position, visible from the front and the back of the aircraft from distance of at least 3 NM (Picture 7); Picture 7 3. aircraft with a wing span of more than 150 feet (50 m): a steady white light on each side of the wings, in order to mark the maximum wing span. These lights must be visible from all sides, from a distance of at least 1 NM (Pictures 8 and 9). Picture 8

100 AIRCRAFT LESS THAN 50 METERS LONG Picture 9 AIRCRAFT MORE THAN 50 METERS LONG AND WIDE (6) An aircraft run aground must, in addition to one or more lights from Paragraph 5 of this Article, use two red lights on the most visible spot, positioned vertically one above the other, at a distance between them of at least 3 feet (1 m), visible from all sides of the aircraft. Lights for free manned balloons Article 5 Free manned balloons shall be equipped with a flashing light, the luminous intensity of which is at least 5 candela, visible from all directions, hanging up to 5 meters below the basket or another, lowest part of the balloon. Lights for other aircraft Article 6

101 Provisions of this Annex regarding the usage of aircraft lights, except types of lights established by provisions of Articles 2, 4 and 5 shall apply accordingly to all other types of aircraft, particularly to motor gliders, gliders, airships and helicopters. If due to the aircraft type, the positioning of lights as prescribed is not possible or is particularly difficult, the procedure and requirements of their positioning shall be regulated by the Ministry, in each particular case. 2. SPECIAL PROVISIONS REGARDING ANTICOLLISION LIGHTS AND AIRCRAFT DETECTION MARKINGS Anticollision lights and detection markings for aircraft, helicopters, airships and motor gliders Article 7 (1) Aircraft and helicopters must be equipped with an anticollision lighting system, meeting the requirements stipulated in the prescribed technical requirements for airworthiness of aircraft, applicable at the time of submitting the type-approval application. Technical requirements for airworthiness, referring to the general, special purpose and acrobatic aircraft category (JAR/FAR 23), shall apply accordingly to airships and motor gliders. (2) By way of derogation from Paragraph 1 of this Article, when aircraft from Paragraph 1 of this Article are used exclusively for VFR (visual flight rules) flights during daytime, they may be equipped with an anticollision lighting system not meeting the prescribed technical requirements for airworthiness, when the manufacturer guarantees that the anticollision lighting system corresponds to the luminous intensity values appropriate for usage on aircraft. Restrictions on the usage of anticollision lights on aircraft used for IFR (instrument flight rules) flights during daytime shall be indicated in the aircraft flight manual and on an appropriate notice in the aircraft cockpit. (3) Aircraft, the maximum takeoff mass of which is less than 600 kg, or aircraft not equipped with an electric power system or permanent power supply for the anticollision lighting system functioning, and all motor gliders flying according to visual flight rules (VFR) or instrument flight rules (IFR) during daytime, may bear detection markings on the upper and lower side of the wing tips, on the nose and on both sides of the vertical stabilizer instead of lights from Paragraphs 1 and 2 of this Article. The detection markings shall be placed in a continuous length of 50 cm in one of the following colours: 1. yellow-orange RAL 2 000, 2. light orange RAL 2 004, 3. orange RAL 2 005, 4. bright red RAL 3 000, When daily fluorescent colours are used, only the colour types as stipulated by standard WL shall be permitted. (4) When placing recognition markings, the colour must be selected to ensure optimal visibility in relation to the aircraft base colour. Markings may be placed also on surfaces larger than surfaces from Paragraph 3 of this Article. (5) When placing recognition markings on motor gliders, and in case the motor glider was constructed from fiber-fortified plastic, manufacturer's instructions shall be taken into consideration regarding the colour application procedure. White motor gliders with a retracting engine or light yellow motor gliders (no darker than RAL 1004), when used for flights from Paragraph 2 of this Article, shall not need to bear detection markings. Provisions regarding gliders

102 Article 8 (1) Provisions of Article 7, Paragraph 2 of this Annex regarding the anticollision lighting system shall apply accordingly to the anticollision lighting system for gliders. (2) Gliders used only for daytime flights may bear recognition markings from Article 7, Paragraphs 3 to 5 of this Annex instead of the system from Paragraph 1 of this Article. If the glider was constructed from fiber-fortified plastic, manufacturer's instructions shall be taken into consideration regarding the colour application procedure. (3) White or light yellow gliders (no darker than RAL 1 004), when used for flights from Paragraph 2 of this Article, shall not need to bear detection markings. Provisions regarding free balloons Article 9 (1) Free balloons need not be equipped with the anticollision lighting system or bear detection markings. (2) By way of derogation from provision of Paragraph 1 of this Article, free manned balloons must be visibly noticeable, in accordance with technical requirements for airworthiness.

