text: Annex to ED Decision 2020/017/R

text: AMC and GM to Part-ATS Issue 1, Amendment 3

text: TRANSMISSION OF INFORMATION

text: Page 2 of 4 Annex to ED Decision 2020/017/R

text: PRESENTATION OF INFORMATION FOR THE PROVISION OF FLIGHT INFORMATION SERVICE

text: Page 3 of 4 Annex to ED Decision 2020/017/R

text: Page 4 of 4 Annex to ED Decision 2020/017/R

identifier: AMC & GM to Part-ATS — Issue 1, Amendment 3

beslut: ED Decision 2020/017/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

text: Annex IV 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 remaining text is unchanged.

type: stycke

text: AMC1 ATS.TR.305 Scope of flight information service

type: rubrik

text: (a) Means of transmission

text: (1) Information should be disseminated to aircraft by one or more of the following means: (i) the preferred method of directed transmission on the initiative of the appropriate air traffic services unit to an aircraft, ensuring that receipt is acknowledged; or (ii) general call, unacknowledged transmission to all aircraft concerned; or (iii) broadcast; or (iv) data link. (2) The use of general calls should be limited to cases where it is necessary to disseminate essential information to several aircraft without delay, e.g. the sudden occurrence of hazards, a change of the runway-in-use, or the failure of a key approach and landing aid.

text: (b) Transmission of special air-reports, SIGMET and AIRMET information

text: (1) Appropriate SIGMET and AIRMET information, as well as special air-reports which have not been used for the preparation of a SIGMET, should be disseminated to aircraft by one or more of the means specified in point (a) as established by the competent authority. Special air-reports should be transmitted with the least possible delay and disseminated to aircraft for a period of 60 minutes after their issuance. (2) The special air-report, SIGMET and AIRMET information to be passed on to aircraft on ground initiative should cover a portion of the route up to 1 hour’s flying time ahead of the aircraft.

text: (c) Transmission of information concerning volcanic activity

text: Information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds (position of clouds and flight levels affected) should be disseminated to aircraft by one or more of the means specified in point (a) as established by the competent authority.

text: (d) Transmission of information concerning radioactive materials and toxic chemical clouds

text: Information on the release into the atmosphere of radioactive materials or toxic chemicals which could affect airspace within the area of responsibility of the air traffic services unit should be transmitted to aircraft by one or more of the means specified in point (a).

text: (e) Transmission of local special reports, SPECI and amended TAF

text: (1) Special reports and amended TAF should be transmitted on request and supplemented by: (i) directed transmission from the appropriate air traffic services unit of selected special reports and amended TAF for the departure, destination and its alternate aerodromes, as listed in the flight plan; or (ii) a general call on appropriate frequencies for the unacknowledged transmission to affected aircraft of selected special reports and amended TAF; or (iii) continuous or frequent broadcast or the use of data link to make available current METAR and TAF in areas determined on the basis of regional air navigation

text: agreements where traffic congestion dictates. VOLMET broadcasts and/or D- VOLMET should be used to serve this purpose. (2) The passing of amended aerodrome forecasts to aircraft on the initiative of the appropriate air traffic services unit should be limited to that portion of the flight where the aircraft is within a specified time from the aerodrome of destination, such time being established on the basis of regional air navigation agreements. (3) SPECI should, when issued for aerodromes not serving scheduled commercial air transport, be transmitted on request.

text: (f) Transmission of information on heavy or medium unmanned free balloons

text: (g) Transmission of information to supersonic aircraft

text: GM1 ATS.TR.305 Scope of flight information service

text: (a) The air traffic services provider should consider the manner in which data and information are provided to the FIS officer/AFIS officer, paying particular attention, where applicable, to the method of representing the air traffic situation to the FIS officer/AFIS officer and taking into account human performance. Additional guidance on human performance may be found in ICAO Doc 9683 ‘Human Factors Training Manual’. (b) All information and data, including data related to individual aircraft, should be presented in a manner which minimises the potential for misinterpretation or misunderstanding.

text: (c) Where used, data generated automatically should be presented to the FIS officer/AFIS officer in a timely manner. The presentation of information and data for individual flights should continue until such time as the data is no longer required for the purpose of providing flight information service, or until terminated by the FIS officer/AFIS officer. (d) Information displays may be generated and updated automatically, or the data may be entered and updated by authorised personnel. (e) Transmission of information on heavy or medium unmanned free balloons Appropriate information on heavy or medium unmanned free balloons should be disseminated to aircraft by one or more of the means specified in point (a). (f) Transmission of information to supersonic aircraft The following information should be available at appropriate ACCs or flight information centres for aerodromes determined by the competent authority and should be transmitted on request to supersonic aircraft prior to commencement of deceleration/descent from supersonic cruise: (1) current meteorological reports and forecasts, except that where communications difficulties are encountered under conditions of poor propagation, the elements transmitted may be limited to: (i) mean surface wind, direction and speed (including gusts); (ii) visibility or RVR; (iii) amount and height of base of low clouds; (iv) other significant information; and (v) if appropriate, information regarding expected changes; (2) operationally significant information on the status of facilities relating to the runway-inuse, including the precision approach category in the event that the lowest approach category promulgated for the runway is not available; and (3) sufficient information on the runway surface conditions to permit assessment of the runway braking action.

