Opinion 02/2018

ANNEX I Draft Annex I to draft Commission Regulation (EU) …/… amending Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight and Regulation (EU) No 139/2014 laying down requirements and administrative procedures related to aerodromes ANNEX I — DEFINITIONS FOR TERMS USED IN ANNEXES II TO XIII (Part-DEFINITIONS) to Regulation (EU) 2017/373 is amended as follows: 1. In point 19 ‘AIRMET message’, the word ‘message’ is deleted from the term. 2. In point 71 ‘meteorological watch office’, the definition is replaced as follows: ‘(71) ‘meteorological watch office (MWO)’ means an office monitoring meteorological conditions affecting flight operations and providing information concerning the occurrence or expected occurrence of specified en-route weather and other phenomena in the atmosphere which may affect the safety of aircraft operations within its specified area of responsibility;’. 3. Point 91 ‘selected volcano observatory’ is replaced as follows: ‘(91) ‘volcano observatory’ means a provider that is selected by the competent authority and observes the activity of a volcano or a group of volcanoes and makes these observations available to an agreed list of aviation recipients;’. 4. Point 93‘SIGMET’ is replaced as follows: ‘(93) ‘SIGMET’ means information, issued by a meteorological watch office, concerning the occurrence or expected occurrence of specified en-route weather and other phenomena in the atmosphere which may affect the safety of aircraft operations and of the development of those phenomena in time and space;’. 5. In point 99 ‘take-off alternate aerodrome’, the word ‘can’ is replaced by ‘would be able to’. 6. Point 108 ‘world area forecast centre (WAFC)’ is replaced as follows: ‘(108) ‘world area forecast centre (WAFC)’ means a meteorological centre preparing and issuing significant weather (SIGWX) forecasts and upper-air forecasts in digital form on a global basis direct to the Member States as part of the aeronautical fixed service (AFS) Internet-based services;’. 7. The following definitions are added: ‘(13a) ‘aeronautical information circular (AIC)’ means a notice containing information that does not qualify for the origination of a NOTAM or for inclusion in the AIP, but which relates to flight safety, air navigation, technical, administrative or legislative matters; Page 1 of 5 (13b) ‘aeronautical information management (AIM)’ means the dynamic, integrated management of aeronautical information through the provision and exchange of quality-assured digital aeronautical data in collaboration with all parties; (13c) ‘aeronautical information product’ means aeronautical data and aeronautical information provided either as digital data sets or as a standardised presentation in paper or electronic media. Aeronautical information products include: — aeronautical information publication (AIP), including amendments and supplements; — AIC; — aeronautical charts; — NOTAM; and — digital data sets; (13d) ‘aeronautical information publication (AIP)’ means a publication issued by or with the authority of a Member State and containing aeronautical information of a lasting character essential to air navigation; (13e) ‘aeronautical information services provider (AIS provider)’ means an organisation responsible for the provision of an aeronautical information service; (13f) ‘AIP amendment’ means permanent changes to the information contained in the AIP; (13g) ‘AIP supplement’ means temporary changes to the information contained in the AIP which are provided by means of special pages; (13h) ‘aeronautical information regulation and control’ (AIRAC) means a system aimed at advance notification, based on common effective dates, of circumstances that necessitate significant changes in operating practices; (27a) ‘area navigation route’ means an ATS route established for the use of aircraft capable of employing area navigation; (29a) ‘assemble’ means a process of merging data from multiple sources into a database and establishing a baseline for subsequent processing; (30a) ‘ATS route’ means a specified route designed for channelling the flow of traffic as necessary for the provision of ATS; (38a) ‘completeness (of data)’ means the degree of confidence that all data needed to support the intended use is provided; (38b) ‘confidence level’ means the probability that the true value of a parameter is within a certain interval around the estimate of its value; (39a) ‘control zone’ means a controlled airspace extending upwards from the surface of the Earth to a specified upper limit; (39b) ‘controlled airspace’ means an airspace of defined dimensions within which air traffic control service is provided in accordance with the airspace classification; Page 2 of 5 (40a) ‘cyclic redundancy check (CRC)’ means a mathematical algorithm applied to the digital expression of data that provides a level of assurance against loss or alteration of data; (40b) ‘danger area’ means an airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times; (40c) ‘data accuracy’ means a degree of conformance between the estimated or measured value and the true value; (40d) ‘data collection surface’ means a defined surface intended for the purpose of collecting obstacle or terrain data; (40e) ‘data integrity’ means a degree of assurance that aeronautical data and its value has not been lost or altered since the data origination or authorised amendment; (40f) ‘data item’ means a single attribute of a complete data set, which is allocated a value that defines its current status; (40g) ‘data origination’ means the creation of a new data item with its associated value, the modification of the value of an existing data item or the deletion of an existing data item; (40h) ‘data product specification’ means a detailed description of a data set or data set series together with additional information that will enable it to be created, supplied to and used by another party; (42a) ‘data set’ means an identifiable collection of data; (42b) ‘data set series’ means a collection of data sets sharing the same product specification; (42c) ‘datum’ means any quantity or set of quantities that may serve as a reference or basis for the calculation of other quantities; (45a) ‘electronic AIP (eAIP)’ means an AIP that allows for both displaying on electronic devices and printing on paper. (48a) ’feature’ means an abstraction of real world phenomena; (48b) ‘feature attribute’ means the characteristic of a feature that has a name, a data type and a value domain associated with it; (48c) ’feature type’ means a class of real world phenomena with common properties, which forms the basic level of classification in a feature catalogue; (51a) ‘flight information zone’ means an airspace of defined dimension within which aerodrome flight information service and alerting service for aerodrome traffic are provided. (52a) ‘flight procedure design services’ means services for the design, documentation, validation, maintenance and periodic review of flight procedures necessary for the safety, regularity and efficiency of air navigation; Page 3 of 5 (52b) ‘flight procedure designer’ means a qualified person who performs design, documentation, validation, continuous maintenance, and periodic review of flight procedures; (52c) ‘flight procedure’ means a set of predetermined flight manoeuvres intended to be followed by a pilot, published by electronic and/or printed means. Flight procedure is conducted either in accordance with instrument flight rules (IFR) or visual flight rules (VFR). (55a) ‘format (of data)’ means a structure of data items, records and files arranged to meet standards, specifications or data quality requirements; (56a) ‘geoid’ means the equipotential surface in the gravity field of the Earth which coincides with the undisturbed mean sea level (MSL) extended continuously through the continents; (56b) ‘geoid undulation’ means the distance of the geoid above (positive) or below (negative) the mathematical reference ellipsoid; (62a) ‘heliport’ means an aerodrome or a defined area on a structure intended to be used wholly or in part for the arrival, departure and surface movement of helicopters; (62b) ‘integrity classification (aeronautical data)’ means a classification based upon the potential risk resulting from the use of corrupted data, defining routine, essential and critical data; (62c) ‘international NOTAM office (NOF)’ means an office designated by a Member State for the exchange of NOTAM internationally; (65a) ‘manoeuvring area’ means that part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons; (65b) ‘metadata’ means data about data; (72a) ‘movement area’ means that part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and the apron; (72b) ‘navigation aid’ means a facility or system external to the aircraft, which generates electro-magnetic signals to be used by aircraft navigation systems for position determination or flight path guidance; (76a) ‘position (geographical)’ means a set of coordinates (latitude and longitude) referenced to the mathematical reference ellipsoid, which define the position of a point on the surface of the Earth; (80a) ‘prohibited area’ means an airspace of defined dimensions, above the land areas or territorial waters of a Member State, within which the flight of aircraft is prohibited; (82a) ‘resolution (of data)’ means a number of units or digits to which a measured or calculated value is expressed and used; (83a) ‘restricted area’ means an airspace of defined dimensions, above the land areas or territorial waters of a Member State, within which the flight of aircraft is restricted in accordance with certain specified conditions; Page 4 of 5 (84a) ‘route stage’ means a route or portion of a route flown without an intermediate landing; (94a) ‘SNOWTAM’ means a special series NOTAM given in a standard format, which provides a surface condition report notifying the presence or cessation of hazardous conditions due to snow, ice, slush, frost or water associated with snow, slush, ice, or frost on the movement area; (95a) ‘standard instrument arrival (STAR)’ means a designated IFR arrival route that links a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced; (95b) ‘standard instrument departure (SID)’ means a designated IFR departure route that links the aerodrome or a specified runway of the aerodrome with a specified significant point, normally on a designated ATS route, at which the en-route phase of a flight commences; (100a) ‘terminal control area (TMA)’ means a control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes. (102a) ‘timeliness (of data)’ means the degree of confidence that the data is applicable to the period of its intended use; (103a) ‘traceability (of data)’ means the degree to which a system or a data product can provide a record of the changes made to that product and thereby enable an audit trail to be followed from the end-user to the party originating data; (105a) ‘validation (of data)’ means the process of ensuring that data meets the requirements for the specified application or intended use; (105b) ‘verification (of data)’ means the evaluation of the output of an aeronautical data process to ensure correctness and consistency with respect to the inputs and applicable data standards, rules and conventions used in that process;’. Page 5 of 5  ANNEX II Draft Annex II to draft Commission Regulation (EU) …/… amending Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight and Regulation (EU) No 139/2014 laying down requirements and administrative procedures related to aerodromes ANNEX II — REQUIREMENTS FOR COMPETENT AUTHORITIES — OVERSIGHT OF SERVICES AND OTHER ATM NETWORK FUNCTIONS (Part-ATM/ANS.AR) to Regulation (EU) 2017/373 is amended as follows: 1. In Appendix 1, on EASA Form 157, the table on ‘Aeronautical information services (AIS)’ is replaced as follows: ‘ Services/Functions Type of Scope of Limitations Service/Function Service/Function (*) Aeronautical Aeronautical Information information Services (AIS) publication (AIP) Aeronautical information circular (AIC) Aeronautical NOTAM information products (including distribution AIP data set services) Obstacle data sets Aerodrome mapping data sets Instrument flight procedure data sets Preflight information n/a services Conditions (**) ’ Page 1 of 2 2. In Appendix I, on EASA Form 157, before the table on ‘ATM network functions’, the following table is added: ‘ Type of Scope of Limitations Services/Functions Service/Function Service/Function (*) Flight procedure Design and design (FPD) documentation of n/a flight procedures (*****)* Validation of flight Ground validation procedures Flight validation Conditions (**) ’ * Design and documentation of flight procedures includes maintenance and period review activities Page 2 of 2  ANNEX III Draft Annex III to draft Commission Regulation (EU) …/… amending Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight and Regulation (EU) No 139/2014 laying down requirements and administrative procedures related to aerodromes ANNEX III — COMMON REQUIREMENTS FOR SERVICE PROVIDERS (Part-ATM/ANS.OR) to Regulation (EU) 2017/373 is amended as follows: 1. New ATM/ANS.OR.A.080 is added as follows: ‘ATM/ANS.OR.A.080 Provision of aeronautical data (a) A service provider shall ensure that aeronautical data related to its services is provided in due time to the AIS provider. (b) When aeronautical data related to its services is published, the service provider shall: (1) monitor the data; (2) notify the AIS provider of any changes necessary to ensure that the data is correct and complete; and (3) notify the AIS provider when the data is incorrect or inappropriate.’