103 ANNEX 2 (accompanying Article 13) PROVISIONS REGARDING SIGNALS AND MARKINGS 1. DISTRESS AND EMERGENCY SIGNALS Signal selection Article 1 In case of distress, the aircraft pilot shall, by an unusual manoeuvre while airborne or by another available means, attract attention to the aircraft, report on his/her position or call for assistance. Distress signals Article 2 The following signals, whether used together or alone, shall mean that the aircraft is in serious and imminent danger, and that immediate assistance is requested: 1. a signal transmitted by radiotelegraphy or in another way, according to the Morse Code "SOS" ( ), 2. a signal transmitted by radiotelephony, consisting of the pronounced word "MAYDAY", 3. red illuminated rockets or flairs fired individually and in short intervals, 4. an illuminated parachute with a red light, 5. a message transmitted by an SSR transponder, by setting the mode to A/C and the code to Emergency signals Article 3 (1) The following signals whether used together or alone shall mean that the aircraft is in a difficult situation which mandates landing, but does not require immediate assistance: 1. turning on and off landing lights several times; 2. turning on and off position lights several times, to indicate the difference from flashing position lights. (2) The following signals, whether used together or alone, shall mean that the aircraft pilot has a very urgent message to transmit, pertaining to the safety of a vessel, aircraft or vehicle, and regarding the persons on board the aircraft or within his field of vision: 1. a signal transmitted by radiotelegraphy or another way, according to the Morse Code "XXX" ( ), 2. a signal transmitted by radiotelephony, consisting of the pronounced word "PANPAN". 2. WARNING SIGNALS Article 4 A range of illuminated projectiles fired in intervals of 10 seconds each, which emit a red and green light or stars when dispersed, warn an aircraft pilot that the aircraft is located in a danger area or that it is flying, without authorization, in a restricted area or prohibited area or that the aircraft is entering one of these areas, and that essential caution measures must be undertaken. These signals may be sent from the ground or from another aircraft.

104 3. AERODROME TRAFFIC SIGNALS Air traffic control light signals Article 5 (1) Light signals sent to the pilot while the aircraft is airborne, shall mean as follows: 1. a steady green light: cleared for landing; 2. a steady red light: continue in the aerodrome traffic circuit, another aircraft has the right of way; 3. flashing green light: continue and approach again for landing (wait for clearance to land and taxi), 4. flashing red light: landing cancelled, runway unusable, 5. flashing white light: land at the aerodrome and taxi to apron (wait for clearance to land and taxi), 6. red rocket: regardless of all previous instructions and clearances, do not land for the time being. (2) Light signals sent to the aircraft pilot on the ground shall mean as follows: 1. a steady green light: cleared for takeoff, 2. a steady red light: stop and wait, 3. a flashing green light: cleared to taxi, 4. a flashing red light: taxi clear of runway in use, 5. a flashing white light: return to starting point at the aerodrome. (3) When an aircraft pilot receives signals from Paragraph 1 of this Article, he/she shall confirm them as follows: 1. during daytime by alternating the aircraft incline along its longitudinal axe, except when the aircraft is positioned in the initial or final section of the aerodrome traffic circuit, 2. at nighttime by turning on and off landing lights twice, or position lights when the aircraft does not have landing lights. (4) When an aircraft pilot receives signals from Paragraph 2 of this Article, he/she shall confirm them as follows: 1. during daytime by alternating the full incline of the flaps or rudder, 2. at nighttime by turning on and off landing lights twice, or position lights when the aircraft is not equipped with landing lights. Ground signals Article 6 1. Landing prohibited Signal: Red square plate with two diagonal yellow stripes, positioned horizontally on the signal surface. Meaning:

105 Landing prohibited for a longer period of time. 2. Special caution during approach and landing Signal: Red square plate with one diagonal yellow stripe, positioned horizontally on the signal surface. Meaning: Special caution must be exercised during approach and landing due to a bad condition of manoeuvring areas or for other reasons. 3. Usage of runways and taxiways 1. Signal: White plate in the form of an exercise weight, positioned horizontally on the signal surface. Meaning: Only runways and taxiways may be used for takeoffs, landings and taxi. 2. Signal: White plate in the form of an exercise weight with one black line in each of the circular parts of the plate, perpendicular to the longitudinal axe of the surface, positioned horizontally on the signal surface. Meaning: Runways and taxiways may be used for takeoffs, landings and taxi; other movements shall not be restricted to runways or taxiways. 4. Manoeuvring surfaces not usable Signal: Crosses in white or another bright colour, positioned horizontally on manoeuvring surfaces. Meaning: The manoeuvring surface or its part marked by crosses are not usable. 5. Takeoff and landing instructions 1. Signal: A horizontally positioned mark in the form of the letter "T", white or orange in colour, illuminated at nighttime or indicated by white lights in the form of a letter "T". Meaning: Takeoffs and landings shall take place parallel to the longer part of the letter "T" in the direction of the shorter part of the letter "T". 2. Signal:

106 A two-digit number perpendicular to the positioned plate, on the control tower or in its proximity. Meaning: Indication of the takeoff and landing direction, rounded to the closest one-tenth of a degree on a magnetic compass. 6. Change of heading to the right Signal: An arrow positioned to the right at a right angle, white or orange in colour, positioned horizontally on the signal surface or at the end of a runway or protection belt. Meaning: After takeoff and before landing changes in heading shall be permitted only to the right. 7. Change of heading in a separate aerodrome traffic circuit Signal: Double cross, white or orange in colour, with an arrow turned at a right angle to the right or to the left, positioned horizontally on the signal surface, at the end of the runway or protection belt in the direction of takeoff and landing. Meaning: A separate aerodrome traffic circuit for engine aircraft and gliders. Following takeoff and before landing, changes of heading shall be permitted for engine-propelled aircraft only in the direction of the arrow, and for gliders only in the direction opposite from the direction of the arrow. 8. Air traffic services reporting office Signal: Letter "C", black in colour on a vertically positioned yellow plate. Meaning: Indicates the location of the air traffic services reporting office. 9. Glider flights Signal: White, double cross, positioned horizontally on the signal surface.

107 Meaning: Ongoing glider flight. Marshalling signals Article 7 (1) The marshaller at an aerodrome gives signals to the aircraft pilot with fluorescent signal sticks, illuminated beacons, by flashlight or with hands in fluorescent gloves. At nighttime or in low visibility conditions illuminated aids must be used (illuminated signal sticks). (2) The marshaller shall be turned facing the aircraft when giving signals. When the signals are intended for an aircraft, the marshaller shall be located on the left side of the aircraft where the pilot is best able to see him/her, and when the signals are intended for a helicopter, on the spot in front of the helicopter where the pilot can best see him/her. (3) Aircraft engines shall be indicated by numbers, from right to left in relation to the marshaller. (4) The signals shall be given as follows, with signals from Items 16 to 20 applicable to helicopters, while signals from Items 24 to 29 shall be used for communication regarding servicing the aircraft when verbal communication is not possible: 1. Wing tip conductor positioning signal Right arm extended vertically above the head with the signal stick positioned upward, and the left arm extended at an angle with the signal stick positioned downward with a movement towards the body. With this signal the conductor positioned by the aircraft wing tip indicates that the aircraft movement to/from the parking position shall not be interrupted. 2. Stop here! Both arms extended to the front with signal sticks upwards with a movement above the marshaller's head.

108 3. Continue towards the next marshaller or act according to the aerodrome control tower instructions! Both arms extended and positioned upwards with a movement to the side, with signal sticks indicating the direction where the next marshaller or taxi area is located. 4. Taxi straight ahead! Arms extended horizontally to the side at shoulder height bent at the elbows with an up-down movement of the signal sticks from shoulder height to the head. 5a. Turn left! The right arm and signal stick extended to the side at a 90 angle in relation to the body, while the left arm moves as indicated in Item 4 of this Paragraph, where the movement speed indicates the requested turn speed.