type: vagledning

utgivare: easa


text: Annex to ED Decision 2022/023/R Page 1 of 6

text: AMC and GM to Part-ATS — Issue 1, Table of contents

text: Amendment 4

text: Annex to ED Decision 2022/023/R Page 2 of 6

text: AMC and GM to Part-ATS — Issue 1, ANNEX IV — PART-ATS

text: Amendment 4

text: Annex to ED Decision 2022/023/R Page 3 of 6

text: AMC and GM to Part-ATS — Issue 1, SUBPART B — TECHNICAL REQUIREMENTS

text: Amendment 4 FOR PROVIDERS OF AIR TRAFFIC SERVICES (ATS.TR)

text: Annex to ED Decision 2022/023/R Page 4 of 6

text: AMC and GM to Part-ATS — Issue 1, SECTION 2 — AIR TRAFFIC CONTROL

text: Amendment 4 SERVICE

text: Annex to ED Decision 2022/023/R Page 5 of 6

text: Amendment 4 SERVICE

text: Annex to ED Decision 2022/023/R Page 6 of 6

identifier: AMC and GM to Part-ATS — Issue 1, Amendment 4

beslut: ED Decision 2022/023/R

text: ‘AMC & GM to Part-ATS — Issue 1, Amendment 4’

text: Annex IV to ED 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 remaining text is unchanged.

text: TABLE OF CONTENTS

text: ANNEX IV — PART-ATS 3

text: SPECIFIC REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES 3

text: SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES (ATS.OR) 3

text: SECTION 1 — GENERAL 3

text: U-space airspace 3 INFORMATION ON MANNED AIRCRAFT 3

text: SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES (ATS.TR) 4

text: SECTION 2 — AIR TRAFFIC CONTROL SERVICE 4

text: AMC1 ATS.TR.237(a) Dynamic reconfiguration of the U-space airspace 4 IMPACT OF DYNAMIC AIRSPACE RECONFIGURATION ON UAS OPERATIONS 4 AMC2 ATS.TR.237(a) Dynamic reconfiguration of the U-space airspace 4 PRIORITY TO SPECIAL OPERATIONS 4 GM1 ATS.TR.237(a) Dynamic reconfiguration of the U-space airspace 4 TIMELY RECEIPT OF INFORMATION 4 GM2 ATS.TR.237(a) Dynamic reconfiguration of the U-space airspace 4 PROPORTIONATE RESPONSE 4 AMC1 ATS.TR.237(b) Dynamic reconfiguration of the U-space airspace 5 TIMELY NOTIFICATION 5 GM1 ATS.TR.237(b) Dynamic reconfiguration of the U-space airspace 5 EFFECTIVE COORDINATION 5

text: ANNEX IV — PART-ATS SPECIFIC REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES (ATS.OR) SECTION 1 — GENERAL

text: AMC1 ATS.OR.127(a) Coordination by air traffic services providers in U-space airspace

text: INFORMATION ON MANNED AIRCRAFT

text: Air traffic services providers should make arrangements with operators of manned special operations, which are exempted from the requirements on flight plan submission time according to point SERA.4001(d), to receive the earliest possible notification of an intended manned operation, either directly or through common information services when a single common information service provider is designated.

text: SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES (ATS.TR) SECTION 2 — AIR TRAFFIC CONTROL SERVICE

text: Air traffic control units should only apply dynamic reconfiguration of the U-space airspace if there is a risk of collision between manned and unmanned aircraft, causing the revised flight authorisation of UASs, or potentially causing the forced landing of unmanned aircraft.

text: PRIORITY TO SPECIAL OPERATIONS

text: When intending to apply dynamic reconfiguration of the U-space airspace, air traffic control units should give priority to special operations, as defined in

text: Article 4 of Regulation (EU) No 923/2012

text: , whether performed by UASs or manned aircraft.

text: TIMELY RECEIPT OF INFORMATION

text: Air traffic control units are expected to coordinate with U-space service providers to ensure they will receive the information about UAS special operations in a timely manner so that that the air traffic control units can prioritise the traffic in the affected U-space airspace.

