beslut: ED Decision 2022/013/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

text: Annex to ED Decision 2022/013/R ‘AMC & GM to Authority, Organisation and Operations Requirements for Aerodromes — Issue 1, Amendment 6’ The text of the amendment is arranged to show deleted text, new or amended text as shown below: — deleted text is struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged. Note to the reader In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

type: rubrik

text: Annex to ED Decision 2022/013/R Page 1 of 13

type: stycke

text: AMC & GM to Authority, Organisation and Operations Requirements for Aerodromes Issue 1, Amendment 6

text: The Annex to ED Decision 2014/012/R is amended as follows: ANNEX I GUIDANCE MATERIAL TO DEFINITIONS USED IN COMMISION REGULATION

text: (EU) No 139/2014

text: GM1 Annex I Definitions

text: DEFINITIONS FOR TERMS USED IN THE ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL For the purpose of the Acceptable Means of Compliance and Guidance Material to

text: Regulation (EU) No 139/2014

text: , the following definitions apply: (1) ‘Enhanced flight vision system 200 (EFVS 200) operation’ means an operation with an operational credit in which visibility conditions require an EFVS to be used down to 200 ft above the FATO or runway threshold. From that point to land, natural vision is used. The RVR is not less than 550 m. (2) ‘Enhanced flight vision system (EFVS) - Approach (EFVS-A)’ means a system that has been demonstrated to meet the criteria to be used for approach operations from a decision altitude/height (DA/H) or a minimum descent altitude/height (MDA/H) to 100 ft (30m) threshold elevation while all system components are functioning as intended, but may have failure modes that could result in the loss of EFVS capability. It should be assumed for an EFVS- A that: (a) the pilot will conduct a go-around at or above 100 ft threshold elevation, in the event of an EFVS failure; and (b) descent below 100 ft above the threshold elevation through to touchdown and roll-out should be conducted using natural vision, so that aby failure of the EFVS does not prevent the pilot from completing the approach and landing. (3) ‘Enhanced flight vision system - landing (EFVS-L)’ means a system that has been demonstrated to meet the criteria to be used for approach and landing operations that rely on sufficient visibility conditions to enable unaided roll-out and to mitigate for loss of EFVS function. (4) ‘Obstacle clearance height (OCH)’ means the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation, as applicable, used in establishing compliance with appropriate obstacle clearance criteria. Obstacle clearance height is referenced to the threshold elevation or in the case of non-precision approach procedures to the aerodrome elevation or the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation. An obstacle clearance height for a circling approach procedure is referenced to the aerodrome elevation. (5) ‘Special authorisation category I (SA CAT I) operation’ means a CAT I approach operation with a decision height not lower than 45 m (150 ft) and an RVR not less than 400 m and requires special authorisation.

text: Annex to ED Decision 2022/013/R Page 2 of 13

text: (6) ‘Special authorisation category II (SA CAT II) operation’ means a CAT II approach operation to a runway that does not fulfil all CAT II infrastructure requirements, and which requires special authorisation.

text: Annex to ED Decision 2022/013/R Page 3 of 13

text: ANNEX II – PART-ADR.AR PART AUTHORITY REQUIREMENTS – AERODROMES SUBAPRT C – OVERSIGHT, CERTIFICATION AND ENFORCEMENT (ADR.AR.C)

text: GM1 ADR.AR.C.035(e) Issuance of certificates

text: MODEL FOR THE TERMS OF THE CERTIFICATE TO BE ATTACHED TO THE CERTIFICATES […] To be specified: approval of the runway for non-instrument, instrument, non-precision approach. In case of precision approach(es), it is to be indicated, which of the following precision approach(es) is (are) approved: — EFVS 200 operation; — EFVS-A operation; — EFVS-L operation; — Standard category I; ⎯ Lower-than-standard category I; — Special authorisation category I; — Precision approach category II; — Special authorisation category II; — Precision approach category III — Precision approach category III-A; — Precision approach category III-B; — Precision approach category III-C

text: GM2 ADR.AR.C.035(e) Issuance of certificates

text: EFVS 200 OPERATION A runway is suitable for EFVS 200 operation when: (a) an instrument approach procedure providing at least lateral guidance in which the final approach track is offset by a maximum of 3 degrees from the extended centre line of the runway is established; and (b) either an obstacle free zone (OFZ) is established or the visual segment surface (VSS) is not penetrated by obstacles, and an instrument departure procedure is established.

text: Annex to ED Decision 2022/013/R Page 4 of 13

text: ANNEX IV – PART-ADR.OPS PART OPERATIONS REQUIREMENTS – AERODROMES SUBPART A – AERODROME DATA (ADR.OPS.A)

text: GM1 ADR.OPS.A.070 Information on the aerodrome lighting system

text: GENERAL EFVS technology relies on the infrared heat signature provided by incandescent lights. The replacement of incandescent lights with LED lights may render the use of EFVS not possible. This information is important to aircraft operators to assess the suitability of the runway in order to conduct EFVS operations.