109 5b. Turn right! The left arm and signal stick extended to the side at a 90 angle in relation to the body, while the right arm moves as indicated in Item 4 of this Paragraph, where the movement speed indicates the requested turn speed. 6a. Stop! Arms and signal sticks extended to the side at a 90 angle in relation to the body with a slow movement upwards until the signal sticks cross above the head. 6b. Stop now! Rapid movement of extended arms and signal sticks upwards until the signal sticks cross above the head.

110 7a. Brake! Arm bent at the elbow and lifted slightly above shoulder length with an open hand, and when the marshaller is certain that contact with the crew has been established, he/she forms a fist with the hand and does not change position until receiving a confirmation signal from the crew. 7b. Release brake! Arm bent at the elbow and lifted slightly above shoulder length with the hand formed into a fist, and when the marshaller is sure that contact with the crew has been established, he/she opens the hand and does not change position until receiving a confirmation signal from the crew. 8a. Chocks inserted! Arms extended vertically above the head, with a movement of the signal sticks one towards the other until they touch. The marshaller must obtain a confirmation signal from the crew. 8b. Chocks removed! Arms extended vertically above the head, with signal sticks moving away from one another to the side. Chocks shall not be removed until a confirmation signal was received from the crew.

111 9. Start engines! Right arm bent at the elbow at head height with the signal stick positioned upwards in a circular motion, the left arm rises simultaneously above the head indicating the engine which needs to be started. 10. Cut engines! Arm extended to the front at shoulder height moves to the tip of the left shoulder with a movement of the signal stick across the neck to the right shoulder in a cutting motion. 11. Slow down! Both arms with signal sticks move up-down in a patting movement from waist height towards the knees.

112 12. Reduce engine power on indicated side! Both arms with palms turned towards the ground; arms are extended; the left or right arm moves up-down, indicating on which side the engine power must be reduced. 13. Taxi backwards! Both arms positioned in front of the body at waist height rotate to the front. To cancel reverse taxi, signals from Items 6a and 6b of this Paragraph shall be used. 14a. Taxi backwards with tail to the right! Left arm extended towards the ground and the right arm moving down and up repeatedly, from the vertical position above the head to the horizontal position to the front. 14b. Taxi backwards with tail to the left! Right arm extended towards the ground and the left arm moving down and up repeatedly, from the vertical position above the head to the horizontal position to the front.

113 15. Confirm/All clear, continue! Right arm positioned at head height, bent at the elbow, with the thumb or signal stick extended upwards, left arm positioned along the body. 16. Hover! Both arms and signal sticks extended horizontally to the side at an angle of 90 in relation to the body. 17. Climb! Both arms and signal sticks extended horizontally to the side at an angle of 90 in relation to the body, with palms turned up in an upward movement; the speed of arm upward motion indicates the requested climb speed.

114 18. Descend! Both arms and signal sticks extended horizontally to the side at an angle of 90 in relation to the body, with palms turned down in a downward movement; the speed of arm upward motion indicates the requested descent speed. 19a. Maintaining current height fly to the left! Right arm extended horizontally to the side at an angle of 90 in relation to the right side of the body, while the left arm moves in the direction of the right arm in a sweeping motion. 19b. Maintaining current height fly to the right! Left arm extended horizontally to the side at an angle of 90 in relation to the left side of the body, while the right arm moves in the direction of the left arm in a sweeping motion.

115 20. Land! Extended arms crossed in front of the body, with signal sticks positioned downwards. 21. Fire! The right arm and signal stick move in different directions from shoulder height towards the knees, with the signal stick in the left arm indicating the spot where the fire broke out. 22. Hold position/wait! Completely extended arms and signal sticks pointing downwards at a 45 angle in relation to the body. The marshaller remains in this position until it is safe to instruct the aircraft to begin the next manoeuvre. 23. Free to go! The marshaller salutes with the right arm and maintains contact with the crew until the aircraft begins taxiing.

116 24. Do not touch operating equipment! Right arm extended above the head formed into a fist or holding the signal stick in the horizontal position, the left arm remains positioned along the body. 25. Turn power on! Arms extended above the head move, with hands or at nighttime by illuminated sticks, forming the letter "T" (left arm higher, right arm lower). 26. Turn power off! Arms extended above the head move, with hands or at nighttime by illuminated sticks, forming the letter "T" (left arm higher, right arm lower), followed by the right arm moving away from the left arm. Power shall not be turned off prior to clearance from the aircraft crew.