text: PROPORTIONATE RESPONSE

text: (a) For the purpose of supporting a more flexible use of the available airspace and to reduce the likelihood of forced landings, as airspace volumes are three-dimensional, Member States may consider dynamic reconfiguration of the U-space airspace in a three-dimensional multi-phased manner. (b) The following multi-phased reconfiguration may be considered: (1) Vertical limitation: limit the ceiling of UAS operations to a level such as the lowest limit of the applicable obstacle limitation surface (i.e. inner horizontal surface), when available. Lowering the ceiling of the U-space airspace would allow for continuous

text: segregated operations as manned aircraft will fly above UASs. Keeping the U-space airspace partially active and usable for a prolonged period of time would safeguard the operation of UASs that fly at a lower altitude. (2) Lateral limitation: deactivation of a U-space airspace section, where manned aircraft operations take place, down to ground. UAS flights outside the deactivated portion may continue. Hereby, the impact on UAS operations is limited to what is necessary. (3) Full deactivation: fully deactivating the U-space airspace. (c) As a result of the vertical and lateral limitation phases, UASs in flight will comply with updated UAS flight authorisations, as applicable, or immediately approach a predefined safety landing point, while because of the full deactivation phase they will proceed to such landing point. Safety landing points are appropriately selected by the UAS operator and submitted during UAS flight authorisation to ensure a quick landing without endangering people or surrounding property on the ground or damaging the UAS hardware.

text: TIMELY NOTIFICATION

text: Air traffic control units should coordinate with the U-space service providers concerned to ensure they will be notified as early as possible of the dynamic reconfiguration of the U-space airspace, so that the UAS operators may anticipate and apply any required action.

text: EFFECTIVE COORDINATION

text: (a) Establishing a preset, minimum advance notice (in terms of time) could be difficult in many instances; however, analogy may be found in this respect in EUROCAE ED-269 ‘Minimum Operational Performance Standard for UAS Geo-Fencing’ (published on 1 June 2020), which specifies the minimum performance expected from a geofencing function to ensure that it will perform its intended sub-functions satisfactorily under all conditions normally encountered in a routine aeronautical operation. (b) EUROCAE ED-269 indicates the issue of a caution alert to the UAS operators when the location where the operations are taking place is to become forbidden soon and will have to be exited soon enough to enable exit before active restriction; for example; considering the distance to fly back to the authorised limit (or distance to exit) divided by the anticipated ground speed to do so. A minimum value of 2 minutes is suggested. It is also recommended to have an advisory alert before the caution alert (either 10 minutes or 5 times the caution anticipation time).

text: (c) In any case, when data that results from the dynamic airspace reconfiguration is made available as part of the common information service, it may include starting/ending time of the reconfiguration; otherwise it is intended to be immediately applicable, until further notice. (d) Except for emergency situations, coordination between air traffic control units and U-space service providers should allow for the completion of any authorised UAS flight that has started already, possibly through a revised UAS flight authorisation. In circumstances where the air traffic control unit considers that this would inappropriately postpone the airspace reconfiguration, UAS operators should at least be allowed sufficient time to reposition unmanned aircraft according to the adjusted geographical limits of the U-space airspace, or to safely proceed, without delay, to a landing site.


text: AMC and GM to Part-ATS Issue 1, Amendment 5

text: N o t e t o t h e re a d e r

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 III to ED Decision 2023/018/R Page 1 of 2

text: Annex III to ED Decision 2023/018/R Page 2 of 2

identifier: AMC & GM to Part-ATS — Issue 1, Amendment 5

beslut: ED Decision 2023/018/R

text: Annex III to ED Decision 2023/018/R ‘AMC and GM to Part-ATS — Issue 1, Amendment 5’

text: The text of the amendment is arranged to show deleted, new and unchanged text as follows:

text: — deleted text is struck through;

text: — new or amended text is highlighted in blue;

text: — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

text: Annex IV to Decision 2017/001/R is amended as follows:

text: GM2 ATS.TR.155(b)(1) ATS surveillance services

text: ATS SURVEILLANCE SYSTEM — PERFORMANCE REQUIREMENTS

text: Performance requirements for ATS surveillance systems and their constituents are specified in the detailed specifications for ATM/ANS equipment subject to certification or declaration in accordance with Commission Delegated

text: Regulation (EU) 2023/1768

text: — DS-GE.CER/DEC — Issue 1 (or later)

