In this section you can view all national aviation procedures and regulations. All pilots either Greek or not are expected to comply with the following section.

 

1. Units of Measurement

 

For measurement of

Units used

Distance

Nautical Miles and tenths

Relatively short distances

Metres

Altitudes, elevations and heights

Feet, metres

Horizontal speed including wind speed

Knots

Visibility including runway visual range

Kilometres or metres

Altimeter setting

Hectopascals

Temperature

Degrees Celsius (centigrade)

Weight

Metric tonnes or Kilogrammes

Time

Hours and minutes, beginning at midnight UTC

2. Airspace Structure and Classification

2.1 Athinai FIR/Hellas UIR is divided in lower (up to FL245) and upper airspace (up to FL660).

2.2 The airspace of ATHINAI FIR / HELLAS UIR, above FL 195 is designated as Controlled

Airspace Class C. In this airspace:

a) IFR and VFR flights are permitted and all flights are provided with air traffic control service.

b) IFR flights are separated from other IFR flights and from VFR flights.

c) VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights.

2.3 IFR and VFR flights operating within airspace Class C shall follow ATS routes and they are subject to ATC clearance.

2.4 The airspace between FL290 and FL410 inclusive is RVSM airspace. Within RVSM airspace the vertical separation minimum shall be:

a) 1000ft between:

- RVSM approved aircraft.

b) 2000ft between:

- non-RVSM approved aircraft and any other aircraft.

- an aircraft experiencing a communication failure.

2.5 VFR flights above FL 285 are not permitted within ATHINAI FIR / HELLAS UIR due to the implementation of RVSM.

2.6 VFR flights during night are not permitted within airspace Class C above FL 195 under any circumstances.

2.7 In any case that IFR flights are not assigned with a discrete code by the appropriate ATC unit shall operate the transponder on Mode A 2000 and Mode C.

2.8 In any case that VFR flights are not assigned with a discrete code by appropriate ATC unit shall operate the transponder on Mode A 7000 and Mode C.

2.9 For IFR and VFR flight, cruising flight levels should be planed following the WestEven-EastOdd Rule and the following table:

Cruising Levels

 

Magnetic Track

 

From 000 ° to 179 °

From 180 ° to 359 °

 

IFR Flights

VFR Flights

IFR Flights

VFR Flights

 

FL

Altitude*

FL

Altitude*

FL

Altitude*

FL

Altitude*

010

1000 ft

-

-

020

2000 ft

-

-

030

3000 ft

035

3500 ft

040

4000 ft

045

4500 ft

050

5000 ft

055

5500 ft

060

6000 ft

065

6500 ft

070

7000 ft

075

7500 ft

080

8000 ft

085

8500 ft

090

9000 ft

095

9500 ft

100

10000 ft

105

10500 ft

110

11000 ft

115

11500 ft

120

12000 ft

125

12500 ft

130

13000 ft

135

13500 ft

140

14000 ft

145

14500 ft

150

15000 ft

155

15500 ft

160

16000 ft

165

16500 ft

170

17000 ft

175

17500 ft

180

18000 ft

185

18500 ft

190

19000 ft

195

19500 ft

200

20000 ft

-

-

210

21000 ft

Not applicable without ATC clearence

220

22000 ft

Not applicable without ATC clearence

230

23000 ft

240

24000 ft

250

25000 ft

260

26000 ft

270

27000 ft

280

28000 ft

290

29000 ft

300

30000 ft

310

31000 ft

320

32000 ft

330

33000 ft

340

34000 ft

350

35000 ft

360

36000 ft

370

37000 ft

380

38000 ft

390

39000 ft

400

40000 ft

410

41000 ft

430

43000 ft

450

45000 ft

470

47000 ft

490

49000 ft

510

51000 ft

Etc.

Etc.

Etc.

Etc.

The highlighted cells include the flight levels and altitudes in the RVSM airspace.

*When the altimeter is set to QNH, it reads the altitude.

*When altimeter is set to 1013 hPa (STD), it reads the flight level.

