Planes de Vuelo II (Reglas IFR)

Expresión	Significado
PBN	Capacidad RNAV y/o RNP de la aeronave
EET	Tiempo estimado a puntos relevantes en los que se cambia de FIR
RVR	Requerimiento de alcance visual de la pista
PER	Performance de la aeronave

Eq	Description
A	Ground-Based Augmentation System (GBAS) is a safety-critical system that augments the GPS Standard Positioning Service (SPS) and provides enhanced levels of service. It supports all phases of approach, landing, departure, and surface operations within its area of coverage.
B	Localizer Performance with Vertical guidance (LPV). APproach with Vertical guidance (APV-SBAS). Space Based Augmentation System (SBAS). The purpose of LPV is to fly ILS look-alike procedures published as RNAV GNSS with LPV minima, by using SBAS. These procedures with vertical guidance constitute a progress to approach safety.
C	LOng RAnge Navigation (LORAN) is a terrestrial radio navigation system using low frequency radio transmitters to determine the location and speed of the receiver (i.e the aircraft in aviation context).
D	Distance Measuring Equipment (DME) is a transponder-based radio navigation technology that measures distance between the equipment on ground and an aircraft by timing the propagation delay of VHF or UHF radio signals.
E1	Flight Management Computer (FMC) WayPoint Reporting (WPR) Aircraft Communications Addressing Reporting System (ACARS). A number of airlines routinely receive ACARS* position reports from their aircraft via satellite as part of their Airline Operational Control (AOC) flight monitoring. These position reports can be forwarded to an ATS provider and used to replace HF voice position reports. This method of delivery for aircraft position reports is known as FMC WPR. (*)ACARS is a digital datalink system for transmission of short, relatively simple messages between aircraft and ground stations via radio or satellite.
E2	Data link (D)-Flight Information Services (FIS) Aircraft Communications Addressing Reporting System (ACARS). ). The flight information services provided can be weather reports and operational data. ()ACARS is a digital datalink system for transmission of short, relatively simple messages between aircraft and ground stations via radio or satellite.
E3	Pre-Departure Clearance (PDC) Aircraft Communications Addressing Reporting System (ACARS). . Pre-departure clearance from ATC can be received in the cockpit via the ACARS. (*)ACARS is a digital datalink system for transmission of short, relatively simple messages between aircraft and ground stations via radio or satellite.
F	Automatic Direction Finder (ADF) is a radio-navigation instrument that automatically and continuously displays the relative bearing from the aircraft to a suitable radio station.
G	Global Navigation Satellite System (GNSS). The term GNSS encompasses all the satellite navigation systems such as GPS, GLONASS, GALILEO
H	High Frequency (HF) RadioTelephone (RTF). (Mainly used during oceanic flight)
I	INS]]) or Inertial Reference System (IRS) or Inertial Reference Unit (IRU) is a navigation aid that uses a computer, motion sensors (accelerometers) and rotation sensors (gyroscopes) to continuously calculate the position, orientation, and velocity (direction and speed of movement) of a plane without the need for external references.
J1	Controller Pilot Data Link Communications (CPDLC) Aeronautical Telecommunication Network (ATN) VHF DigitaL Mode 2(VDL2). The ICAO VDL Mode 2 is the VDL version most commonly used. It was chosen for the Eurocontrol Link 2000+ program and is specified as the primary link in the EU Single European Sky rule adopted in January 2009 requiring all new aircraft flying in Europe after January 1, 2014 to be equipped with CPDLC.
J2	Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A High Frequency Data Link (HFDL). FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace. FANS 1/A over HFDL provides air traffic control (ATC) communication coverage in the Polar region
J3	Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A VHF Data Link (VDL)Mode A. FANS 1/A provides controller-pilot data link communications (CPDLC) and include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace. VDL Mode A is also known as POA (Plain Old ACARS).
J4	Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A VHF Data Link (VDL)Mode 2. FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace. The ICAO VDL Mode 2 is the VDL version most commonly used. It was chosen for the Eurocontrol Link 2000+ program and is specified as the primary link in the EU Single European Sky rule adopted in January 2009 requiring all new aircraft flying in Europe after January 1, 2014 to be equipped with CPDLC.
J5	Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A. FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications and is mostly used in Oceanic airspace. This indicator specifies that the data is transiting via the INMARSAT satellite network.