. 2. New ATM/ANS.OR.A.085 is added as follows: ‘ATM/ANS.OR.A.085 Aeronautical data quality management When originating, processing or transmitting data to the AIS provider, the service provider shall: (a) ensure that aeronautical data of Appendix 1 to this Annex conform to the specifications of the aeronautical data catalogue; (b) meet the following data quality requirements: (1) the accuracy of aeronautical data shall be as specified in the aeronautical data catalogue; (2) the integrity of aeronautical data shall be maintained; and (3) based on the integrity classification specified in the aeronautical data catalogue, procedures shall be put in place so that: (i) for routine data, corruption is avoided throughout the processing of the data; (ii) for essential data, corruption does not occur at any stage of the entire process and additional processes are included, as needed, to address potential risks in the overall system architecture to further assure data integrity at this level; and (iii) for critical data, corruption does not occur at any stage of the entire process and additional integrity assurance processes are included to fully mitigate the Page 1 of 56  effects of faults identified as potential data integrity risks by thorough analysis of the overall system architecture; (4) the resolution of aeronautical data shall be commensurate with the actual data accuracy; (5) the traceability of aeronautical data shall be ensured; (6) the timeliness of the aeronautical data shall be ensured, including any limits on the effective period of the data; (7) the completeness of the aeronautical data shall be ensured; and (8) the delivered data shall meet the format requirements as specified in the aeronautical data catalogue; (c) transmit aeronautical data by electronic means; (d) establish formal arrangements with: (1) all parties transmitting data to them; and (2) other service providers or aerodrome operators when exchanging aeronautical data and aeronautical information; (e) ensure that the information listed in AIS.OR.505(a) is provided in due time to the AIS provider; (f) collect and transmit metadata which shall include as a minimum: (1) the identification of the organisations or entities performing any action of originating, transmitting or manipulating the aeronautical data; (2) the action performed; and (3) the date and time the action was performed; (g) ensure that tools and software used to support or automate aeronautical data and aeronautical information processes perform their functions without adversely impacting the quality of aeronautical data and aeronautical information; (h) with regard to data origination, establish specific formal arrangements that contain instructions for data creation, modification or deletion, which include as a minimum: (1) an unambiguous description of the aeronautical data to be created, modified or deleted; (2) the entity to which the aeronautical data is to be provided; (3) the date and time by which the aeronautical data is to be provided; (4) the format of the data origination report to be used; (5) the format of the aeronautical data to be transmitted; and (6) the requirement to identify any limitation on the use of the data; Page 2 of 56  (i) ensure that data validation and verification techniques are employed to ensure that the aeronautical data meets the associated data quality requirements; in addition: (1) the verification shall ensure that aeronautical data is received without corruption and that corruption does not occur at any stage of the entire aeronautical data process; (2) aeronautical data and aeronautical information entered manually shall be subject to independent verification to detect any errors that may have been introduced; and (3) when using aeronautical data to derive or calculate new aeronautical data, the initial data shall be verified and validated, except when provided by an authoritative source; (j) ensure that digital data error detection techniques are used during the transmission and/or storage of aeronautical data in order to support the applicable data integrity levels; (k) ensure that the transfer of aeronautical data is subject to a suitable authentication process such that recipients are able to confirm that the data has been transmitted by an authorised source; and (l) ensure that errors identified during data origination and after data delivery are addressed, corrected or resolved and that priority is given to managing errors in critical and essential aeronautical data.’. 3. New ATM/ANS.OR.A.090 is added as follows: ‘ATM/ANS.OR.A.090 Common reference systems for air navigation For the purpose of air navigation, service providers shall use the: (a) World Geodetic System — 1984 (WGS-84) as the horizontal reference system; (b) mean sea level (MSL) datum as the vertical reference system; and (c) Gregorian calendar and coordinated universal time (UTC) as the temporal reference systems.’. Page 3 of 56 4. New Appendix 1 is added as follows: ‘Appendix 1 AERONAUTICAL DATA CATALOGUE Introduction (a) The aeronautical data catalogue is a reference to the aeronautical data subjects, properties and sub-properties organised in: (1) aerodrome data; (2) airspace data; (3) ATS and other routes data; (4) instrument flight procedure data; (5) radio navigation aids/systems data; (6) obstacle data; and (7) geographical position data. (b) The tables of the aeronautical data catalogue are composed of the following columns: (1) subject for which data can be collected; (2) property: an identifiable characteristic of a subject which may be further defined into sub-properties; (3) same as 2; (4) types: the data is classified into different types; (5) description: a description of the data element; (6) notes: containing additional information or conditions for the provision of the data; (7) accuracy: requirements for aeronautical data are based on a 95 % confidence level; (8) integrity classification; (9) origination type: positional data is identified as surveyed, calculated or declared; (10) publication resolution; and (11) chart resolution. Note for items 2 & 3: the classification of a catalogue element as subject, property or sub-property does not impose a certain data model. Note for item 7: for those fixes and points that serve a dual purpose, e.g. holding point and missed approach point, the higher accuracy applies. Accuracy requirements for obstacle and terrain data are based on a 90 % confidence level. Note for item 10: the publication resolutions for geographical position data (latitude and longitude) are applicable to coordinates formatted in degrees, minutes, seconds. When a different format is used (such as degrees with decimals for digital data sets) or when the location is significantly further to the north/south, the publication resolution needs to be commensurate with the accuracy requirements. Page 4 of 56  1. Aerodrome data Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Aerodrome/ A defined area on land or water Heliport (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft. Designator Designator of the aerodrome/ heliport ICAO location indicator Text The four-letter ICAO location indicator of If any the aerodrome/heliport, as listed in ICAO Doc 7910 ‘Location Indicators’ IATA designator Text The identifier that is assigned to a If any location in accordance with IATA rules (Resolution 767) Other Text A locally defined airport identifier, if other than an ICAO Location indicator Name Text The primary official name of an aerodrome as designated by the competent authority Served city Text The full name (free text) of the city or town the aerodrome/ heliport is serving Type of traffic permitted International/national Code list Indication if international and/or national flights are permitted at the aerodrome/ heliport Instrument flight rules Code list Indication if IFR and/or VFR flights are (IFR) / permitted at the aerodrome/ Visual flight rules (VFR) heliport Scheduled/ Code list Indication if scheduled and/or non- non-scheduled scheduled flights are permitted at the aerodrome/ heliport Civil/military Code list Indication if civil commercial aviation and/or general aviation and/or military flights are permitted at the aerodrome/ heliport Restricted use Text Indication if an aerodrome or heliport is not open for the public (only for use by the owners) Heliport type Text The type of the heliport (surface level, elevated, shipboard or helideck) Page 5 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Control type Text Indication if an aerodrome is under civil control, military control or joint control Certified Text Indication if an aerodrome is/is not certified in accordance with the ICAO rules or Regulation (EU) No 139/2014 Certification date Date The date when the airport certification was issued by the competent authority Certification Date The date when the aerodrome certification expiration date becomes invalid Field elevation Elevation Elevation The vertical distance above mean sea 0.5 m Essential Surveyed 1m or 1 ft 1 m or 1 ft level (MSL) from the highest point of the landing area Geoid undulation Height The geoid undulation at the aerodrome/ Where 0.5 m Essential Surveyed 1 m or 1 ft 1 m or 1 ft heliport elevation position appropriat e Reference Value The monthly mean of the daily maximum temperature temperatures for the hottest month of the year at an aerodrome; this temperature should be averaged over a period of years. Mean low Value The mean lowest temperature of the 5 degrees temperature coldest month of the year, for the last five years of data at the aerodrome elevation Magnetic variation The angular difference between the true and the magnetic north Angle Angle The angle value of the magnetic variation 1 degree Essential Surveyed 1 degree 1 degree Date Date The date on which the magnetic variation had the corresponding value Annual change Value The annual rate of change of the magnetic variation Reference point The designated geographical location of an aerodrome Position Point Geographical location of the aerodrome 30 m Routine Surveyed/ 1 sec 1 sec reference point calculated Site Text Location of the