text: GM1 ADR.OPS.A.075 Charts

text: GENERAL Information on charts is included in

text: Regulation (EU) 2017/373

text: AMC1 ADR.OPS.A.085 Information on visual segment surface (VSS) penetration

text: INFORMATION ON OBSTACLES FOR VISUAL SEGMENT SURFACE (VSS) PENETRATION If the VSS is penetrated, the information to be provided to the AIS provider, to publish it under AD 2.25, should clearly indicate the name of the affected procedure and the procedure minima affected. Apart from this, information about the obstacles that penetrate the VSS should be provided to the responsible AIS provider to publish it under ‘AD 2.10 Aerodrome obstacles’.

text: GM1 ADR.OPS.A.085 Information on visual segment surface (VSS) penetration

text: GENERAL Criteria related to the VSS are contained in PANS-OPS Volume II, paragraph 5.4.6, Part I – Section 4, Chapter 5.

text: Annex to ED Decision 2022/013/R Page 5 of 13

text: SUBAPRT B – AERODROME OPERATIONAL SERVICES, EQUIPMENT AND INSTALLATIONS (ADR.OPS.B.)

text: AMC1 ADR.OPS.B.030(a) Surface movement guidance and control system

text: GENERAL PARAMETERS TO BE CONSIDERED FOR THE DESIGN AND OPERATION OF A SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM

text: (a) A surface movement guidance and control system should take into account: (1a) the density of air traffic, and the operational needs of air traffic services; (2b) the visibility conditions under which operations are intended; (3c) the need for pilot, vehicle and pedestrians orientation; (4d) the complexity of the aerodrome layout; and (5e) movements of vehicles. (b) The surface movement guidance and control system should be designed to assist in the prevention of inadvertent incursions of aircraft and vehicles onto an active runway; (c) The system should be designed to assist in the prevention of collisions between aircraft, and between aircraft and vehicles or objects, on any part of the movement area. (d) Where a surface movement guidance and control system is provided by selective switching of stop bars and taxiway centre line lights, the following requirements should be met: (1) taxiway routes which are indicated by illuminated taxiway centre line lights should be capable of being terminated by an illuminated stop bar; (2) the control circuits should be so arranged that when a stop bar located ahead of an aircraft is illuminated, the appropriate section of taxiway centre line lights beyond it is suppressed; and (3) the taxiway centre line lights are activated ahead of an aircraft when the stop bar is suppressed. (e) The aerodrome operator should develop the surface movement guidance and control system (SMGCS) procedures in cooperation with the aerodrome air traffic services provider.

text: GM1 ADR.OPS.B.030(a) Surface movement guidance and control system

text: GENERAL The SMGCS is an appropriate combination of visual aids, non-visual aids, procedures, control, regulation and information facilities. Systems range from a very simple SMGCS at small aerodromes, with light air traffic operating in good-visibility conditions, to complex systems necessary at large aerodromes with heavy air traffic operating in low-visibility conditions. The system selected for an aerodrome will be appropriate to the operational environment in which the aerodrome will operate.

text: Annex to ED Decision 2022/013/R Page 6 of 13

text: AMC1 ADR.OPS.B.030(a)(3) Surface movement guidance and control system

text: USE OF VISUAL AIDS FOR SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM (SMGCS) Where an SMGCS is provided by selective switching of stop bars and taxiway centre line lights, the following should apply: (a) taxiway routes, which are indicated by illuminated taxiway centre line lights, are capable of being terminated by an illuminated stop bar; (b) the control circuits are so arranged that when a stop bar located ahead of an aircraft is illuminated, the appropriate section of taxiway centre line lights beyond it is suppressed; and (c) the taxiway centre line lights are activated ahead of an aircraft when the stop bar is suppressed.

text: GM1 ADR.OPS.B.030(a)(3) Surface movement guidance and control system

text: SURFACE MOVEMENT RADAR AND OTHER SURVEILLANCE EQUIPMENT (a) Surface movement radar or any other suitable surveillance equipment for the manoeuvring area is used at an aerodrome intended for use in runway visual range (RVR) conditions less than a value of 350 m. (b) Surface movement radar or any other suitable surveillance equipment for the manoeuvring area may also be used at an aerodrome other than that in (a), when the traffic density and operating conditions are such that regularity of traffic flow cannot be maintained by alternative procedures and facilities.

text: GM1 ADR.OPS.B.030 Surface movement guidance and control system

text: GENERAL (a) The SMGCS system should comprise an appropriate combination of visual aids, non-visual aids, procedures, control, regulation, management and information facilities. Systems range from the very simple at small aerodromes, with light traffic operating in good visibility conditions, to the complex systems necessary at large aerodromes with heavy traffic operating in low visibility conditions. The system selected for an aerodrome will be appropriate to the operational environment in which that aerodrome will operate. (b) Surface movement radar for the manoeuvring area could be provided at an aerodrome intended for use in runway visual range conditions less than a value of 350 m. (c) Surface movement radar for the manoeuvring area could be provided at an aerodrome other than that in (b) above when traffic density and operating conditions are such that regularity of traffic flow cannot be maintained by alternative procedures and facilities.

text: Annex to ED Decision 2022/013/R Page 7 of 13

text: AMC1 ADR.OPS.B.045(a)(1) Low-visibility procedures

text: LOW-VISIBILITY TAKE-OFF (LVTO) WITH AN RVR LESS THAN 125 M In addition to the low-visibility procedures which are required for LVTOs, the following should also apply to LVTOs with an RVR less than 125 m: (1) if an ILS signal is used for lateral guidance, the ILS localiser signal meets the requirements for category III operations including the availability of a standby transmitter; and (2) if an ILS signal is used, the low-visibility procedures should include protection of the ILS-sensitive area.