text: Regulation (EU) No 1207/2011

text: AMC1 ATS.TR.155(c)(1) ATS surveillance services

text: METHODS OF IDENTIFICATION

text: Identification of aircraft should be established by at least one of the following methods: (a) ADS-B identification procedures Where ADS-B is used for identification, aircraft may be identified by one or more of the following procedures: (1) direct recognition of the aircraft identification in an ADS-B label; (2) transfer of ADS-B identification; and (3) observation of compliance with an instruction to ‘TRANSMIT ADS-B IDENT’. (b) SSR and/or MLAT identification procedures (1) Where SSR and/or MLAT is used for identification, aircraft may be identified by one or more of the following procedures: (i) recognition of the aircraft identification in an SSR and/or MLAT label, in accordance with point (b) of ATS.OR.446Article 4 of

text: Regulation (EU) No 1206/2011

text: ; (ii) recognition of an assigned discrete code, the setting of which has been verified, in an SSR and/or MLAT label, in accordance with point (b) of ATS.OR.446, and in particular with points (e) to (i) of Appendix 1 to Part-ATS

text: Article 4 of Regulation (EU) No 1206/2011

text: ; (iii) direct recognition of the aircraft identification of a Mode S-equipped aircraft in an SSR and/or MLAT label, in accordance with point (b) of ATS.OR.446, and in particular points with (a) to (d) of Appendix 1 to Part-ATS, unless otherwise prescribed by the competent authority for the use of this method for the identification of local flights

text: ; (iv) […]


text: AMC & GM to Annex IV (Part-ATS) to Commission Implementing

text: Regulation (EU) 2017/373

text: Issue 1, Amendment 6

text: N o t e t o t h e r e a d e r

text: Annex I to ED Decision 2024/006/R Page 1 of 3

text: SYSTEM OF VISUAL SIGNALS FOR COMMUNICATION BETWEEN AERODROME AIR TRAFFIC SERVICES UNITS AND VEHICLES ON THE MANOEUVRING AREA

text: CATEGORISATION OF AIRCRAFT FOR THE PURPOSES OF WAKE TURBULENCE SEPARATION MINIMA APPLICATION

text: Annex I to ED Decision 2024/006/R Page 2 of 3

text: SPECIAL VFR IN CONTROL ZONES

text: Annex I to ED Decision 2024/006/R Page 3 of 3

beslut: ED Decision 2024/006/R

text: Acceptable Means of Compliance and Guidance Material to Annex IV (Part-ATS) to Commission Implementing

text: Regulation (EU) 2017/373

text: Issue 1, Amendment 6

text: Annex I to ED Decision 2024/006/R ‘AMC & GM to Part-ATS — Issue 1, Amendment 6’

text: This Annex shows deleted, new or amended text as follows:

text: — deleted text is struck through;

text: Annex IV (AMC and GM to Part-ATS) to ED Decision 2017/001/R of the Executive Director of the Agency of 8 March 2017 is amended as follows:

text: Annex IV

text: GM1 ATS.OR.445(a) Communications for the control or management of vehicles other than aircraft on manoeuvring areas at aerodromes

text: (a) When communications by a system of visual signals is deemed to be adequate, or in the case of radio communication failure, the signals given hereunder should have the meaning indicated in the table below.

text: LIGHTS SIGNAL FROM AIR TRAFFIC MEANING SERVICES

text: Green flashes Permission to cross landing area or to move onto taxiway Steady red Stop Red flashes Move off the landing area or taxiway and watch out for aircraft White flashes Vacate manoeuvring area in accordance with local instructions (b) In emergency conditions or if the signals in point (a) are not observed, the signal given hereunder should be used for runways or taxiways equipped with a lighting system and should have the meaning indicated in the table below.

text: LIGHT SIGNAL MEANING

text: Flashing runway or taxiway lights Vacate the runway and observe the tower for light signal […]

text: AMC1 ATS.TR.220 Application of wake turbulence separation

text: Wake turbulence separation minima should be based on a grouping of aircraft types into four categories according to the maximum certificated take-off mass as follows: (a) SUPER (SJ)— aircraft types listed as such in ICAO Doc 8643 ‘Aircraft Type Designators’, latest edition if so identified by the competent authority;

text: (b) HEAVY (H) — all aircraft types of 136 000 kg or more, with the exception of aircraft types covered in point (a);

text: (c) MEDIUM (M) — aircraft types less than 136 000 kg but more than 7 000 kg; and

text: (d) LIGHT (L) — aircraft types of 7 000 kg or less.

text: GM1 ATS.TR.270(a)(3) Authorisation of special VFR

text: When the reported ground visibility at the aerodrome is less than 1 500 m, air traffic control units may issue a special VFR clearance for a flight crossing the control zone and not intending to take off or land at an aerodrome within athe control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit when the flight visibility reported by the pilot is not less than 1 500 m, or, for helicopters, not less than 800 m.