                       

2.10 Speed limit below FL100 (or 10000ft by QNH) - 250 knots IAS.

 

3. Air Traffic Services

 

3.1 The ATS services provided to aircraft operating within ATHINAI FIR / HELLAS UIR, are the following:

a) Air Traffic Control Services (ATC):

- Area Control - ACC,

- Approach Control - APP,

- Aerodrome Control – TWR,

- RADAR,

b) Flight Information Services (FIS):

- Flight Information Service (FIS) for en-route and terminal traffic,

- Automatic Terminal Information Service (ATIS),

- Aerodrome Flight Information Service (AFIS)

3.2 On IVAO, en-route Air Traffic Services are provided by Athinai ACC (LGGG_CTR) and Makedonia ACC (LGMD_CTR) up to FL660 inclusive.

3.3 In the absence of online local ATS stations (GND, TWR, APP, etc.), aerodrome and TMA

Air Traffic Services are provided by the respective ACC units.

 

4. Communication requirements

4.1 Pilots flying within controlled airspace with an online ATS unit are required to contact the

controller upon his request or before entering his area of control. In case of no online

ATC station in the area, pilots should transmit their intentions on the UNICOM frequency 122.800.

 

5. Visual flight rules VFR

5.1 VMC Minima

TABLE OF VMC MINIMA

Altitude band

Airspace class

Flight visibility

Distance from cloud

At and above 10 000 FT AMSL

A B C D E F G

8 KM

1 500 M horizontally

300 M (1 000 FT) vertically

Below 10 000 FT AMSL and

above 3 000 FT AMSL or

above 1 000 FT above terrain,

whichever is higher

A B C D E F G

5 KM

1 500 M horizontally

300 M (1 000 FT) vertically

At and below 3 000 FT AMSL

or below 1 000 FT above

terrain, whichever is higher

A B C D E

5 KM

1 500 M horizontally

300 M (1 000 FT) vertically

       

a) Lower flights visibilities to 1 500 M are permitted for flights operating:

1. At speeds that, in the prevailing visibility, will adequate opportunity to observe other traffic or any

obstacles in time to avoid collisions, or

2. In circumstances in which the probability of encounters with other traffic would normally be low, e.g. in

areas of low volume traffic and for aerial work at low levels.

b) Helicopters are permitted to operate with flight visibility to 800 M, if maneuvered at a speed that will give

adequate opportunity to observe other traffic or any obstacles in time to avoid collision.

5.2 VFR flights regulations

a) For the conduct of a VFR flight, Visual meteorological conditions should prevail

b) VFR flights operate during daytime. Daytime is considered the period between 30

minutes before sunrise until 30 minutes after sunset.

c) VFR flights above FL195 are prohibited unles the appropriate ATS unit is online and

approval has been granted.

d) VFR flights operating at and below FL 195 are uncontrolled flights and are provided only

with FIS. Terrain and obstacles clearance rest with the pilot.

e) Within CTRs and controlled ATZs VFR flights are always considered as Controlled Flights

f) VFR flights in level cruising flight when operated above 3000 FT from the ground or water

until FL 195 shall be conducted at a flight level appropriate to the track as specified in the

table of cruising levels, except where otherwise indicated in air traffic control clearances

or specified for flights within controlled airspace.

j) VFR Flights within controlled airspace, are required to follow the published VFR routes

and altitude restrictions when such are published.

5.3 Change from VFR to IFR

5.3.1 In flight:

In case of no VMC and when the Special VFR is not possible the pilot must inform ATC

and request a clearance to continue his flight according IFR. If unable to continue as IFR

flight, he should land as soon as practicable.

5.3.2 The change of flight rules is planned before the flight:

When item 8 (Flight Rules) is Z (VFR changing to IFR), then in item 15 (Route) you must

specify from what point the flight will become IFR, as well as the speed and the planned level.

5.4 VFR squawk codes

VFR flights operating at FL 195 and below shall operate the transponder on Mode A/3

Code 7000 and Mode C. A discrete transponder code may be assigned for flight monitoring.

5.5 Special VFR

5.5.1 Special VFR flights may be authorized within a CTR, when ground visibility is not less of

than 1500 M (ceiling not less than 1500 FT) and traffic conditions permit, subject to the

approval the unit providing approach control service.