text: GM1 ADR.OPS.B.045(a)(1) Low-visibility procedures

text: RUNWAY CENTRE LINE LIGHTS The specifications for the required runway centre line lights are contained in CS ADR-DSN.M.690.

text: AMC1 ADR.OPS.B.045(a)(2) Low-visibility procedures

text: SUITABILITY OF RUNWAYS — APPROACH AND LANDING OPERATIONS (a) CAT II instrument approach operations may be conducted on a precision approach category II or III runway, using a CAT II instrument approach procedure. (b) CAT III instrument approach operations may be conducted on a precision approach category III runway, using a CAT III instrument approach procedure. (c) SA CAT I approach operations may be conducted in accordance with the following: (1) the runway is a precision approach category I runway and an obstacle free zone (OFZ) is established; (2) a CAT I instrument approach procedure that includes an OCH based on a radio altimeter is used; (3) where an ILS/MLS is used, it is not promulgated with any restrictions affecting its usability and is not offset from the extended runway centre line; (4) where a GBAS landing system (GLS) is used, it is not promulgated with any restrictions affecting its usability and should not be offset from the extended centre line; o (5) the glide path angle is 3.0 ; (6) the pre-threshold terrain is surveyed and either a precision approach terrain chart (ICAO Annex 4, Chapter 6) is published in the AIP or the required information is included in the aerodrome terrain and obstacle chart – ICAO (Electronic) (ICAO Annex 4, Chapter 5). (d) SA CAT II approach operations may only be conducted in accordance with the following: (1) the runway is a precision approach category I runway and an OFZ is established, and for operations with an RVR of less than 400 m, runway centre line lights are installed; (2) a CAT II instrument approach procedure is used;

text: Annex to ED Decision 2022/013/R Page 8 of 13

text: (3) where an ILS/MLS is used, it is not offset from the extended runway centre line and no restrictions affecting its usability are published in the AIP; (4) where a GLS is used, it is not offset from the extended runway centre line and no restrictions affecting its usability are published in the AIP; (4) where an ILS is used, it is certified to class II/D/2; (5) the pre-threshold terrain is surveyed and either a precision approach terrain chart (ICAO Annex 4, Chapter 6) has been published or the required information is included in the aerodrome terrain and obstacle chart – ICAO (Electronic) (ICAO Annex 4, Chapter 5). (e) The switch-over times of the different lighting elements on runways supporting SA CAT I/II approach operations should be as follows: ELEMENT SWITCH-OVER TIME Approach lighting system 15 sec Runway edge light 1 sec Visual approach slope indicators 15 sec Runway threshold light 1 sec Runway end light 1 sec Stopway end 1 sec Stopway edge 15 sec Obstacle light 15 sec (f) The switch-over time for runway edge lights may be increased to 15 sec if runway centre line lights are provided. In this case, the switch-over time for runway centre line lights should be 1 sec.

text: AMC1 ADR.OPS.B.045(a)(3) Low-visibility procedures

text: SUITABILITY OF RUNWAYS FOR EFVS APPROACH AND LANDING OPERATIONS (a) An EFVS-A operation may be conducted on a runway if: (1) it is served by a straight-in instrument approach procedure in accordance with Part-FPD of

text: Regulation (EU) 2017/373

text: ; (2) an OFZ is established or a VSS is not penetrated by obstacles, and an instrument departure procedure is established; (3) the touchdown zone (TDZ) RVR is available; (4) low-visibility procedures are in effect; (5) the switch-over time for runway edge, threshold and end lights meets the specifications in CS ADR-DSN.S.880 for CAT II/III runways. (b) An EFVS-L operation may be conducted on a runway when, in addition to point (a):

text: Annex to ED Decision 2022/013/R Page 9 of 13

text: (1) an aerodrome obstacle chart – ICAO Type A is published in the AIP; and (2) a precision approach terrain chart – ICAO is published in the AIP.

text: AMC1 ADR.OPS.B.045(b) Low-visibility operations procedures

text: GENERAL (a) The aerodrome operator should, in collaboration with air traffic services provider and the provider of apron management services, if applicable, establish procedures for low visibility operations when lower than Standard Category I, other than Standard Category II, Category II and III approaches and low visibility take-offs are conducted. (b) When low visibility procedures (LVP) are in effect, the aerodrome operator should make available to aeronautical information services and/or air traffic services, as appropriate, information on the status of the aerodrome facilities. (ca) The aerodrome operator should establish and implement procedures to ensure that wWhen low-visibility procedures (LVPs) are in effect:, (1) persons and vehicles operating on the movement area are should be restricted to the essential minimum.; (2) the critical and sensitive areas of ILS/MLS/GLS should be safeguarded. (b) The aerodrome operator should, in coordination with air traffic services, establish low-visibility taxi routes. (d) The procedures to be established by the aerodrome operator to ensure safe aerodrome operations during low visibility conditions should cover the following subjects: (1) physical characteristics of the runway environment, including pre-threshold, approach and departure areas; (2) obstacle limitation surfaces; (3) surveillance and maintenance of visual aids; (4) safeguarding of non-visual aids essential to low visibility procedures; (5) secondary power supplies; (6) movement area safety; (7) RFFS.