reference point on the aerodrome Page 6 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Direction Text Direction of the aerodrome reference point from the centre of the city or town which the aerodrome serves Distance Distance Distance of the aerodrome reference point from the centre of the city or town which the aerodrome serves. Landing A device to visually indicate the direction direction currently designated for landing and for indicator take-off. Location Text Location of the landing direction indicator Lighting Text Lighting of the landing direction indicator If any Secondary power supply Characteristics Text Description of the secondary power supply Switch-over time Value Secondary power supply switch-over time Anemometer Device used for measuring the wind speed Location Text Location of the anemometer Lighting Text Lighting of the anemometer If any Aerodrome Aerodrome beacon/identification beacon beacon used to indicate the location of an (ABN) / aerodrome from the air identification beacon (IBN) Location Text Location of the aerodrome If any beacon/identification beacon Characteristics Text Description of the aerodrome beacon/identification beacon Page 7 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Hours of operation Schedule Hours of operation of the aerodrome beacon/identification beacon Wind direction indicator Location Text Location of the wind direction indicator Lighting Text Lighting of the wind direction indicator Runway The observation site of the RVR. visual range (RVR) observation site Position Point Geographical location of the RVR observation sites Frequency The designated part of a surface area movement area where a specific frequency is required by ATC or ground control. Station Text Name of the station providing the service Frequency Value Frequency of the station providing the service Boundary Polygon Area boundary of the frequency area Hot spot A location on an aerodrome movement area with a history, or potential risk, of collision or RWY incursion, and where heightened attention by pilots/drivers is necessary. Identifier Text The identifier of the hot spot Annotation Text Additional information about the hot spot Geometry Polygon Geographical area of the hot spot Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. RWY A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft Designator Text The full textual designator of the RWY, used to uniquely identify the RWY at an aerodrome/heliport(e.g. 09/27, 02R/20L, Page 8 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. RWY 1) Nominal length Distance The declared longitudinal extent of the 1m Critical Surveyed 1 m or 1 ft 1m RWY for operational (performance) calculations. Nominal width Distance The declared transversal extent of the 1m Essential Surveyed 1 m or 1 ft 1m RWY for operational (performance) calculations. Geometry Polygon Geometries of the RWY element, RWY displaced area and RWY intersection Centre line points Position Point Geographical location of the RWY centre Definition 1m Critical Surveyed line at each end of the RWY, at the from stopway (SWY), and at the origin of each Annex 4 take-off flight path area, as well as at each 3.8.4.2 significant change in the slope of the RWY and SWY Elevation Elevation The elevation of the corresponding centre 0.25 m Critical Surveyed line point. For non-precision approaches any significant high and low intermediate points along the RWY shall be measured to the accuracy of one-half metre or foot, Geoid undulation Height The geoid undulation at the corresponding centre line point RWY exit line Exit guidance line Line Geographical location of the RWY exit 0.5 m Essential Surveyed 1/100 sec 1 sec line Colour Text Colour of the RWY exit line Style Text Style of the RWY exit line Directionality Code list Directionality of the RWY exit line (one- way or two-way) Surface type Text The surface type of the RWY Strength Pavement classification Text PCN number (PCN) Pavement type Text Pavement type for the aircraft classification number — pavement classification number (ACN-PCN) determination Subgrade category Text Subgrade strength category of the RWY Allowable pressure Text The maximum allowable tire pressure category or the maximum allowable tire pressure value Evaluation method Text The evaluation method used Page 9 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Strip A defined area including the RWY and the SWY, if provided: (a) to reduce the risk of damage to aircraft running off a RWY; and (b) to protect aircraft flying over the RWY during take-off or landing operations Length Distance The longitudinal extent of the RWY strip Width Distance The transversal extent of the RWY strip Surface type Text The surface type of the RWY strip Shoulder An area adjacent to the edge of a pavement, so prepared as to provide a transition area between the pavement and the adjacent surface Geometry Polygon Geographical location of the RWY shoulders Surface type Text The surface type of the RWY shoulder Width Distance The width of the RWY shoulder 1m Essential Surveyed 1 m or 1 ft Blast pad Specially prepared surface placed adjacent to the end of a RWY to eliminate the erosive effect of the strong wind forces produced by aeroplanes at the beginning of their take-off roll Geometry Polygon Geographical location of the blast pad Obstacle-free zone Text Existence of an obstacle-free zone for a When precision approach RWY category I provided RWY marking Type Text Type of the RWY marking Description Text Description of the RWY markings Geometry Polygon The geographical location of the RWY marking RWY centre line LGT Length Distance The longitudinal extent of the RWY centre line lights Page 10 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Spacing Distance Spacing of the RWY centre line lights Colour Text Colour of the RWY centre line lights Intensity Text Intensity of the RWY centre line lights Position Point Geographical location of each individual light of the RWY centre line lights RWY edge LGT Length Distance The longitudinal extent of the RWY edge lights Spacing Distance Spacing of the RWY edge lights Colour Text Colour of the RWY edge lights Intensity Text Intensity of the RWY edge lights Position Point Geographical location of each individual light of the RWY edge lights Reference code The intent of the reference code is to provide a simple method for interrelating the numerous specifications concerning the characteristics of aerodromes so as to provide a series of aerodrome facilities that are suitable for the aeroplanes intended to operate at the aerodrome. Number Code list A number based on the aeroplane reference field length Letter Code list A letter based on the aeroplane wingspan and outer main gear wheel span Restriction Text Description of restrictions imposed on the RWY RWY direction Designator Text The full textual designator of the landing and take-off direction — examples: 27, 35L, 01R True bearing Bearing The true bearing of the RWY 1/100 degree Routine Surveyed 1/100 degree 1 degree Type Text Type of RWY: precision (Cat I, II, III)/ non-precision/ non-instrument Threshold The beginning of the portion of the RWY usable for landing Page 11 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Position Point The geographical location of the RWY 1m Critical Surveyed 1/100 sec 1 sec threshold Elevation Elevation Elevation of the RWY threshold See Note 1 Geoid undulation Height WGS-84 geoid undulation at the RWY threshold position See Note 2 Type Text The indication if the threshold is displaced or not displaced; a displaced threshold is not located at the extremity of the RWY Displacement Distance Distance of the displaced threshold If 1m Routine Surveyed threshold displaced RWY end RWY end (flight path alignment point) Position Point Location of the RWY end in the direction 1m Critical Surveyed 1/100 sec 1 sec of departure Elevation Elevation Elevation of the end position of the RWY See RWY centre line points Departure end of The end of the area declared suitable for Beginning RWY (DER) take-off (i.e. the end of the RWY or, where of the a clearway is provided, the end of the departure clearway) procedure Position Point The geographical location of the DER Elevation Elevation The elevation of the DER is the elevation of the end of the RWY or of the clearway, whichever is higher. Touchdown zone The portion of a RWY beyond the threshold, where landing aeroplanes are intended to first contact the RWY Elevation Elevation The highest elevation of the touchdown Precision 0.25 m or zone of a precision approach RWY approach 0.25 ft RWY Slope Value The slope of the RWY touchdown zone Slope Value The slope of the RWY Land-and-hold short LAHSOs operations (LAHSOs) Geometry Line The geographical location of the LAHSOs Protected element Text The name of the RWY or taxiway (TWY) being protected Page 12 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Displaced area The portion of a RWY between the beginning of the RWY and the displaced threshold Geometry Polygon Geographical location of the displaced area PCN Text The PCN of the displaced area Surface type Text The surface type of the displaced area Aircraft restriction Text Usage restriction for a specific aircraft type SWY A defined rectangular area on the ground at the end of the take-off RWY available, prepared as a suitable area in which aircraft may be stopped in case of an abandoned take-off Length Distance The longitudinal extent of the SWY If any 1m Critical Surveyed 1 m or 1 ft 1m Width Distance The width of the SWY 1m Critical Surveyed 1 m or 1 ft 1m Geometry Polygon Geographical location of the SWY Slope Value The slope of the SWY Surface type Text The surface type of the SWY Clearway A defined rectangular area on the ground or water under the control of the appropriate authority, selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height Length Distance The longitudinal extent of the clearway 1m Essential Surveyed 1 m or 1 ft Width Distance The transversal extent of the clearway 1m Essential Surveyed 1 m or 1 ft Ground profile The vertical profile (or slope) of the If any clearway RWY end safety An area symmetrical about the extended area (RESA) RWY centre line and adjacent to the end of the strip, primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the RWY Length Distance The longitudinal extent of the RESA Width Distance The transversal extent of the RESA Page 13 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Longitudinal slope Value The longitudinal slope of the RESA Transversal slope Value The transversal slope of the RESA Declared distances Take-off run available Distance The length of the RWY, declared 1m Critical Surveyed 1 m or 1 ft 1m (TORA) available and suitable for the ground run of an aeroplane taking off Take-off distance Distance The length of the take-off run available 1m Critical Surveyed 1 m or 1 ft 1m available (TODA) plus the length of the clearway, if provided Accelerate-stop distance Distance The length of the take-off run available 1m Critical Surveyed 1 m or 1 ft 1m available (ASDA) plus the length of the SWY, if provided Landing distance Distance The length of the RWY, declared 1m Critical Surveyed 1 m or 1 ft 1m available (LDA) available and suitable for the ground run of an aeroplane landing. Remarks Text Remarks including RWY entry or start point, where alternative reduced distances have been declared RWY end LGT Colour Text Colour of the RWY end lights Position Point Geographical location of each individual light of the RWY end lights SWY LGT Length Distance The longitudinal extent of the SWY lights Colour Text Colour of the SWY lights Position Point Geographical location of each individual light of the SWY lights Approach lighting system Type Text Classification of the approach lighting system, using as criteria Regulation (EU) No 139/2014 and CS-ADR, especially CS ADR-DSN.M.625 and CS