J6	Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A. FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications and is mostly used in Oceanic airspace. This indicator specifies that the data is transiting via the MTSAT satellite network.
J7	Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A. FANS 1/A provides controller-pilot data link communications (CPDLC) and includes air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications and is mostly used in Oceanic airspace. This indicator specifies that the data is transiting via the Iridium satellite network. It allows worldwide voice and data communications including the poles, oceans and airways.
K	Microwave Landing System (MLS) is an aviation approach and landing system providing most accurate and reliable information for safe landings. This system overcomes the possible limitations of the ILS.
L	Instrument Landing System (ILS) is a ground-based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway.
M1	Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data transiting via the INMARSAT satellite network.
M2	Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data transiting via the MTSAT satellite network.
M3	Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data transiting via the Iridium satellite network.
N	It shall be specified if no COM/NAV approach aid equipment for the route to be flown is carried, or the equipment is unserviceable.
O	VHF Omni directional Range (VOR) is a type of radio navigation system for aircraft. The system relies on ground based transmitters which emit signals to a VOR receiver inside the aircraft. The navigation signal allows the aircraft receiving equipment to determine a magnetic bearing from the station to the aircraft.
P1	CPDLC RCP 400 transaction per second. REQUIRED COMMUNICATION PERFORMANCE type may be used to prescribe operational communication requirements for an airspace based on the ATM functions that an airspace planner or ATS provider needs to implement within that airspace.
P2	CPDLC RCP 240 transaction per second. REQUIRED COMMUNICATION PERFORMANCE type may be used to prescribe operational communication requirements for an airspace based on the ATM functions that an airspace planner or ATS provider needs to implement within that airspace.
P3	SATVOICE RCP 400 transaction per second REQUIRED COMMUNICATION PERFORMANCE type may be used to prescribe operational communication requirements for an airspace based on the ATM functions that an airspace planner or ATS provider needs to implement within that airspace.
P4- P9	P4 to P9 is reserved for future Required Communication Performance (RCP).
R	R indicates the Perfomance Based Navigation (PBN) levels that can be met. It is used by ATC for clearance and routing purposes. The insertion of R in the field 10a requires PBN/ to be present in field 18. The PBN sub-field contains the RNAV and/or RNP certifications and operational approvals applicable for the flight.
S	It shall be specified if standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable. If the letter S is used, standard equipment is considered to be VHF RTF,VOR and ILS unless another combination is prescribed by the appropriate ATS authority. S= O+L+V
T	Tactical Air Navigation (TACAN) is a navigation system in UHF, giving the air crew continuous information as to its range and bearing from a beacon. It is similar to VOR but in UHF instead of VHF. TACAN is primarily used by military aircraft.
U	Ultra High Frequency (UHF) RadioTelephone (RTF). Radio equipment onboard the aircraft.
V	Very High Frequency (VHF) RadioTelephone (RTF). Radio equipment onboard the aircraft.
W	Reduced Vertical Separation Minima (RVSM) of 300m (1000ft) separation between aircraft was introduced on 24 January 2002 by 41 European and North African countries. RVSM provides six additional cruising levels between FL 290 and FL 410, resulting in substantial reductions in fuel costs and in-flight delays.
X	Minimum Navigation Performance Specification (MNPS) : a set of standards which require aircraft to have a minimum navigation performance capability in order to operate in MNPS designated airspace. The airspace is vertically defined between FL285 and FL410 and horizontally includes the following control areas: REYKJAVIK, SHANWICK, GANDER and SANTA MARIA OCEANIC plus the portion of NEW YORK OCEANIC which is North of 27N but excluding the area which is west of 60°W south of 38°30'N.
Y	Very High Frequency (VHF) with 8.33 kHz spacing channel: it was decided in 1994 to introduce a further channel split from 25 to 8.33 kHz. Subsequently, 8.33 kHz was introduced above FL245 in the ICAO EUR Region from October 1999 and above FL195 from the 15 March 2007. At the time of writing Eurocontrol is working on the second phase of the mandate contained in the Commission Regulation (EC) No 1265/2007 which is the deployment of 8.33 kHz channel spacing to the airspace below FL195. The current date planned for the deployment in 2018.
Z	It indicates that other equipment or capabilities which are not specified in that Item, apply to that flight. These additional equipment or capabilities shall be specified in Item 18 preceded COM/, NAV/, DAT/