text: AMC2 ADR.OPS.B.045(b) Low-visibility procedures

text: CRITERIA FOR THE PREPARATION OF LVPs When establishing the RVR and cloud ceiling values below which LVPs should be prepared, the aerodrome operator should consider: (a) the aerodrome layout and its complexity;

text: Annex to ED Decision 2022/013/R Page 10 of 13

text: (b) the location of the control tower; (c) the facilities and equipment available; and (d) the density of traffic.

text: AMC1 ADR.OPS.B.045(c) Low-visibility procedures

text: EQUIPMENT FAILURES TO BE REPORTED AND EFFECTS ON FLIGHT OPERATIONS The following equipment failures should be reported if the system is degraded or unserviceable or if back-up procedures cannot provide the same level of service:

text: EQUIPMENT FAILURE TO BE REPORTED – LOW-VISIBILITY DEPARTURE OPERATIONS SYSTEM CONSIDERED FAILURE TO BE REPORTED EFFECT ON FLIGHT OPERATIONS ILS ILS localiser downgraded to CAT II No take-off guidance. Guided take-off not allowed (Where used for guided take-off) ILS localiser downgraded to CAT I No take-off guidance. Guided take-off not allowed

text: ILS out of service No take-off guidance. Guided take-off not allowed MLS MLS downgraded to CAT II No take-off guidance. Guided take-off not allowed (Where used for guided take-off) MLS downgraded to CAT I No take-off guidance. Guided take-off not allowed

text: MLS out of service No take-off guidance. Guided take-off not allowed GBAS GBAS downgraded to CAT II No take-off guidance. Guided take-off not allowed (Where used for guided take-off) No take-off guidance. Guided take-off not allowed GBAS downgraded to CAT I No take-off guidance. Guided take-off not allowed

text: GBAS out of service

text: RVR Touchdown RVR system Restrictions depending on flight operations rules unserviceable Restrictions depending on flight operations rules Other RVR systems unserviceable LIGHTING SYSTEMS Runway lighting unserviceable Restrictions depending on flight operations rules

text: Runway centre line lighting Restrictions depending on flight operations rules unserviceable

text: Runway edge lighting Restrictions depending on flight operations rules unserviceable

text: Taxiway lighting system Restrictions depending on flight operations rules unserviceable ANCILLARY Stop bars unserviceable No effect if runway protection is ensured by other means

text: Ceilometer unserviceable No effect

text: Annex to ED Decision 2022/013/R Page 11 of 13

text: Anemometer unserviceable No effect if other sources available; otherwise restrictions depending on flight operations rules

text: EQUIPMENT FAILURE TO BE REPORTED – APPROACH AND LANDING OPERATIONS SYSTEM CONSIDERED FAILURE TO BE REPORTED EXPECTED EFFECT ON FLIGHT OPERATIONS ILS ILS downgraded to CAT II Flight operations limited to CAT II

text: ILS downgraded to CAT I Flight operations limited to CAT I

text: ILS out of service Restricted to non-precision approach (or other precision approach aid if available)

text: No limitation if replaced by published equivalent Outer marker unserviceable position; otherwise, restricted to non-precision approach

text: Restricted to non-precision approach (e.g. localiser only) Glide path out of service MLS MLS downgraded to CAT II Flight operations limited to CAT II

text: MLS downgraded to CAT I Flight operations limited to CAT I

text: MLS out of service Restricted to non-precision approach (or other precision approach aid if available)

text: GBAS GBAS downgraded to CAT II Flight operations limited to CAT II

text: GBAS downgraded to CAT I Flight operations limited to CAT I

text: GBAS out of service Restricted to non-precision approach (or other precision approach aid if available)

text: DME DME (as alternative to marker No limitation if replaced by published equivalent beacons) unserviceable position; otherwise restricted to non-precision approach

text: RVR Touchdown RVR system Restriction depending on flight operations rules unserviceable Restriction depending on flight operations rules Other RVR systems unserviceable LIGHTING SYSTENMS Approach lighting unserviceable Restriction depending on flight operations rules

text: Runway lighting unserviceable Restriction depending on flight operations rules

text: Runway centre line lighting Restriction depending on flight operations rules unserviceable

text: Runway edge lighting Restriction depending on flight operations rules unserviceable

text: TDZ lighting unserviceable Restriction depending on flight operations rules

text: Taxiway lighting system Restriction depending on flight operations rules unserviceable

text: Annex to ED Decision 2022/013/R Page 12 of 13

text: Ceilometer unserviceable No effect

text: Anemometer unserviceable No effect if other sources available; otherwise, restriction depending on flight operations rules

text: Annex to ED Decision 2022/013/R Page 13 of 13


beslut: ED Decision 2022/016/R

text: AMC and GM to Authority, Organisation and Operations Requirements for Aerodromes Issue 1, Amendment 7

text: Annex to ED Decision 2022/016/R ‘AMC & GM to Authority, Organisation and Operations Requirements for Aerodromes — Issue 1, Amendment 7’ The text of the amendment is arranged to show deleted text, new or amended text as shown below: — deleted text is struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged. Note to the reader In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: The Annex to ED Decision 2014/012/R is amended as follows:

text: GM1 ADR.OPS.A.057(d)(4) Origination of NOTAM

text: SNOWTAM FORMAT

text: […] 2. Aeroplane performance calculation section Item A — Aerodrome location indicator (four-letter location indicator). Item B — Date and time of assessment (eight-figure date/time group giving time of observation as month, day, hour and minute in UTC). Item C — Lower runway designator number (nn[L] or nn[C] or nn[R]). Only one runway designator should be inserted for each runway and always the lower number. Item D — RWYCC for each runway third. Only one digit (0, 1, 2, 3, 4, 5 or 6) is inserted for each runway third, separated by an oblique stroke (n/n/n). Item E — Per cent coverage for each runway third. When provided, insert 25, 50, 75 or 100 for each runway third, separated by an oblique stroke ([n]nn/[n]nn/[n]nn). This information is provided only when the runway condition for each runway third (Item D) has been reported as other than 6 and there is a condition description for each runway third (Item G) that has been reported other than ‘DRY’. When the conditions are not reported, this is signified by the insertion of ‘NR’ for the appropriate runway third(s). […]

type: vagledning

utgivare: easa


text: AMC & GM to Authority, Organisation and Operations Requirements for Aerodromes Issue 1, Amendment 8

text: Note to the reader

text: In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: Annex to ED Decision 2023/003/R Page 1 of 4

text: Annex to ED Decision 2023/003/R Page 2 of 4

text: Annex to ED Decision 2023/003/R Page 3 of 4

text: Annex to ED Decision 2023/003/R Page 4 of 4

identifier: AMC and GM to Authority, Organisation and Operations Requirements for Aerodromes — Issue 1, Amendment 8

beslut: ED Decision 2023/003/R

text: Annex to ED Decision 2023/003/R

text: ‘Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Authority, Organisation and Operations Requirements for Aerodromes Issue 1, Amendment 8’

text: The text of the amendment is arranged to show deleted, new or amended text as follows: — deleted text is struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged. The Annex to ED Decision 2014/012/R is amended as follows: ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL TO ANNEX II ‘PART AUTHORITY REQUIREMENTS — AERODROMES’ (PART-ADR.AR) SUBPART C — OVERSIGHT, CERTIFICATION AND ENFORCEMENT (ADR.AR.C) […]

text: GM3 ADR.AR.C.035(a) Issuance of certificates

text: EVALUATION OF SAFETY ASSESSEMENTS PROVIDED BY THE AERODROME OPERATOR AT THE INITIAL CERTIFICATION OR ACCOMPANYING A REQUEST FOR PRIOR APPROVAL OF A CHANGE IN ACCORDANCE WITH ADR.OR.B.040.

text: […] ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL ANNEX IV ‘PART OPERATIONS REQUIREMENTS — AERODROMES’ (PART-ADR.OPS) SUBPART B – AERODROME OPERATIONAL SERVICES, EQUIPMENT AND INSTALLATIONS (ADR.OPS.B) […]

text: AMC1 ADR.OPS.B.010(a) Rescue and firefighting services

text: RESCUE AND FIREFIGHTING SERVICES FOR NON-COMMERCIAL OPERATIONS AND SPECIALISED OPERATIONS

text: (a) The aerodrome operator may define time periods when rescue and firefighting services (RFFS) are not available. During such periods, only non-commercial operations and specialised operations should be allowed. (b) In that case, the aerodrome operator should provide the aeronautical information services (AIS) provider with information on the periods of time when RFFS are not available, to be published in the aeronautical information publication (AIP). […]

text: GM7 ADR.OPS.B.010(a)(2) Rescue and firefighting services

text: The decision to operate at the aerodrome rests with the pilot-in-command following a safety risk assessment that is associated with the aircraft type and nature of the operation in relation to the availability of rescue and firefighting services (RFFS) and that takes into account whether RFFS are not available for non-commercial operations and specialised operations. […]

text: AMC1 ADR.OPS.B.045(c) Low-visibility procedures

text: EQUIPMENT FAILURES TO BE REPORTED AND EFFECTS ON FLIGHT OPERATIONS

text: EQUIPMENT FAILURE TO BE REPORTED — APPROACH AND LANDING OPERATIONS SYSTEM CONSIDERED FAILURE TO BE REPORTED EXPECTED EFFECT ON FLIGHT OPERATIONS

text: ILS ILS downgraded to CAT II Flight operations limited to CAT II ILS downgraded to CAT I Flight operations limited to CAT I ILS out of service Restricted to non-precision approach (or other precision approach aid if available) Outer marker unserviceable

text: No limitation if replaced by published equivalent position; otherwise, restricted to non-precision Glide path out of service approach

text: Restricted to non-precision approach (e.g. localiser only) MLS MLS downgraded to CAT II Flight operations limited to CAT II

text: MLS downgraded to CAT I Flight operations limited to CAT I

text: MLS out of service Restricted to non-precision approach (or other precision approach aid if available) GBAS GBAS downgraded to CAT II Flight operations limited to CAT II

text: GBAS downgraded to CAT I Flight operations limited to CAT I

text: GBAS out of service Restricted to non-precision approach (or other precision approach aid if available) DME DME (as alternative to marker No limitation if replaced by published equivalent beacons) unserviceable position; otherwise restricted to non-precision approach RVR Touchdown RVR system Restriction depending on flight operations rules unserviceable