ADR- DSN.M.626. Length Distance The longitudinal extent of the approach lighting system. Page 14 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Intensity Text A code indicating the relative intensity of the approach lighting system. Position Point Geographical location of each individual light of the approach lighting system RWY threshold lights Colour Text Colour of the RWY threshold lights Wing bar colour Text Colour of the RWY threshold wing bars Position Point Geographical location of each individual light of the threshold and wing bar lights Touchdown zone lights Length Distance The longitudinal extent of the RWY touchdown zone lights Position Point Geographical location of each individual light of the RWY touchdown zone lights Visual-approach slope indicator system Minimum eye height over Height MEHT the threshold (MEHT) Location Point Geographical location of the visual- approach slope indicator system Angle Angle The nominal-approach slope angle(s) Type Text The type of visual glide slope indicator (VGSI), visual approach slope indicator (VASI), precision approach path indicator (PAPI), etc. Displacement angle Angle Where the axis of the system is not parallel to the RWY centre line, the angle of and the direction of displacement, i.e. left or right Displacement direction Text Where the axis of the system is not parallel to the RWY centre line, the angle of and the direction of displacement, i.e. left or right Arresting gear Line The geographical location of the arresting-gear cable across the RWY Arresting system High-energy-absorbing material located at the end of a RWY or SWY, designed to be crushed under the weight of an aeroplane as the material exerts deceleration forces on the aircraft landing gear Geometry Polygon Geographical location of the arresting system Page 15 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Setback Distance Setback of the arresting system Length Distance The longitudinal extent of the arresting system Width Distance The transversal extent of the arresting system Radio altimeter area Length Distance The longitudinal extent of the radio altimeter area Width Distance The transversal extent of the radio altimeter area Geometry Polygon Geographical location of the radio altimeter area Note 1 Threshold elevation for RWYs with 0.5 m Essential Surveyed 1 m or 1 ft 1 m or 1 ft non-precision approaches Threshold elevation for RWYs with 0.25 m Critical Surveyed 0.1 m or 0.1 0.5 m or 1 ft precision approaches ft Note 2 WGS-84 geoid undulation at the RWY 0.5 m Essential Surveyed 1 m or 1 ft 1 m or 1 ft threshold for non-precision approaches WGS-84 geoid undulation at the RWY 0.25 m Critical Surveyed 0.1 m or 0.1 0.5 m or 1 ft threshold for precision approaches ft Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Final- A defined area over which the final phase approach and of the approach manoeuvre before hover or take-off area landing is completed and from which the (FATO) take-off manoeuvre is commenced; where the FATO is used by helicopters operated in performance class 1, the defined area includes the rejected take-off area available. Threshold point The beginning of the portion of the FATO, usable for landing Position Point Geographical location of the FATO 1m Critical Surveyed 1/100 sec 1 sec threshold point Elevation Elevation Elevation of the FATO threshold See Note 1 Geoid undulation Height WGS-84 geoid undulation at the FATO threshold position See Note 2 DER The end of the area declared suitable for take-off (i.e. the end of the RWY or, where a clearway is provided, the end of the clearway or the end of the FATO area) Page 16 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Position Point Geographical location of the DER 1m Critical Surveyed 1/100 sec 1 sec Elevation Elevation The higher of the elevations of the beginning and of the end of the RWY/FATO Type Text Type of FATO Designation Text The full textual designator of the landing and take-off area. Length Distance The longitudinal extent of FATO 1m Critical Surveyed 1 m or 1 ft 1m Width Distance The transversal extent of FATO Geometry Polygon Geographical location of the FATO element Slope Value The slope of FATO Surface type Text The surface type of FATO True bearing Bearing The true bearing of the RWY 1/100 Routine Surveyed 1/100 degree degree Declared distances Take-off distance Distance The FATO length plus the helicopter And, if 1m Critical Surveyed 1 m or 1 ft available (TODAH) clearway length (if provided) applicable, alternative reduced declared distances Rejected take-off distance Distance The length of FATO, declared available 1m Critical Surveyed 1 m or 1 ft available (RTODAH) and suitable for helicopters operated in performance class 1, to complete a rejected take-off Landing distance Distance The length of FATO plus any additional 1m Critical Surveyed 1 m or 1 ft available (LDAH) area declared available and suitable for helicopters to complete the landing manoeuvre from a defined height Remarks Text Remarks including RWY entry or start point, where alternative reduced distances have been declared FATO marking Description Text Description of the FATO markings Approach lighting system Page 17 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Type Text Classification of the approach lighting system, using as criteria Regulation (EU) No 139/2014 and CS-ADR, specifically CS ADR-DSN.M.625 and CS ADR- DSN.M.626. Length Distance The longitudinal extent of the approach lighting system. Intensity Text A code indicating the relative intensity of the approach lighting system Position Point Geographical location of each individual light of the approach lighting system Area lights Description Text Description of the area lights Position Point Geographical location of each individual light of the area lights Aiming point lights Description Text Description of the aiming point lights Position Point Geographical location of each individual light of the aiming point lights Touchdown An area on which a helicopter may touch and lift-off down or lift off. area (TLOF) Designator Text The full textual designator of TLOF Centre point Position Point Geographical location of the TLOF 1m Critical Surveyed 1/100 sec 1 sec threshold point Elevation Elevation Elevation of the TLOF threshold See Note 1 Geoid undulation Height The WGS-84 geoid undulation TLOF centre point position See Note 2 Length Distance The longitudinal extent of TLOF 1m Critical Surveyed 1 m or 1 ft 1m Width Distance The transversal extent of TLOF 1m Critical Surveyed 1 m or 1 ft 1m Geometry Polygon The geographical location of the TLOF element Slope Value The slope of TLOF Surface type Text The surface type of TLOF Page 18 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Bearing strength Value The bearing strength of TLOF 1 ton Visual-approach Text Type of the visual-approach slope slope indicator indicator system system type Marking Description Text Description of the TLOF markings Safety area A defined area on a heliport surrounding the FATO, which is free of obstacles, other than those required for air navigation purposes, and intended to reduce the risk of damage to helicopters accidentally diverging from the FATO. Length Distance The longitudinal extent of the safety area Width Distance The transversal extent of the safety area Surface type Text The surface type of the safety area Helicopter A defined area on the ground or water, clearway selected and/or prepared as a suitable area over which a helicopter operated in performance class 1 may accelerate and achieve a specific height Length Distance The longitudinal extent of the helicopter clearway Ground profile Value The vertical profile (or slope) of the helicopter clearway Note 1 The FATO threshold for heliports with or 0.5 m Essential Surveyed 1 m or 1 ft without a Point-in-Space (PinS) approach The FATO threshold for heliports 0.25 m Critical Surveyed 1 m or 1 ft intended to be operated. (non- precision) 0.1 m or 0.1 ft (precision) Note 2 The WGS–84 geoid undulation at the 0.5 m Essential Surveyed 1 m or 1 ft FATO threshold and the TLOF geometric centre, for heliports with or without a PinS approach The WGS–84 geoid undulation at the 0.25 m Critical Surveyed 1 m or 1 ft FATO threshold and the TLOF geometric (non- centre, for heliports intended to be precision) operated. 0.1 m or Page 19 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. 0.1 ft (precision) Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Apron A defined area on a land aerodrome, intended to accommodate aircraft as regards loading or unloading passengers, mail or cargo, fuelling, parking or maintenance Designator Text The full textual name or designator used to identify an apron at an aerodrome/heliport Geometry Polygon Geographical location of the apron 1m Routine Surveyed 1/10 sec 1 sec element Type Text Classification of the primary use of the apron Aircraft restriction Text Usage restriction (prohibition) for a specified aircraft type Surface type Text The surface type of the apron Strength PCN Text PCN of the apron Pavement type Text ACN-PCN determination Subgrade category Text Subgrade strength category of the apron Allowable pressure Text The maximum allowable tire pressure category or the maximum allowable tire pressure value Evaluation method Text The evaluation method used to determine the apron strength Elevation Elevation The elevation of the apron TWY A defined path on a land aerodrome, established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another Designator Text The full textual designator of the TWY Page 20 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Width Distance The transversal extent of the TWY 1m Essential Surveyed 1 m or 1 ft Geometry Polygon Geographical location of the TWY element Bridge Text Type of the bridge (none, overpass, underpass) Surface type Text Surface type of the TWY Strength PCN Text PCN of the TWY Pavement type Text ACN-PCN determination Subgrade category Text Subgrade strength category of the TWY Allowable pressure Text Maximum allowable tire pressure category or maximum allowable tire pressure value Evaluation method Text The evaluation method used to determine the taxiway strength Aircraft Text Usage restriction (prohibition) for a restrictions specified aircraft type Reference code Code list A letter based on the aeroplane wingspan letter and outer main gear wheel span Centre line points Position Point Geographical coordinates of the TWY 0.5 m Essential Surveyed 1/100 sec 1/100 sec centre line points Elevation Elevation Elevation of taxiway centre line points 1m Essential Surveyed Shoulder An area adjacent to the edge of a pavement, so prepared as to provide a transition between the pavement and the adjacent surface Geometry Polygon The geographical location of the TWY shoulder Surface type Text Surface type of the TWY shoulder Width Distance The width of the TWY shoulder 1m Essential Surveyed 1 m or 1 ft Guidance lines Geometry Line Geographical location of the guidance 0.5 m Essential Surveyed 1/100 sec 1/100 sec lines Colour Text Colour of TWY guidance lines Page 21 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Style Text Style of TWY guidance lines Wingspan Value Wingspan Maximum speed Value Maximum speed Direction Text Direction Intermediate- Line Intermediate holding position marking 0.5 m Essential Surveyed 1/100 sec 1 sec holding-position line marking line TWY marking Description Text Description of the TWY marking TWY edge lights Description Text Description of the TWY edge lights Position Point Geographical location of each individual light of the TWY edge lights TWY centre line lights Description Text Description of the TWY centre line lights Position Point Geographical location of each individual light of the TWY centre line lights Stop bars Description Text Description of the stop bars If any Location Line Location of the stop bars RWY guard lights Description