5.5.2 Standard IFR separation is provided between all IFR flights and special VFR flights and

between all special VFR flights. Terrain and obstacles clearance rest with the pilot.

6. Instrument flight rules - IFR

 

6.1 Reduced vertical separation minimum (RVSM)

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

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

6.2 Change from IFR Flight to VFR Flight

6.2.2 An aircraft electing to change the conduct of its flight from compliance with the instrument flight rules to compliance with the visual flight rules shall notify the appropriate air traffic services unit specifically that the IFR flight plan is cancelled and communicate thereto the changes to be made to its current flight plan.

6.2.3 Change from instrument flight rules (IFR) flight to visual flight rules (VFR) flight is only

acceptable when a message initiated by the pilot-in-command containing the specific

expression "CANCELLING MY IFR FLIGHT", together with the changes, if any, to be

made to the current flight plan, is received by an air traffic services unit.

6.3 Selection of flight level and cruising altitudes

An IFR flight shall be flown at a level which is not below the minimum established flight

Altitude or where no such minimum flight altitude has been established:

a) Over high terrain or in mountainous areas, at a level which is at least 2000ft above the highest obstacle located within 8km of the estimated position of the aircraft.

b) Elsewhere, at a level which is at least 1000ft above the highest obstacle located within

8km of the estimated position of the aircraft.

6.4 SSR operation and Transponders

6.4.1 All IFR flights will be assigned a discrete squawk code by the appropriate ATC unit.

If no ATC is online, all IFR flights should squawk 2000.

6.4.2 While on ground transponders must be switched off, in order to avoid undesirable

transponder replies.

6.4.3 Switch transponder "on" immediately after receiving clearance for take-off.

7. RADAR Services

7.1 Area Radar Service is provided within ATHINAI FIR / HELLAS UIR by ATHINAI ACC –

call sign: ATHINAI RADAR and MAKEDONIA ACC - call sign: MAKEDONIA RADAR

7.2 Approach Radar Service is provided within ATHINAI TMA, as well as within

THESSALONIKI TMA, RODOS TMA, IRAKLION TMA and KERKIRA TMA, by the respective APP unit.

7.3 Positive identification must be established by the Radar operator immediately after the

establishment of radio contact with the Radar unit.

8. Special requirements and regulations

8.1 All VFR and IFR traffic should check for an active ATC position in the Greek airspace

before starting the engines.

8.2 Taxi without any clearance is allowed only when there is no active ATC position for the

relevant airport or no Athens or Makedonia Control is online. In this case, all intentions

should be transmitted in the UNICOM frequency 122.800

8.3 Text using pilots first execute and than readback the instructions.

8.4 The primary language for communication between pilot and ATC is English and the

secondary is Greek.

9. Athens El.Venizelos airport (LGAV) Runway preferential system

Runways 03R/L are used unless the tailwind component exceeds 5 knots or the runway

surfaces are wet. In that case Runway 21R is used for arrivals and 21L for departures. In

case runways 03R/L are used then:

Time Period

Take-off Runway

Landing Runway

07:00 - 15:00*

03R

03L

15:00 - 18:00*

03L

03R

18:00 - 23:00*

03R

03L

23:00 - 07:00*

03L

03R

* Hours are Local Time. Local Time = UTC + 2hours (DST +1 hour)

10. Transition Altitude and Transition Level

10.1 In Greek airspace each airport has a fixed Transition Altitude and the Transition level is

set by the controller according the following table:

11. Emergencies

 11.1 In general, the Emergency, Unlawful Interference, Communications Failure, Interception

and Search and Rescue procedures are in conformity with the Standards,

Recommended Practices and Procedures in ICAO Annexes and Documents.

11.2 Some special radio communication failure procedures apply in the following area/TMAs:

11.2.1 ATHENS TMA

Aircraft under Radar Control In the event of communication failure and in the absence of

previous ATC instructions, the pilot should, if unable to execute a visual approach:

- continue by own navigational means, to execute the approach he was vectored for, or

- when vectored to execute a visual approach to Elefsis airport, proceed directly to

Aigina NDB "EGN", maintaining the last assigned altitude, if it is higher or equal to

4000ft, and execute one of the instrument approach procedures, as appropriate,

without delay. Aircraft below 4000ft must proceed to "EGN" NDB making an initial

climbing turn to 4000ft, taking into account high terrain and obstacles in the vicinity of

the airport.