117 27. Negative response Right arm extended to the side at shoulder height at an angle of 90 in relation to the body, the stick or thumb pointing downwards, the left arm positioned along the body. 28. Establish communication by interphone! Both arms extended at a 90 angle in relation to the body bend towards the head until both hands have covered the ears. 29. Open/close stairs! Left arm extended above the head at a 45 angle, while the right arm moves, from the position along the body in a sweeping motion to the tip of the left shoulder. Aircraft pilot signals Article 8 (1) The aircraft pilot shall give signals to the marshaller from the cockpit. The signals shall be clearly visible to the marshaller; when necessary a source of light may be used for help when giving signals. (2) The aircraft pilot indicates the engine according to provision of Article 7, Paragraph 3 of this Annex.

118 (3) The signals shall be given as follows: 1.a) Brakes used! Right or left arm positioned horizontally in front of the face; fingers are extended, then form a fist. b) Brakes released! Right or left arm positioned horizontally in front of the face; fingers formed into a fist are extended. 2.a) Position chocks! Arms extended to the side, palms facing outward, cross in front of the face. b) Remove chocks! Arms extended to the side, palms facing outward, crossed in front of the face extend to the sides. 3. Ready for engine startup! Number of extended fingers on one hand indicates the number of the engine started.

119 ANNEX 3 (accompanying Article 14) Signals, markings and procedures during interception of a civil aircraft by a military aircraft Intercepting aircraft signals and procedures of the aircraft intercepted Intercepting aircraft signals 1(a) DAYTIME or NIGHTTIME - rocking wings and flashing position lights in irregular intervals from a position slightly above, and normally to the left of the intercepted aircraft. After acknowledgement, a slow level turn, normally to the left, on to the desired heading. Remark 1: Meteorological conditions or terrain may require the intercepting aircraft to take up a position slightly above and ahead of, and to the right of, the intercepted aircraft and to make the subsequent turn to the right. Remark 2: If the intercepted aircraft is not able to keep pace with the intercepting aircraft, Meaning Follow me Procedures of the intercepted aircraft DAYTIME or NIGHTTIME - Rocking wings or rocking the helicopter, flashing position lights in irregular intervals and following the intercepting aircraft. Remark: Other procedures for conduct were prescribed by provisions of Article 14 herein. Meaning Understand, will comply with the instruction

120 Intercepting aircraft signals and procedures of the aircraft intercepted Intercepting aircraft signals the latter is expected to fly a series of racetrack patterns and to rock its wings next to the intercepted aircraft. Meaning Procedures of the intercepted aircraft Meaning 1(b) DAYTIME or NIGHTTIME An abrupt change of heading consisting of a climbing turn of 90 o or more without crossing the line of flight of the intercepted aircraft. Continue with the flight DAYTIME or NIGHTTIME - Rocking wings or rocking the aircraft in case of a helicopter Understand, will comply with the instruction 1(c) DAYTIME or NIGHTTIME Lowering landing gear and overflying the runway in use, if the intercepted aircraft is a helicopter, overflying the helicopter landing area. Land at this aerodrome DAYTIME or NIGHTTIME Lowering landing gear, showing landing lights and following the intercepting aircraft. If the runway is in use or the area for helicopter landing after the overflight is appropriate for landing, begin the landing procedure and land. Understand, will comply with the instruction

121 ANNEX 4 (accompanying Articles 55 and 62) SEMI-CIRCULAR CRUISING LEVEL SYSTEM When the usage of a semi-circular cruising level system has been prescribed by Article 55, Paragraph 3 and Article 62, Paragraph 3 herein, the aircraft pilot shall maintain altitudes or heights according to the magnetic track of the aircraft, in accordance with the following table: Magnetic track From 000 to 179 From 180 to 359 IFR flights VFR flights IFR flights VFR flights Cruising level FL m ft FL m ft FL m ft FL m ft