Text Description of the RWY guard lights and If any other RWY protection measures Location Point Location of the stop bar Configuration A Location Line Location of the stop bar Configuration B RWY holding A designated position intended to protect position a RWY, an obstacle limitation surface, or an instrument landing system (ILS)/microwave landing system (MLS) critical/sensitive area, at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorised by the aerodrome control tower Page 22 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Geometry Line Geographical location of the RWY 0.5 m Essential Surveyed 1/100 sec 1 sec holding position Protected RWY Text Designator of the RWY protected Cat stop Code list Category (CAT) of the RWY (0, I, II, III) RWY ahead text Text Actual text as in the marking; e.g. ‘RWY AHEAD’ or ‘RUNWAY AHEAD’ Intermediate Geometry Line Geographical location of the intermediate holding position holding position — a designated position intended for traffic control, at which taxiing aircraft and vehicles shall stop and hold until further cleared to proceed, when so instructed by the aerodrome control tower Helicopter A ground TWY intended for the ground ground TWY movement of wheeled undercarriage helicopters. Designator Text The full textual designator of the helicopter ground TWY Centre line points Point Geographical location of the helicopter 0.5 m Essential Surveyed/ca ground centre line TWY points lculated Elevation Elevation Elevation of the helicopter ground TWY 1m Essential Surveyed Width Distance The transversal extent of the helicopter 1m Essential Surveyed ground TWY Surface type Text The surface type of the helicopter ground TWY Intersection Line Helicopter ground TWY intersection 0.5 m Essential Surveyed 1/100 sec 1 sec marking line marking line Lighting Description Text Description of the helicopter ground TWY light Position Point Geographical location of each individual light of the helicopter ground TWY lights Marking Description Text Description of helicopter ground TWY marking Helicopter air A defined path on the surface, established TWY for the air taxiing of helicopters Designator The full textual designator of the helicopter air TWY Page 23 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Centre line points Point Geographical location of the helicopter air 0.5 m Essential Surveyed/ca TWY centre line points lculated Elevation Elevation Elevation of the helicopter air TWY 1m Essential Surveyed Width Distance The transversal extent of the helicopter air 1m Essential Surveyed TWY Surface type Text Surface type of the helicopter air TWY Lighting Description Text Description of the helicopter air TWY lighting Position Point Geographical location of each individual light of the helicopter air TWY lights Marking Description Text Description of the helicopter air TWY marking Helicopter air A defined path established for the transit routes movement of helicopters from one part of a heliport to another; a taxiing route includes a helicopter air or ground TWY centred on the taxiing route. Designator Text Designator of the helicopter air transit route Geometry Line Geographical location of the helicopter air transit route Width Distance The transversal extent of the helicopter air 1m Essential Surveyed transit route INS checkpoint Location Point Geographical location of the INS Where 0.5 m Routine Surveyed 1/100 sec 1/100 sec checkpoint available Very-high- frequency (VHF) omnidirectional range (VOR) checkpoint Location Point Geographical location of the VOR Where checkpoint available Frequency Value Frequency of the VOR checkpoint Altimeter checkpoint Location Point Geographical location of the altimeter checkpoints Elevation Elevation Elevation of the altimeter checkpoints Page 24 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Aircraft stand A designated area on an apron intended to be used for parking an aircraft Name Text Name of the aircraft stand point Aircraft stand Location Point Geographical location of the aircraft stand 0.5 m Routine Surveyed 1/100 sec 1/100 sec points point Aircraft types Code list Aircraft types Identification sign Text Description of the aircraft stand identification sign Visual Text Description of the visual docking/parking docking/parking guidance system at the aircraft stand guidance system Parking-stand area Polygon Geographical location of the parking- stand area Jetway Code list Jetway available at the aircraft stand Fuel Code list Fuel available at the aircraft stand Ground power Code list Ground power available at the aircraft stand Towing Code list Towing available at the aircraft stand Terminal Text Terminal-building reference Surface type Text Surface type of the aircraft stand Aircraft restriction Text Usage restriction (prohibition) for a specified aircraft type PCN Text PCN of the aircraft stand Stand guidance line Geometry Line Geographical location of the stand 0.5 m Essential Surveyed guidance line 1/100 sec Elevation Elevation Elevation of the parking guidance line 1m Essential Surveyed points Direction Text Direction of the stand guidance line Wingspan Value Wingspan Colour Code list Colour of the stand guidance line Style Code list Style of the stand guidance line Helicopter An aircraft stand that provides for parking stand a helicopter, and where ground taxi operations are completed, or where the helicopter touches down and lifts off for air taxiing operations. Name Text Name of the helicopter stand Location Point Geographical location of the helicopter 0.5 m Essential Surveyed 1/100 sec stand point/INS checkpoints Page 25 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. De-icing area A facility where frost, ice or snow is removed (de-icing) from the aeroplane to provide clean surfaces, and/or where clean surfaces of the aeroplane receive protection (anti-icing) against the formation of frost or ice, and accumulation of snow or slush, for a limited period of time Identifier Text Identifier of the de-icing area Geometry Polygon Geographical location of the de-icing area 1m Routine Surveyed 1/10 sec 1 sec Surface type Text The surface type of the de-icing area Id base Text Name of the underlying TWY, parking stand or apron element Aircraft restriction Text Usage restriction (prohibition) for a specified aircraft type Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Communication facility Service Text Designation of the service provided designation Call sign Text Call sign of the communication facility Channel Text Channel/frequency of the communication facility Logon address Text Logon address of the facility As appropriate Hours of operation Schedule Operational hours of the station serving the unit 2. Airspace data Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. ATS airspace Airspace of defined dimensions, alphabetically designated, within which specific types of flights may operate, and for which ATS and air traffic rules of operation are specified Type Text Type of ATS airspace in accordance with Appendix 4 of Regulation (EU) No 923/2012 (SERA) Designation Text The designator given to the airspace by a responsible authority Page 26 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Lateral limits Polygon The surface defining the horizontal shape See Note 1 of the airspace Vertical limits Upper limit Altitude The upper limit of the airspace Lower limit Altitude The lower limit of the airspace 50 m Routine Calculated 50 m or 50 m or 100 ft 100 ft Class of airspace Code list A categorisation of airspace which determines the operating rules, flight requirements and services provided. Transition altitude Altitude The altitude at or below which the vertical position of aircraft is controlled by reference to altitudes Hours of Schedule The hours of applicability of the airspace applicability ATS unit Unit providing service Name Text The name of the unit providing the service Call sign Text The call sign of the aeronautical station serving the unit Language Code list Information on the language(s) used, specifying area and conditions, as well as when and where to be used, if applicable Applicability Text Information on the area and conditions when to be used Hours of service Schedule Operational hours of the station serving the unit Frequency Value Value The frequency of the ATS airspace Purpose Text Indications for specific purposes of the frequency Note 1 FIR, UIR 2 km Routine Declared 1 min As plotted TMA, CTA 100 m Essential Calculated 1 sec As plotted Controlled traffic region (CTR) 100 m Essential Calculated 1 sec As plotted Page 27 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Special-activity airspace Type Code list Type of the special-activity airspace (see Note 1) Identification Text The identification given to uniquely identify the airspace Name Text The name given to the airspace by an authority nominated by the Member State Lateral limits Polygon The surface defining the horizontal shape See Note 2 for P, R, and D areas only of the airspace Vertical limits Upper limit Altitude The upper limit of the airspace Lower limit Altitude The lower limit of the airspace Restriction Text Type of restriction or nature of hazard Activation Text Information on system and means of activation announcements together with information pertinent to civil flights and applicable to air defence identification zone (ADIZ) procedures Time of activity Schedule Time interval when the special activity takes place Risk of Text Risk of interception in the event of interception penetration Note 1 type Prohibited area Note 2 100 m Essential Calculated 1 sec As plotted Restricted area 2 km Routine Declared 1 min As plotted Danger area Military exercise area Military training area ADIZ Other Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Other regulated airspace Type Text Type of airspace (reduced vertical separation minima (RVSM), emergency locator transmitter (ELT), etc.) Page 28 of 56  Identification Text The identification given to uniquely identify the airspace Name Text The name given to the airspace by an authority nominated by the Member State Lateral limits Polygon The surface defining the horizontal shape of the airspace Vertical limits Upper limit Altitude The upper limit of the airspace Lower limit Altitude The lower limit of the airspace Restriction Text Type of restriction, if any Activation Text Information on system and means of activation announcements together with information pertinent to civil flights and applicable to ADIZ procedures Time of activity Schedule Time interval when the special activity takes place Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. ATS control sector Identification Text The identification given to the sector Lateral limits Polygon The surface defining the horizontal shape of the ATC sector Vertical limits Upper limit Altitude The upper limit of the sector Lower limit Altitude The lower limit of the sector 3. ATS and other routes data Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. ATS route A specified route designed for channelling the flow of traffic as necessary for the provision of ATS Designator Text Designators for ATS routes in accordance with Annex XI (Part-FPD) to this Regulation Designator prefix Text The prefix of the route designator as specified in Note 1 Page 29 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Other route A specified route designed for channelling the flow of traffic as necessary without provision of ATS Designator Text Designator of the route Type Text Type of route (e.g. VFR uncontrolled navigation routes) Flight rules Code list Information on the flight rules that apply to the route (IFR/VFR) Route segment Navigation Text Designation of the navigation specification specification(s) applicable to a specified segment or segments; there are two kinds of navigation specifications: (a) required navigation performance (RNP) specifications: navigation specifications based on area navigation (RNAV) that includes the requirement for performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH, etc.; and (b) RNAV specifications: navigation specifications based on RNAV that does not include the requirement for performance monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1, etc. From point Reference to the first point of a route segment Name Text The coded designators or code names of a significant point Reporting Code list Indication of the ATS/MET reporting requirement as ‘compulsory’ or ‘on request’ To point Reference to the second point of a route segment Name Text The coded designators or code names of a significant point Reporting Code list Indication of the ATS/MET reporting requirement as ’compulsory’ or ‘on request’ Track Bearing Track, VOR radial or magnetic bearing of 1/10 degree Routine Calculated 1 degree 1 degree a route segment (terminal (terminal (terminal (terminal (terminal arrival arrival arrival arrival arrival departure) departure) departure) departure) departure) Page 30 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Change over point Point The point at which an aircraft navigating In case of on an ATS route segment defined by a VOR reference to the VOR ranges is expected radial to transfer its primary navigation reference from the facility behind it to the next facility ahead of it Length Distance The geodesic distance between ‘from point’ and ‘to point’ See Note 2 Upper limit Altitude The upper limit of the route segment Lower limit Altitude The lower limit of the route segment Minimum en-route Altitude It is the altitude of an en-route segment Lower 50 m Routine Calculated 50 m or 50 m or 100 ft altitude (MEA) that provides adequate reception of ATS 100 ft relevant navigation facilities and ATS routes communications, complies with the airspace structure, and provides the required obstacle clearance Minimum obstacle Altitude It is the minimum altitude of a defined 50 m Routine Calculated 50 m or 50 m or 100 ft clearance altitude segment that provides the required 100 ft (MOCA) obstacle clearance Minimum flight Altitude Minimum flight altitude Helicopter 50 m Routine Calculated 50 m or 50 m or 100 ft altitude route 100 ft Lateral limits Distance Lateral limits of the route Area minimum Altitude It is the minimum altitude to be used altitude (AMA) under instrument meteorological conditions (IMC), which provides a minimum obstacle clearance within a specified area, normally formed by parallels and meridians Minimum Altitude MVA vectoring altitude (MVA) Restrictions Text Indication on any area speed and level/altitude restrictions, where established Direction of Indication of the direction of the cruising cruising levels level (even, odd, none (NIL)) Forward Code list Indication of the direction of the cruising level (even, odd, NIL) from the first point to the second point of the route segment Backward Code list Indication of the direction of the cruising level (even, odd, NIL) from the second point to the first point of the route segment Availability Text Information on the route availability Class of airspace Text Classification of airspace which determines the operating rules, flight requirements and services provided Page 31 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Performance-based Area navigation based on PBN PBN only navigation (PBN) requirements for aircraft operating along requirements an ATS route, on an instrument approach procedure, or in a designated airspace Navigation performance Text The navigation accuracy requirement for requirements each PBN (RNAV or RNP) route segment Sensor requirements Text Indication of the sensor requirements including any navigation specification limitations Controlling unit Name Text Name of the unit providing the service Channel Text Operating channel/frequency of the controlling unit Logon address Text A specified code used for data link logon If to the controlling ATS unit applicable Note 1 U = upper Note 2 1/10 km Routine Calculated 1/10 km or 1 km or 1 nm 1/10 nm H = helicopter 1/100 km Essential Calculated 1/100 km or 1 km or 1 nm 1/100 nm S = supersonic T = tacan Other Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Waypoint Identification Text Names, coded designators or code names given to the significant point. Position Point Geographical location of the waypoint 100 m Essential Surveyed/ 1 sec 1 sec calculated Formation Navigation aid (navaid) Text The station identification of the VOR/DME reference Bearing Bearing The bearing to the VOR/DME reference if the waypoint is not collocated with it See Note 1 below Distance Distance The distance from the VOR/DME reference if the waypoint is not collocated See Note 2 below with it Page 32 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Note 1 1/10 degree Routine Calculated 1/10 degree 1/10 degree 1/100 Essential Calculated 1/100 degree 1/10 degree degree Calculated Note 2 1/10 km Routine Calculated 1/10 km 2/10 km (1/10 or 1/10 nm nm) 1/100 km Essential Calculated 1/100 km 2/10 km (1/10 or 1/100 nm nm) Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. A predetermined manoeuvre that keeps the En-route aircraft within the specified airspace while holding awaiting further clearance Identification Text Identification of the holding procedure Identification of the holding-procedure fix 100 m Essential Surveyed/ 1 sec 1 sec Fix Text calculated Geographical location of the holding Waypoint Point waypoint Inbound track Bearing The inbound track of the holding procedure Turn direction Text Direction of the procedure turn Speed Value Maximum indicated airspeed Level Minimum holding level Altitude Minimum holding level of the holding procedure Maximum holding level Altitude Maximum holding level of the holding procedure Outbound Value Time/distance value of the holding time/distance procedure Controlling unit Name Text Indication of the controlling unit Frequency Value The operating frequency/channel of the controlling unit Page 33 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Special holding Text Textual description of the special In case an entry procedure VOR/DME entry procedure entry radial to a secondary fix at the end of the outbound leg has been established for a VOR/DME holding pattern 4. Instrument flight procedure data Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Procedure Identification Final-approach segment Code list The name describing the type of radio APCH (FAS) guidance navigation aid providing the final approach lateral guidance e.g. ILS, VOR, RNAV, etc. RWY Text The RWY designator of the landing and take-off direction, e.g. 27, 35L, 01R Circling Code list Indication if a procedure is/is not a circling APCH approach Multiple code Text A single-letter suffix, starting with the letter APCH ‘z’, following the radio navigation aid type, shall be used if two or more procedures to the same RWY cannot be distinguished by the radio navigation aid type only, e.g.VOR y RWY 20 or VOR z RWY 20. NS limiter Text Sensor-specific information in case of a PBN only use limitation Name Text Name of the instrument flight procedure Plain- language designation Basic indicator Text The basic indicator shall be the name or SID, code names of the significant point where STAR the standard departure route terminates. Validity indicator Text The validity indicator shall be a number SID, from 1 to 9. STAR Route indicator Text The route indicator shall be one letter of SID, the alphabet. The letters ‘I’ and ‘O’ shall STAR Page 34 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. not be used. Visual indication Text Indication if the route has been established VFR only for aircraft operating in accordance with VFR Coded designation Significant Point Text The coded designator or code names of the SID, significant point STAR Validity indicator Text The validity indicator of the procedure SID, STAR Route indicator Text The route indicator of the procedure SID, STAR Procedure type Code list Indication of the type of procedure (departure, arrival, approach, other) PBN or Code list Indication if the procedure is PBN or IFR only conventional conventional Precision type Text The instrument procedure type; instrument APCH approach procedures are classified as follows: (a) non-precision approach (NPA) procedure: an instrument approach procedure that utilises lateral but not vertical guidance. (b) approach procedure with vertical guidance (APV): an instrument procedure that utilises lateral and vertical guidance but does not meet the requirements established for precision-approach and -landing operations. (c) precision approach (PA) procedure: an instrument approach procedure using precision lateral and vertical guidance with minima as determined by the category of operation. Aircraft category Code list Indication of which aircraft categories the procedure is intended for Magnetic variation Value The magnetic variation considered for the procedure design Obstacle clearance OCA/H APCH altitude/height (OCA/H) Aircraft category Code list Aircraft category APCH Page 35 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Approach type Code list Approach type (e.g. straight-in, Cat I, Cat APCH II, LLZ, circling, etc.), or specific navigation aid (e.g. step-down fixes), or a specific navigation specification Altitude Altitude The lowest altitude used in establishing APCH Essential compliance with appropriate obstacle clearance criteria Height Height The lowest height above the elevation of APCH Essential the relevant RWY threshold or the aerodrome elevation, as applicable, used in establishing compliance with appropriate obstacle clearance criteria Decision DA/H APCH altitude/height (DA/H) Aircraft category Code list Aircraft category APCH Approach type Code list Approach type (e.g. straight-in, circling, APCH etc.), or specific navigation aid (e.g. step- down fixes), or a specific navigation specification Altitude Altitude A specified altitude in a 3D instrument APCH approach operation at which a missed approach shall be initiated if the required visual reference to continue the approach is not established Height Height A specified height in a 3D instrument APCH approach operation at which a missed approach shall be initiated if the required visual reference to continue the approach is not established Minimum descent MDA/H APCH altitude/height (MDA/H) Aircraft category Code list Aircraft category APCH Approach type Code list Approach type (e.g. straight-in, circling, APCH etc.), or specific navigation aid (e.g. step-down fixes), or a specific navigation specification Altitude Altitude A specified altitude in a 2D instrument APCH approach operation or circling approach operation below which descent shall not be initiated without the required visual reference Page 36 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Height Height A specified height in a 2D instrument APCH approach operation or circling approach operation below which descent shall not be initiated without the required visual reference Minimum sector The lowest altitude that may be used and IFR only altitude (MSA) will provide a minimum clearance of 300 m (1 000 ft) above all objects located in an area contained within a sector of a circle of 46 km (25 nm) radius centred on a radio aid to navigation Sector start angle Angle Start angle of a sector Sector end angle Angle End angle of a sector Based on fix Text Centre of the MSA Altitude Altitude The minimum altitude for each sector Restrictions Text MSA: the lowest altitude that may be used and will provide a minimum clearance of 300 m (1 000 ft) above all objects located in an area contained within a sector of a circle of 46 km (25 nm) radius centred on a radio aid to navigation. Radius Value The radius of each sector Terminal arrival The lowest altitude that will provide a APCH or altitude (TAA) minimum clearance of 