Eq	Description
A	Transponder - Mode A (4 digits - 4096 codes)
C	Transponder - Mode A (4 digits - 4096 codes) and Mode C
E	Transponder Mode S, including aircraft identification, pressure-altitude and extended squitter (ADS-B) capability. Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
H	Transponder Mode S, including aircraft identification, pressure-altitude and enhanced surveillance capability. Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
I	Transponder Mode S, including aircraft identification, but no pressure-altitude capability. Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
L	Transponder Mode S, including aircraft identification, pressure-altitude and extended squitter (ADS-B) and enhanced surveillance capability. Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
N	It indicates that no surveillance equipment for the route to be flown is carried or the equipment is unserviceable.
P	Transponder Mode S, including pressure-altitude, but no aircraft identification capability. Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
S	Transponder Mode S, including both pressure-altitude and aircraft identification capability Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
X	Transponder Mode S, with neither pressure-altitude nor aircraft identification capability. Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
B1	Automatic Dependent Surveillance-Broadcast (ADS). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. B1 has the "out" capability only. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems.
B2	Automatic Dependent Surveillance-Broadcast (ADS). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. B2 has both "in" and "out" capabilities. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems. ADS-B In is the reception by aircraft of data which displays all aircraft in the area. Location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. B2 has both "in" and "out" capabilities. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems. ADS-B In is the reception by aircraft of data which displays all aircraft in the area.
D1	Automatic Dependent Surveillance-Broadcast (ADS) Future Air Navigation System (FANS). The basic concept of the ADS-C application is that the ground system will set up a contract with the aircraft such that the aircraft will automatically provide information obtained from its own on-board sensors, and pass this information to the ground system under specific circumstances dictated by the ground system (except in emergencies). Contracts are INITIATED BY THE GROUND (ATC or Airlines Centre) and CAN NOT be modified by the pilot.FANS are avionics system which provides direct data link communication between the pilot and the Air Traffic Controller. In the present use the communication is "position reporting".
G1	Automatic Dependent Surveillance-Broadcast (ADS) Aeronautical Telecommunication Network (ATN). The basic concept of the ADS-C application is that the ground system will set up a contract with the aircraft such that the aircraft will automatically provide information obtained from its own on-board sensors, and pass this information to the ground system under specific circumstances dictated by the ground system (except in emergencies). Contracts are INITIATED BY THE GROUND (ATC or Airlines Centre) and CAN NOT be modified by the pilot.
U1	Automatic Dependent Surveillance-Broadcast (ADS) Universal Access Transceiver (UAT). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. U1 has the "out" capability only. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems.
U2	Automatic Dependent Surveillance-Broadcast (ADS) Universal Access Transceiver (UAT). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. V2 has both "in" and "out" capabilities. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems. ADS-B In is the reception by aircraft of data which displays all aircraft in the area.
V1	Automatic Dependent Surveillance-Broadcast (ADS) VHF Data Link (VDL). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. V1 has the "out" capability only. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems.
V2	Automatic Dependent Surveillance-Broadcast (ADS) VHF Data Link (VDL). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. V2 has both "in" and "out" capabilities. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems. ADS-B In is the reception by aircraft of data which displays all aircraft in the area.