122 Magnetic track etc. etc. etc. etc. etc. etc.

123 ANNEX 5 (accompanying Article 7, Paragraph 6) Airspace classification and air traffic services Class Permitted flights Scope of service Separation A only IFR ATC all aircraft B IFR, VFR ATC all aircraft IFR ATC IFR from IFR and IFR from VFR C VFR 1. ATC or separation from IFR2. VFR traffic advisory about VFR flights (avoidance instruction upon request) VFR from IFR Controlled zone C D Controlled zone D Controlled airspace IFR VFR identical conditions/regulations as in class C airspace ATC traffic information about VFR flights (avoidance instruction upon request) VFR traffic advisory about IFR flights and VFR flights (avoidance instruction upon request) IFR from IFR not applicable identical conditions/regulations as in class D airspace E IFR ATC, including information about VFR flight traffic, when possible IFR from IFR F G Uncontrolled airspace VFR Traffic advisory when possible not applicable IFR Advisory air traffic control services; flight information service IFR from IFR when possible VFR Flight information service not applicable only VFR Flight information service not applicable Remark: at the limit of airspaces from different categories rules applicable to the less restrictive class shall apply (where class A is the most restrictive and class G the least restrictive). ATC = Air Traffic Control

124 ANNEX 6 (accompanying Article 7, Paragraphs 2, 4 and 5; Article 12, Paragraph 3; Article 53) Class Type of flight REQUIREMENTS FOR IFR AND VFR FLIGHTS Indicated airspeed (IAS) A IFR not prescribed B C Controlled zone C D Controlled zone D E IFR, VFR IFR VFR IFR, VFR not prescribed not prescribed 250 km below FL 100 RTF communication continuous, twoway continuous, twoway continuous, twoway identical conditions/regulations as in class C airspace 250 km below FL 100 continuous, twoway ATC clearance necessary necessary necessary necessary identical conditions/regulations as in class D airspace, except that maintaining distance from the clouds is not required (outside of clouds) IFR 250 km below FL 100 continuous, twoway necessary Minimums for VFR flights _ Flight visibility: 8 km at/above FL km below FL 100 Distance from clouds: vertically 1000 ft horizontally 1.5 km Flight visibility: 8 km at/above FL km below FL 100 Distance from clouds: vertically 1000 ft horizontally 1.5 km Additionally: ground visibility 5 km ceiling 1500 ft Flight visibility: 8 km at/above FL km below FL 100 Distance from clouds: vertically 1000 ft horizontally 1.5 km Additionally: ground visibility 5 km ceiling 1500 ft Flight visibility: 8 km at/above FL km below FL 100 Distance from clouds: vertically 1000 ft horizontally 1.5 km VFR not applicable not necessary F IFR 250 km below FL 100 continuous, twoway necessary Flight visibility: 8 km at/above FL km below FL 100 Distance from clouds: vertically 1000 ft horizontally 1.5 km VFR not applicable not necessary

125 Flight visibility: 1.5 km* continuous visibility of the ground G VFR 250 km below FL 100 entry into clouds not permitted not applicable not necessary *800 m for rotocopters, airships and free balloons. Additionally: speed must be such to enable timely detection of obstacles and other aircraft Remark: at the limit of airspaces from different categories rules applicable to the less restrictive class shall apply (where class A is the most restrictive and class G the least restrictive). ATC = Air Traffic Control ANNEX 7 (accompanying Article 85)

126

127 ANNEX 8 (accompanying Article 137, Paragraph 1; Article 139, Paragraph 3 (accompanying Article 142, Paragraph 4, Article 143, Paragraph 5 and Article 144, Paragraph 2) Picture 1 INSTRUMENT APPROACH SEGMENTS Picture 2 REVERSAL AND RACETRACK PROCEDURES

128 Picture 3 OBSTACLE CLEARANCE IN THE MISSED APPROACH SEGMENT

129 Picture 4 ESTABLISHING PRECISION APPROACH MINIMUMS

130 Picture 5 ESTABLISHING NON-PRECISION APPROACH MINIMUMS

131 Picture 6 OBSTACLE CLEARANCE IN VISUAL MANOEUVRING AREAS

132

133 ANNEX 9 (accompanying Article 145, Paragraph 1 and Article 146, Paragraph 1) Picture 1 FORM AND TERMINOLOGY REGARDING THE HOLDING PATTERN Picture 2 HOLDING PATTERN ENTRY PROCEDURES

134 ANNEX 10 (accompanying Article 172, Paragraph 2) VISUAL GROUND-TO-AIR SIGNALS FOR SURVIVORS AND SEARCH AND RESCUE SERVICES Table 1 Table 2 VISUAL GROUND-TO-AIR SIGNALS FOR SURVIVORS VISUAL GROUND-TO-AIR SIGNALS FOR SEARCH AND RESCUE SERVICES