300 m (1 000 ft) PBN only above all objects located in an arc of a circle defined by a 46 km (25 nm) radius centred on the initial-approach fix (IAF) or, where there is no IAF, on the intermediate-approach fix (IF), delimited by straight lines joining the extremity of the arc to the IF; the combined TAAs associated with an approach procedure shall account for an area of 360 degrees around the IF. Reference point Text TAA reference point (IAF or IF) IAF Text TAA IAF reference point IF Text TAA IF reference point Distance to IAF Distance The distance of the TAA area boundary from the IAF Altitude Altitude The terminal arrival altitude value Sector start angle Angle Start angle of a sector (bearing to the TAA reference point) Sector end angle Angle End angle of a sector (bearing to the TAA Page 37 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. reference point) Step-down arc Distance Radius of the inner area at a lower altitude. Navigation Text A set of aircraft and flight crew PBN only specification name requirements needed to support PBN operations within a defined airspace; there are two kinds of navigation specifications: (a) RNP specifications: navigation specifications based on area navigation that includes the requirement for performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH. (b) RNAV specifications: navigation specifications based on area navigation that does not include the requirement for performance monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1. Operating minima Text Aerodrome operating minima: the usability APCH, limits of an aerodrome for: DEP (a) take-off, expressed in terms of RVR and/or visibility and, if necessary, cloud conditions; (b) landing in precision approach and landing operations, expressed in terms of visibility and/or RVR and DA/H, as appropriate to the category of the operation; (c) landing in approach and landing operations with vertical guidance, expressed in terms of visibility and/or RVR and DA/H; and (d) landing in non-precision approach and landing operations, expressed in terms of visibility and/or RVR, minimum descent altitude/height (MDA/H) and, if necessary, cloud conditions Temperature Minimum temperature Value Minimum temperature reference APCH or PBN only Maximum temperature Value Maximum temperature reference APCH or PBN only Remote altimeter Text Cautionary note indicating the altimetry APCH source source Proc Ref datum Text Aerodrome or landing threshold APCH PBN requirements Specific requirements related to a PBN PBN procedure Code list Identification of the navigation Page 38 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. specification (RNAV 5, RNP 0.3, etc.) Navigation specification Text Any navigation sensor limitations (global navigation satellite system (GNSS) required) Functional requirements Text Any required functionalities described as options in the navigation specification, that is, not included in the core navigation specification (radio frequency (RF) required) Procedure SID, segment STAR, APCH Start Text Identification of the start point of the segment End Text Identification of the end point, or a description of the end, of the segment End fix Code list Indication if the end fix is a fly-by point (a PBN functionality waypoint that requires a turn to allow tangential interception of the next segment of a route or procedure) or flyover point (a waypoint at which a turn is initiated in order to join the next segment of a route or procedure) End fix role Code list Indication of the role of the end fix missed-approach point (MAPt), IF, IAF, final-approach fix (FAF), missed approach holding fix (MAHF), etc. Procedure altitude/ Altitude/ A specified altitude/height flown Certain Essential height height operationally above the minimum segments altitude/height and established to of SID, accommodate a stabilised descent at a STAR, prescribed-descent gradient/angle in the APCH intermediate/final approach segment only Minimum Altitude The minimum altitude of a defined SID, obstruction segment, which provides the required STAR, clearance altitude obstacle clearance APCH (MOCA) Distance Distance Geodesic distance to the nearest tenth of a 1/100 km Essential Calculated 1/100 km or 1 km or 1 nm kilometre or of a nautical mile between 1/100 nm each successive designated significant point True bearing Bearing True track to the nearest tenth of a degree SID, 1/10 degree Routine Calculated 1/10 degree between each successive significant point STAR, APCH Page 39 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Magnetic bearing Bearing Magnetic track to the nearest tenth of a SID, 1/10 degree Routine Calculated 1 degree 1 degree degree between each successive significant STAR, point APCH Gradient Value APCH, DEP Speed Value Speed limit at a significant point, expressed in units of 10 kt, as applicable Controlling APCH, obstacle DEP Type Text Indication if the obstacle is lit/unlit, type of obstacle (church/wind turbine, etc.) Position Point Coordinates of the controlling obstacle See Section 6 ‘Obstacle data’. Elevation: Elevation Elevation of the top of the controlling See obstacle Section 6 ‘Obstacle data’ Final- That segment of an instrument approach SBAS approach procedure in which alignment and descent APCH, segment for landing are accomplished GBAS APCH Operation type Text A number indicating the type of the final approach segment (e.g. ‘0’ is coded for a straight-in approach procedure including offset procedures.) Approach Text A number identifying the type of an performance approach (‘0’ is used to identify a localizer designator performance with vertical guidance (LPV) approach procedure and a ‘1’ indicates a Category I approach procedure) SBAS provider Text Identifier of a service provider of a SBAS particular satellite-based approach system only Reference path Text A numerical identifier, unique on a GBAS data selector frequency in the broadcast region and used only (RPDS) to select the FAS data block Reference path Text A four-character identifier used to confirm identifier (RPI) the selection of the correct approach procedure Landing threshold LTP/FTP point (LTP) or fictitious threshold point (FTP) Position Point Latitude and longitude of the LTP/FTP 0.3 m Critical 0.0005" (1 ft) (0.01") Page 40 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Ellipsoidal height Elevation The height of the LTP/FTP above the 0.25 m Critical 0.1 m WGS-84 ellipsoid Orthometric height Elevation The height of the LTP/FTP as related to the geoid and presented as an MSL elevation Flight path FPAP alignment point (FPAP) Position Point Latitude and longitude of the FPAP 0.3 m Critical 0.0005" (1 ft) (0.01") Orthometric height Elevation The height of the FPAP as related to the geoid and presented as an MSL elevation Approach Height The designated crossing height of the 0.5 m Critical Calculated 0.05 m threshold crossing flight path angle above the LTP (or FTP) height (TCH) Glide path angle Value The angle of the approach path (glide path) 0.01°m N/a 0.01°m (GPA) with respect to the horizontal plane, defined in accordance with WGS-84 at the LTP/FTP Course width at Value The semi-width of the lateral course width N/a Critical 0.25 m threshold at the LTP/FTP, defining the lateral offset at which the receiver achieves full-scale deflection. Delta length offset Distance The distance from the stop end of the N/a N/a 8m RWY to the FPAP; it defines the location where lateral sensitivity changes to missed-approach sensitivity. Horizontal alert Value HAL SBAS limit (HAL) only Vertical alert limit Value VAL SBAS (VAL) only FAS data block Text A binary string describing the FAS data block generated with an appropriate software tool; the FAS data block is a set of parameters to identify a single precision approach or an APV and define its associated approach. CRC remainder Text An 8-character hexadecimal representation of the calculated remainder bits, used to determine the integrity of the FAS data block during transmission and storage. Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Page 41 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Procedure fix Identification Text Names, coded designators or code names given to the significant point Text Indication of the ATS/MET reporting ATC reporting requirement as ‘compulsory’, ‘on request’ requirements or ‘NIL’ VFR reporting Text Bridge or church name VFR point Position Point Geographical location of the fix See Note 1 Text Indication of the type of the fix, such as Type navaid, Int, waypoint Formations Text The station identification of the VOR/DME Navaid reference Bearing Bearing The bearing to the VOR/DME reference if the waypoint is not collocated with it See Note 2 Distance Distance The distance from the VOR/DME reference 1/100 km Essential Calculated 1/100 km or 2/10 km if the waypoint is not collocated with it 1/100 nm (1/10 nm) Note 1 100 m Essential Surveyed/ 1 sec 1 sec calculated 3m Essential Surveyed/ 1/10 sec 1 sec calculated Note 2 1/10 degree Routine Calculated 1/10 1/10 degree degree 1/10 degree Essential Calculated 1/10 1/10 degree degree Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. A predetermined manoeuvre that keeps the Procedure aircraft within the specified airspace while holding awaiting further clearance Identification Text Identification of the holding procedure Page 42 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Fix Point Geographical location that serves as a Same as the reference for a holding procedure procedure fix Inbound course Course Inbound true course 1/10 degree Outbound course Course Outbound true course 1/10 degree Leg distance Distance Outbound distance of the leg 1/10 km or 1/10 nm Leg time Value Outbound time of the leg Limiting radial Angle Limiting radial from the VOR/DME on which the holding is based Turn direction Value Direction of the procedure turn Minimum altitude Altitude Minimum holding level to the nearest 50 m Routine Calculated 50 m or higher (50 m or 100 ft)/flight level 100 ft/ flight level Maximum altitude Altitude Maximum holding level to the nearest 50 m or higher (50 m or 100 ft)/flight level 100 ft/ flight level Speed Value Maximum indicated air speed 10 kt Magnetic variation Angle Angle The magnetic variation of the radio navigation aid of the procedure Date Date The date on which the magnetic variation had the corresponding value Navigation Text Name of the navigation specification — set RNAV/ specifications name of aircraft and aircrew requirements needed RNP to support a navigation application within a defined airspace concept Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Helicopter procedure specifics Helicopter Text Identification of the helicopter procedure procedure title (RNAV 263) Page 43 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Heliport crossing Height Heliport crossing height Essential 1 m or 1 ft 1 m or 1 ft height (HCH) Initial departure Point Initial departure fix DEP fix (IDF) Missed-approach Point MAPt APCH point (MAPt) Direct visual For PinS APP: the portion of flight that segment connects directly the PinS to the landing location; for PinS DEP: the portion of flight that connects directly the landing location to the IDF Track Line Distance Distance Bearing Angle Crossing height Height Manoeuvring visual PinS VS protected for the following APCH segment (VS) manoeuvres: DEP (a) for PinS APCH: visual manoeuvre from the MAPt around the heliport or landing location to land from a direction other than directly from the MAPt; and (b) for PinS DEP: take-off in a direction other than directly to the IDF, followed by a visual manoeuvre to join the instrument segment at the IDF Centre line Angle Centre line of the take-off climb surface DEP Manoeuvring area Polygon Area where the pilot is expected to APCH manoeuvre visually DEP No manoeuvring area Polygon Area where manoeuvring is prohibited APCH DEP Ingress