text: Other RVR systems unserviceable Restriction depending on flight operations rules LIGHTING SYSTENMS Approach lighting unserviceable Restriction depending on flight operations rules

text: Taxiway lighting system Restriction depending on flight operations rules unserviceable ANCILLARY Stop bars unserviceable No effect if runway protection is ensured by other means

text: Ceilometer unserviceable No effect


text: Annex VIII to ED Decision 2020/008/R

text: AMC and GM to Cover Regulation Issue 1, Amendment 1

text: Annex VIII to ED Decision 2020/008/R Page 2 of 11

text: Annex VIII to ED Decision 2020/008/R Page 3 of 11

text: Annex VIII to ED Decision 2020/008/R Page 4 of 11

text: Annex VIII to ED Decision 2020/008/R Page 5 of 11

text: Annex VIII to ED Decision 2020/008/R Page 6 of 11

text: Annex VIII to ED Decision 2020/008/R Page 7 of 11

text: Airspace change Initiation of an airspace change drivers

text: Data collection

text: Development of Data acquisition initial airspace change proposal

text: Flight Procedure Design criteria Design & DQR Consultation

text: Design & Flight Procedure Documentation Design Documentation

text: Compatibility check

text: Validation State s approval (Ground/Flight)

text: Implementation FPD Process (Put in operation) (FPD Provider)

text: Undertake post-implementation review (Maintenance and periodic review) Airspace Change Process (Change Initiator)

text: Annex VIII to ED Decision 2020/008/R Page 8 of 11

text: Annex VIII to ED Decision 2020/008/R Page 9 of 11

text: Annex VIII to ED Decision 2020/008/R Page 10 of 11

text: Annex VIII to ED Decision 2020/008/R Page 11 of 11

identifier: AMC & GM to Commission Implementing Regulation (EU) 2017/373 — Issue 1, Amendment 1

beslut: ED Decision 2020/008/R

text: ‘AMC and GM to Commission Implementing

text: Regulation (EU) 2017/373

text: — Issue 1, Amendment 1’

text: Annex XIV to Decision 2017/001/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is struck through; (b) new or amended text is highlighted in blue; (c) an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

text: Article 1

text: Subject matter

text: DESIGN OF AIRSPACE STRUCTURES

text: (a)

text: Article 46 of Regulation (EU) 2018/1139

text: requires Member States to ensure that airspace structures are properly designed, surveyed and validated before they can be deployed and used by aircraft. (b) The designation of airspace is an obligation of the Member States, where civil and military national authorities are involved. The designation of airspace should include, but not be limited to, the design of airspace structure, the classification of the airspace and its approval. (c) The (possible) certification and oversight of the design of airspace structure activities is left to the Member State discretion, if it wishes so and this Regulation provides only the design criteria that need to be met as laid down in Appendix 1 to Part-FPD.

text: Article 2

text: Definitions

text: GENERAL

text: (a) Point (5) of

text: Article 3

text: (q) of

text: Regulation (EC) No 216/2008

text: (EU) 2018/1139

text: defines ATM/ANS as ‘the air traffic management functions and services as defined in point (10) of

text: Article 2(10) of Regulation (EC) No 549/2004

text: ,; the air navigation services defined in point (4) of Article 2(4) of that Regulation, including the network management functions and services referred to in

text: Article 6 of Regulation (EC) No 551/2004

text: , as well as services which augment signals emitted by satellites of core constellations of GNSS for the purpose of air navigation; flight procedures design; and services consisting in the origination and processing of data and formatting and delivering data to general air traffic for the purpose of safety-critical air navigation’. (b) It should, therefore, be noted that ‘ATM/ANS’ includes more services and functions than ‘air traffic management’ and ‘air navigation services’ together. (c) It is important to note that ATS is included in ATM and ANS. (d) As already defined, ‘ATM network functions’ refers to functions performed by the Network Manager in accordance with

text: Regulation (EU) 2019/123

text: No 677/2011.

text: AIRSPACE STRUCTURE

text: Airspace structure refers to a specific volume of airspace designed to ensure the safe and optimal operation of aircraft. Airspace structures may consist of: (a) controlled airspace, namely control zones and control areas, including terminal control areas and airways or free route airspace;

text: (b) airspace restrictions, namely danger, restricted, prohibited areas, temporary segregated areas and temporary reserved areas; and (c) other volumes of airspace as specified by the competent authority when defining the airspace change process, such as e.g. flight information zones, aerodrome traffic zone, RMZ/TMZ (XXX).

text: AERONAUTICAL INFORMATION — DATA ORIGINATION

text: (a) In order to ensure that parties originating aeronautical data and aeronautical information that are neither subject to the applicable requirements in

text: Regulation (EU) 2017/373

text: nor to the data quality requirements in

text: Regulation (EU) No 139/2014

text: , comply with the provisions relevant to them, Member States may consider establishment of measures, at national level, that such parties meet the aeronautical data quality management requirements laid down in point ATM/ANS.OR.A.085 of Annex III, except those in points (c), (d), (f)(1) and (i) thereof, and that their working methods and operating procedures comply with the requirements laid down in ATM/ANS.OR.A.090. (b) The objectives in point (a) may be achieved through continuous oversight by the competent authorities on the basis of which measures, at national level, a certificate or approval has been issued or a declaration by these parties has been made. (c) When a contract is agreed between the services provider and the parties originating aeronautical data and aeronautical information, it should clearly define the contracted activities and the applicable requirements, including the necessary certificate, approval or declaration as required.