11.2.2 IRAKLION TMA

In the event of communication failure, and in absence of previous ATC instructions, the

pilot-in-command shall:

a. if unable to execute a visual approach, continue by its own navigational means to

execute the instrument approach he was vectored for;

b. in case he was vectored for a visual approach and still in IMC, he should proceed, by

his own navigational means to "IRA" VORDME maintaining the last assigned altitude if

higher or equal to 6000ft then proceed to GONSO at 3000ft and execute instrument

approach to RWY 27 or as appropriate for the runway-in-use. If the last assigned

altitude was below 6000ft, an initial climbing turn to 6000ft is necessary before starting

the above procedure from "IRA" VORDME.

NOTE: IF "IRA" VORDME is unserviceable the pilot should make an initial climbing turn

to 8500ft proceeding to "HER" NDB and execute the Lctr DME approach procedure as

appropriate for the runway in use. In all cases pilots must take into account the high than

terrain in the south sectors of Iraklion airport, and must not enter these sectors at an

altitude less than 10000ft.

11.2.3 KERKIRA TMA

In the event of communication failure, and in absence of previous ATC instructions, the pilot-in-command should, if unable to execute a visual approach, continue by his own navigational means to execute the instrument approach he was vectored for. In the case he was vectored for a visual approach to Rwy 17/35, and still in IMC, he should proceed, by his own navigational means to "GAR" VORDME maintaining the last assigned altitude, if it is higher or equal to 4500ft and execute the "GAR" VORDME RWY 35 instrument approach appropriate for the runway-in-use.

a) aircraft below 4500ft must proceed to "GAR" VORDME, making an initial climbing turn

to 4500ft, taking into account high terrain and obstacles in the vicinity of the airport.

b) in case of "GAR" VORDME is unserviceable, the pilot-in-command should use "KEK"

NDB and execute the "KEK" VORDME-NDB Rwy 35 procedure.

11.2.4 MAKEDONIA TMA

In the event of complete aircraft communication failure and in the absence of previous ATC instructions, the pilot should, if unable to execute a visual approach, continue by his own navigational means to execute the instrument approach he was vectored for. If he was vectored for a visual approach and still in IMC, he should proceed by his own navigational means to ‘MKR’ VORDME maintaining the last assigned altitude, if higher or equal to 5500ft, execute the "MKR" VORDME instrument approach appropriate for the runway-in-use. If he was vectored for a visual approach to RWY 28, he should proceed to "MKR" VORDME and execute the "MKR" VORDME

for RWY 34 followed by a circling approach to RWY 28.

NOTE: Aircraft below 5500ft must proceed to "MKR" VORDME, making an initial climbing turn to 5500ft, taking in account high terrain and obstacles in the vicinity of the airport.

In case "MKR" VORDME is unserviceable, the pilot should use ‘TSL’ VORDME and execute "TSL" VORDME approach for RWY 34 followed by a circling approach to runway-in-use. Climb or descent either after departure, enroute or at the arrival phase at a rate not exceeding 2000ft/min. Arrange the flight so as to arrive over the most desirable navigational aid, serving the airport of intended landing at or as closely as possible to the time of arrival resulting from the current FPL.

If unable to land at destination, consider the case as emergency, and handle it on ad hoc basis.

11.2.5 RODOS TMA

In the event of complete aircraft communication failure and in the absence of previous ATC instructions, the pilot should, if unable to execute a visual approach, continue by his own navigational means to execute the instrument approach he was vectored for. If he was vectored for a visual approach to runway 07 or 25, and is still in IMC, he should proceed by his own navigational means to "RDS" VORDME maintaining the last assigned altitude, if higher or

equal to 6000ft, execute the instrument approach for the runway-in-use.

NOTE: Aircraft below 6000ft must proceed to "RDS" VORDME, making an initial climbing turn to 6000ft, taking in account high terrain and obstacles in the vicinity of the airport.

Greek Division Procedures (Jul.2012)