Code	Description
STS/	Reason for special handling by ATS, e.g. a search and rescue mission, as follows: - ALTRV: for a flight operated in accordance with an altitude reservation; - ATFMX: for a flight approved for exemption from ATFM measures by the appropriate ATS authority; - FFR: fire-fighting; - FLTCK: flight check for calibration of navaids; - HAZMAT: for a flight carrying hazardous material; - HEAD: a flight with Head of State status; - HOSP: for a medical flight declared by medical authorities; - HUM: for a flight operating on a humanitarian mission; - MARSA: for a flight for which a military entity assumes responsibility for separation of military aircraft; - MEDEVAC: for a life critical medical emergency evacuation; - NONRVSM: for a non-RVSM capable flight intending to operate in RVSM airspace; - RNAVINOP: for your aircraft which has no RNAV capabilities - SAR: for a flight engaged in a search and rescue mission; - STATE: for a flight engaged in military, customs or police services.
PBN/	Indication of RNAV and/or RNP capabilities. Include as many of the descriptors below, as apply to the flight, up to a maximum of 8 entries, i.e. a total of not more than 16 characters. - A1 RNAV 10 (RNP 10) - B1 RNAV 5 all permitted sensors - B2 RNAV 5 GNSS - B3 RNAV 5 DME/DME - B4 RNAV 5 VOR/DME - B5 RNAV 5 INS or IRS - B6 RNAV 5 LORANC - C1 RNAV 2 all permitted sensors - C2 RNAV 2 GNSS - C3 RNAV 2 DME/DME - C4 RNAV 2 DME/DME/IRU - D1 RNAV 1 all permitted sensors - D2 RNAV 1 GNSS - D3 RNAV 1 DME/DME - D4 RNAV 1 DME/DME/IRU - RNP SPECIFICATIONS - L1 RNP 4 - O1 Basic RNP 1 all permitted sensors - O2 Basic RNP 1 GNSS - O3 Basic RNP 1 DME/DME - O4 Basic RNP 1 DME/DME/IRU - S1 RNP APCH - S2 RNP APCH with BARO-VNAV - T1 RNP AR APCH with RF (special authorization required) - T2 RNP AR APCH without RF (special authorization required)
NAV/	Significant data related to navigation equipment, other than specified in PBN/, as required by the appropriate ATS authority. Indicate GNSS augmentation under this indicator, with a space between two or more methods of augmentation, e.g. NAV/GBAS SBAS.
COM/	Indicate communication equipment and capabilities not specified in item 10
DAT/	Indicate data communication equipment and capabilities not specified in item10
SUR/	Indicate surveillance equipment and capabilities not specified in Item 10 b). Indicate as many RSP specification(s) as apply to the flight, using designator(s) with no space. Multiple RSP specifications are separated by a space. Example: RSP180 RSP400.
DEP/	Name and location of departure aerodrome, if ZZZZ is inserted in Item 13, or the ATS unit from which supplementary flight plan data can be obtained, if AFIL is inserted in Item 13. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location as follows: With 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 4620N07805W (11 characters) or bearing and distance from the nearest significant point
DEST/	Name and location of destination aerodrome, if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described under DEP/ above.
DOF/	The date of flight departure in a six-figure format (YYMMDD, where YY equals the year, MM equals the month and DD equals the day).
REG/	The nationality or common mark and registration mark of the aircraft, if different from the aircraft identification in Item 7.
EET/	Significant points or FIR boundary designators and accumulated estimated elapsed times from take-off to such points or FIR boundaries, when so prescribed on the basis of regional air navigation agreements, or by the appropriate ATS authority. Examples: EET/CAP0745 XYZ0830; EET/EINN0204
SEL/	SELCAL Code, for aircraft so equipped
TYP/	Type(s) of aircraft, preceded if necessary without a space by number(s) of aircraft and separated by one space, if ZZZZ is inserted in Item 9. Example: TYP/2F15 5F5 3B2
CODE/	Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal characters) when required by the appropriate ATS authority. Example: “F00001” is the lowest aircraft address contained in the specific block administered by ICAO.
RVR/	Runway Visual Range Requirement in Metres. Example: “RVR/200” is the lowest RVR at which aircraft and crew can operate.
DLE/	En route delay or holding, insert the significant point(s) on the route where a delay is planned to occur, followed by the length of delay using four-figure time in hours and minutes (hhmm). Example: DLE/MDG0030
OPR/	ICAO designator or name of the aircraft operating agency, if different from the aircraft identification in item 7.
ORGN/	The originator’s 8 letter AFTN address or other appropriate contact details, in cases where the originator of the flight plan may not be readily identified, as required by the appropriate ATS authority.
PER/	Aircraft performance data, indicated by a single letter as specified in the Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS, Doc 8168), Volume I — Flight Procedures, if so prescribed by the appropriate ATS authority.
ALTN/	Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above.
RALT/	ICAO four letter indicator(s) for en-route alternate(s), as specified in Doc 7910, Location Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above.
TALT/	ICAO four letter indicator(s) for take-off alternate, as specified in Doc 7910, Location Indicators, or name of take-off alternate aerodrome, if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above.
RIF/	The route details to the revised destination aerodrome, followed by the ICAO four-letter location indicator of the aerodrome. The revised route is subject to re-clearance in flight. Examples: RIF/DTA HEC KLAX ; RIF/ESP G94 CLA YPPH
RMK/	Any other plain-language remarks when required by the appropriate ATS authority or deemed necessary.

¶ INTRODUCCIÓN

¶ CASILLA 10: EQUIPAMIENTO

¶ CASILLA RUTA

¶ VUELOS IFR

¶ VUELOS Y

¶ VUELOS Z

¶ CASILLA 18: REMARKS

¶ ANEXO 1: EQUIPAMIENTO

¶ ANEXO 2: TRANSPONDER

¶ ANEXO 3: REMARKS