text: DESIGNATION

text: The designation of the particular portions of the airspace should be as follows: (a) flight information regions; (b) control areas and control zones; and (c) flight information zones.

text: AERODROMES

text: The designation of the particular aerodromes should be as follows:

text: (a) controlled aerodromes; and (b) aerodrome flight information services (AFIS) aerodromes.

text: AERODROMES

text: The aerodrome traffic zone should be linked to controlled aerodromes as potential aerodrome delineation.

text: AIRSPACE

text: Those portions of the airspace where it is determined that ATC service will be provided to IFR flights should be designated as control areas or control zones.

text: DESIGNATION — GENERAL

text: (a) The airspace where air traffic services are provided is classified and designated in accordance with requirements found in Commission Implementing

text: Regulation (EU) 923/2012

text: , SERA.6001 ‘Classification of airspaces’ and Appendix 4 ‘ATS airspace classes — services provided and flight requirements’, and in the associated Acceptable Means of Compliance and Guidance Material. (b) The delineation of airspace, wherein air traffic services are to be provided, should be related to the nature of the route structure and the need for efficient service rather than to national boundaries. (c) In the context of the provision of air traffic services across national boundaries: (1) agreements to permit the delineation of airspace lying across national boundaries are advisable, when such action will facilitate the provision of air traffic services; agreements, which permit delineation of airspace boundaries by straight lines, will, for example, be most convenient where data processing techniques are used by air traffic services units. (2) where delineation of airspace is made by reference to national boundaries, there is a need for suitably sited transfer points to be mutually agreed upon.

text: GENERAL — PROCESS DESIGN OF AIRSPACE STRUCTURES AND FLIGHT PROCEDURES CONTAINED THEREIN

text: (a) An airspace change is a change to an airspace structure. (b) The process for the airspace change should include the following elements: (1) Initiation for an airspace change, including briefing by an initiator DRIVERS FOR AIRSPACE CHANGES Drivers for airspace changes include, but are not limited to, business, technological, legal and social aspects, such as: (i) enhancing operational safety and/or efficiency; (ii) meeting airspace capacity requirements; (iii) reducing the environmental impacts of aircraft operations; (iv) enabling changes to the CNS infrastructure; or (v) correcting identified deficiencies. INITIATION Initiator may be, but is not limited to, any of the following: (i) the Member State; (ii) the competent authority; (iii) an aerodrome operator; (iv) an ATM/ANS provider; or (v) an airspace user. In undertaking an airspace change, the initiator: (i) proposes an airspace modification whilst ensuring that the airspace change satisfies and/or enhances safety, improves capacity and mitigates, as far as practicable, any environmental impacts in line with the applicable requirements and design criteria; (ii) follows the national airspace change processes, where specified; and (iii) identifies relevant stakeholders and conducts consultation(s). (2) Data collection (3) Initial proposal development (4) Consultation with affected stakeholders Affected stakeholders should be considered to be, but not limited to: (i) ATM/ANS providers;

text: (ii) airspace users (including military); (iii) aerodrome operators; (iv) State’s authorities; (v) other groups affected by the airspace change (e.g. local municipalities, environmental organisations, adjacent States, etc.). The initiator should ensure that an assessment is carried out before deploying the airspace change. If a change to the airspace results in a change to the functional system(s) of the ATS providers serving the affected airspace, those affected ATS providers need to perform a safety assessment as per ATS.OR.205 of this Regulation. (5) Design and documentation (6) Validation The airspace change may be validated using one or more of the following methodologies: (i) airspace modelling; (ii) ATC simulation; (iii) live trials; (iv) flight simulation; (v) data analytical tools; (vi) statistical analysis; (vii) collision risk modelling; and (viii) noise and emissions modelling. (7) State’s approval, The airspace change proposal should be submitted to the State’s authority for assessment addressing the following, as applicable: (i) Operational requirements (A) Justification for the change; (B) Technical description of the change: (a) airspace description; (b) traffic forecasts; (c) supporting infrastructure/resources; (d) operational impact; (e) supporting maps, charts and diagrams; and (f) airspace and infrastructure requirements; and (C) Validation report.

text: (ii) Assessment report (iii) Environmental report (iv) Consultation report (v) Implementation plan (A) Target implementation date and alternative date (or dates), taking due account of the predetermined agreed AIRAC dates in addition to the time needed by the AIS provider for the preparation, production and issuance of relevant material for promulgation; and (B) Planned awareness and education activities. (vi) Economic impact. (8) Implementation of the airspace change The initiator should implement those aspects of the airspace change that are under its remit; however, the implementation of the airspace change may require other stakeholders implementing changes in their services. The implementation of the airspace change could include amendment in the aeronautical information publication (AIP), changes in the procedures of the ATS providers, etc. (9) Post implementation review (10) Maintenance and periodic review

text: GENERAL — INTERACTIONS BETWEEN AIRSPACE CHANGE PROCESS AND FLIGHT PROCEDURE DESIGN PROCESS

text: When an airspace change includes the design of a new flight procedure or the modification of an existing flight procedure and the initiator is at the same time the flight procedure design service provider, both processes might run in parallel. When the initiator is a different organisation than the flight procedure design service provider, this flight procedure design process can be regarded as a sub-process of the wider process as depicted in Figure 1. Figure 1 shows the interactions between the airspace change process and the flight procedure design process.

text: Figure 1: Interactions between airspace change process and flight procedure design process

text: PERIODIC REVIEW

text: Periodic review should be conducted at an interval not exceeding 5 years.

text: Article 3

text: a(1) Determination of the need for the provision of air traffic services

text: ELEMENTS TO DETERMINE THE NEED FOR AIR TRAFFIC SERVICES PROVISION

text: The determination of the need for air traffic services provision in a given area and/or aerodrome may be subject to consideration and evaluation of a great number and typology of elements, such as: (a) a mixture of different types of air traffic with aircraft of varying speeds (conventional, jet, etc.) might necessitate the air traffic services provision, whereas a relatively greater density of traffic where only one type of operation is involved would not; (b) meteorological conditions might have considerable effect in areas where there is a constant flow of air traffic (e.g. scheduled traffic), whereas similar or worse meteorological conditions might be relatively unimportant in an area where air traffic would be discontinued in such conditions (e.g. local visual flight rules (VFR) flights); (c) open stretches of water, mountainous, uninhabited or desert areas might necessitate the air traffic services provision even though the frequency of operations is extremely low; (d) the complexity of the airspace concerned; and (e) the language(s) to be used in air-ground communications, in the case of AFIS.

text: Article 3

text: NON-ATS (AIR TRAFFIC SERVICES) AERONAUTICAL STATIONS

text: (a) Description of non-ATS aeronautical stations

text: Where a Member State determines that no requirement exists for the air traffic services provision at an aerodrome and its vicinity or in other airspace, a universal communication (UNICOM)-type aeronautical station may be established (with call signs like RADIO, UNICOM, name of the aero club, etc.). Such a station should be established following the Member State arrangements, to facilitate the activities of aircraft (for example, a frequency used by pilots to announce their intentions at an aerodrome where air traffic services are not provided). It may be established in an airspace where Member States have decided that whilst en-route flight information service will be provided by a designated and certified flight information service provider, there is no requirement for mandatory two-way radio communication. In such cases, the Member State should ensure that the aeronautical station does not provide air traffic services, but acts as an informal facility for exchanges on, for example, aerodrome conditions or other activities at the aerodrome.

text: (b) Promulgation of information for non-ATS aeronautical stations

text: The arrangements established for non-ATS aeronautical stations should ensure that information regarding their availability are included in the relevant parts of the AIP. The information should include, as a minimum, the following: (1) identification of the aerodrome, where applicable;

text: (2) location and identification of the aeronautical station, where applicable; (3) hours of operation of the aeronautical station, where applicable; (4) language(s) used; (5) detailed description of the facilitation provided and its limitations; (6) special procedures for application by pilots; and (7) any other pertinent information.

text: (c) Identification of non-ATS aeronautical stations

text: Where a non-ATS aeronautical station is established: (1) the station should normally be identified by the name of the aerodrome at which they are providing air-ground or air-air communication, or by the name of a nearby town or city or geographic feature or area, or by the name of the aero club it facilitates; and (2) the name of the station should be complemented by the suffix ‘RADIO’, as established in Section 5.2.1.7.1.2 of ICAO Annex 10 Volume II.

text: GM1 to

text: Article 3

text: b(b) Coordination between military authorities and air traffic service providers

text: The requirement is generic and includes but is not limited to the need to designate areas or routes where the requirements concerning flight plans, two-way communications and position reporting are applicable to all flights. This should be done to ensure that all pertinent data is available for the use of the appropriate air traffic services units specifically for the purpose of facilitating identification of civil aircraft and thus of eliminating or reducing the need for interceptions.

text: Article 3

text: c(1) Coordination of air operations potentially hazardous to civil aviation

text: COORDINATION OF MILITARY ACTIVITIES POTENTIALLY HAZARDOUS TO CIVIL AVIATION

text: Guidance for the coordination of such activities is provided in ICAO Doc 9554 ‘Manual Concerning Safety Measures Relating to Military Activities Potentially Hazardous to Civil Aircraft Operations’.

text: Article 3

text: c(2) Coordination of air operations potentially hazardous to civil aviation

text: In determining these arrangements, the following should be applied: (a) the locations or areas, times and durations for the activities should be selected to avoid closure or realignment of established air traffic services routes, blocking of the most economic flight levels, or delays of scheduled aircraft operations, unless no other options exist; (b) the size of the airspace designated for the conduct of the activities should be kept as small as possible; and

text: (c) direct communication between the appropriate air traffic services unit(s) and the organisation or unit conducting the activities should be provided for use in the event that civil aircraft emergencies or other unforeseen circumstances require discontinuation of the activities.

text: Article 3

text: d(2) Very-high frequency (VHF) emergency frequency

text: When Member States consider the possibility to allow the use of the VHF emergency frequency for other activities related to the intended use of this frequency (e.g. for training), consideration should be given to the impact on the operations of the air traffic services units located in the neighbouring States, in order to prevent triggering unnecessary actions related to the use of the emergency frequency.