tracks Line PinS VS protected for the following APCH manoeuvres: DEP (a) for PinS APCH: visual manoeuvre from the MAPt around the heliport or landing location to land from a direction other than directly from the MAPt; and (b) for PinS DEP: take-off in a direction other than directly to the IDF, followed by a visual manoeuvre to join the instrument segment at the IDF HAS Height above the surface diagram APCH Radius Distance Page 44 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Height above surface Height ‘Proceed visually’ Text Text indicating that the procedure has a text ‘Proceed visually’ instruction ‘Proceed VFR’ Text Text indicating that the procedure has a text ‘Proceed VFR’ instruction Visual segment Value VSDA descent angle (VSDA) Ingress tracks Length Distance Width Distance Bearing Angle Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. AITF Notes on charts (aeronautical information in textual format) Non-aligned Text between instrument and visual slope indications Missed-approach Text Missed-approach description of the description procedure SID/STAR route Text Textual description of the SID or STAR description procedure Missed-approach Value The value of the missed-approach climb climb gradient gradient of the approach procedure CAT H note Text CAT D large Text Authorisation Text Indication that RNP AR required (AR) Units of Text measurement GNSS in lieu of Communication Text Communication failure description failure Surveillance/radar required Page 45 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. SID close-in Text Indication wherever close-in obstacles obstacle note exist which were not considered in the determination of the published-procedure design gradient Offset alignment PDG greater than 3% 5. Radio navigation aids/systems data Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Radio navigation aid Type Text Type of the radio navigation aid Identification Text The code assigned to uniquely identify the navaid Name Text The textual name assigned to the navaid Area of operation Text Indication whether navigation aid serves en-route (E), aerodrome (A) or dual (AE) purposes Aerodrome served Text The ICAO location indicator or name of the aerodromes served RWY served Text Designator of the RWY served Operating entity Text Name of the operating entity of the facility Type of supported Code list Indication of the type of supported operations operation for ILS/MLS and GBAS Collocation Text Information that a navaid is collocated with another navaid Hours of operation Schedule The hours of operation of the radio navigation aid Magnetic variation The angular difference between the true north and the magnetic north Angle Angle The magnetic variation at the radio ILS/NDB See Note 1 below navigation aid Date Date The date on which the magnetic variation had the corresponding value Page 46 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Station declination Angle An alignment variation of the navaid VOR/ILS/ between the zero degree radial and the MLS true north, determined at the time the station is calibrated Zero bearing Text Direction of the ‘zero bearing’ provided VOR direction by the station, e.g. magnetic north, true north, etc. Frequency Value Frequency or tuning frequency of the radio navigation aid Channel Text The channel number of the radio DME navigation aid Position Point Geographical location of the radio navigation aid See Note 2 below Elevation Elevation The elevation of the transmitting antenna DME or of the DME or the elevation of the GBAS GBAS See Note 3 below reference point Ellipsoidal height Height The ellipsoidal height of the GBAS GBAS reference point Localiser alignment Bearing Bearing The localiser course ILS 1/100 Essential Surveyed 1/100 localiser degree degree (if true) 1 degree Type Text The type of localiser alignment, true or ILS magnetic localiser Zero azimuthal Bearing MLS zero azimuthal alignment MLS 1/100 Essential Surveyed 1/100 alignment degree degree (if true) 1 degree Angle Angle The angle of the glide path of an ILS or ILS the normal glide path angle of an MLS GP/MLS installation RDH Value The value of the ILS reference datum ILS GP 0.5 m Critical Calculated height (ILS RDH) Localiser antenna Distance ILS localiser —RWY/FATO end distance ILS 3m Routine Calculated 1 m or 1 ft As plotted to RWY end localiser distance ILS glideslope Distance ILS glideslope antenna — threshold ILS GP 3m Routine Calculated 1 m or 1 ft As plotted antenna to TRSH distance along the centre line distance ILS marker to Distance ILS marker — threshold distance ILS 3m Essential Calculated 1 m or 1 ft 2/10 km TRSH distance (1/10 nm) ILS DME antenna Distance ILS DME antenna — threshold distance ILS 3m Essential Calculated 1 m or 1 ft As plotted to TRSH distance along the centre line MLS azimuthal Distance MLS azimuthal antenna — RWY/FATO MLS 3m Routine Calculated 1 m or 1 ft As plotted antenna to RWY end distance end distance Page 47 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. MLS elevation Distance MLS elevation antenna — threshold MLS 3m Routine Calculated 1 m or 1 ft As plotted antenna to TRHS distance along the centre line distance MLS DME Distance MLS DME/P antenna — threshold MLS 3m Essential Calculated 1 m or 1 ft As plotted antenna to TRHS distance along the centre line distance Signal polarisation Code list GBAS signal polarisation (GBAS/H or GBAS GBAS/E) Designated Text DOC or standard service volume (SSV) as operational range or service volume radius from the coverage (DOC) navaid/GBAS reference point, height and sectors, if required Note 1 ILS 1 degree Essential Surveyed 1 degree Localiser NDB 1 degree Routine Surveyed 1 degree Surveyed Note 2 Aerodrome 3m Essential Surveyed 1/10 sec As plotted navaid GBAS 1m Surveyed reference point En-route 100 m Essential Surveyed 1 sec Surveyed Note 3 DME 30 m Essential Surveyed 30 m (100 ft) 30 m (100 ft) (100 ft) DME/P 3m Essential Surveyed 3 m (10 ft) GBAS 0.25 m Essential 1 m or 1 ft reference point Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. GNSS A worldwide position and time determination system that includes one or more satellite constellations, aircraft receivers and system integrity monitoring, augmented as necessary to support the required navigation performance for the intended operation Page 48 of 56  Name Text The name of the GNSS element (GPS, GBAS, GLONASS, EGNOS, MSAS, WAAS, etc.) Frequency Value Frequency of the GNSS As appropriate Service area Polygon Geographical location of the GNSS service area Coverage area Polygon Geographical location of the GNSS coverage area Operating Text Name of the operating authority of the authority facility Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Aeronautical Ground lights and other light beacons ground lights designating geographical positions that are selected by the Member State as being significant Type Text Type of beacon Designator Text The code assigned to uniquely identify the beacon Name Text The name of the city or town or other identification of the beacon Intensity Value Intensity of the light of the beacon 1000 cd Characteristics Text Information about the characteristics of the beacon Hours of Schedule The hours of operation of the beacon operations Position Point Geographical location of the beacon Marine lights Position Point Geographical location of the beacon Visibility range Distance The visibility range of the beacon Characteristics Text Information about the characteristics of the beacon Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Special Stations associated with special navigation navigation systems (DECCA, LORAN, system etc.) Type Text Type of service available (master signal, slave signal, colour) Designator Text The code assigned to uniquely identify the special navigation system Name Text The textual name assigned to the special navigation system Page 49 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Frequency Value Frequency (channel number, basic pulse rate, recurrence rate, as applicable) of the special navigation system Hours of Schedule The hours of operation of the special operations navigation system Position Point Geographical location of the special 100 m Essential Surveyed/ navigation system calculated Operating entity Text Name of the operating entity of the facility Facility coverage Text Description of the special navigation system facility coverage 6. Obstacle data Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Obstacle All fixed (whether temporary or permanent) and mobile obstacles or parts thereof Obstacle identifier Text Unique identifier of the obstacle Operator/ Text Name and contact information of the owner obstacle operator or owner Geometry type Code list An indication whether the obstacle is a point, line or polygon Horizontal Point or Horizontal position of the obstacle position line or polygon See Note 1 below Horizontal extent Distance Horizontal extent of the obstacle Elevation Elevation Elevation of the highest point of the obstacle See Note 2 below Height Height Height of the obstacle above ground Type Text Type of obstacle Date and time Date Date and time the obstacle was created stamp Page 50 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Operations Text Feature operations of the mobile obstacles Effectivity Text Effectivity of temporary types of obstacles Lighting Type Text Type of lighting Colour Text Colour of the obstacle lighting Marking Text Type of obstacle marking Material Text Predominant surface material of the obstacle Note 1 Obstacles in Area 1 50 m Routine Surveyed 1 sec As plotted Obstacles in Area 2 (including 2a, 2b, 2c, 2d, take-off 5m Essential Surveyed 1/10 sec 1/10 sec flight path area, and obstacle limitation surfaces) Obstacles in Area 3 0.5 m Essential Surveyed 1/10 sec 1/10 sec Obstacles in Area 4 2.5 m Essential Surveyed Note 2 Obstacles in Area 1 30 m Routine Surveyed 1 m or 1 ft 3 m (10 ft) Obstacles in Area 2 (including 2a, 2b, 2c, 2d, take-off 3m Essential Surveyed 1 m or 1 ft 1 m or 1 ft flight path area, and obstacle limitation surfaces) Obstacles in Area 3 0.5 m Essential Surveyed 0.1 m or 1 m or 1 ft 0.1 ft or 0.01 m Obstacles in Area 4 1m Essential Surveyed 0.1 m 7. Geographic data Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Buildings Buildings (of operational significance) and other salient/prominent (aerodrome) features Name Text Name of the building Page 51 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Geometry Polygon Geographical location of the building Built-up areas Areas covered by cities, towns and villages Name Text Name of the built-up area Geometry Point/ Geographical location of the built-up area polygon Railroads All railroads having landmark value Name Text Name of the railroad Geometry Line Geographical location of the railroads Highways and All highways and roads having landmark roads value Name Text Name of highways and roads Geometry Line Geographical location of highways and roads Landmarks Natural and cultural landmarks, such as bridges, prominent transmission lines, permanent cable car installations, wind turbines, mine structures, forts, ruins, levees, pipelines, rocks, bluffs, cliffs, sand dunes, isolated lighthouses and lightships, when considered to be of importance for visual air navigation Characteristics Text Description of the landmark Geometry Line Geographical location of the railroads Political International political boundaries boundaries Geometry Line Geographical location of the international political boundaries Page 52 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Hydrography All water features comprising shorelines, lakes, rivers and streams (including those non-perennial in nature), salt lakes, glaciers and ice caps Name Text Name of the water feature Geometry Line/ Geographical location of the water feature polygon Wooded areas Wooded areas Geometry Polygon Geographical location of the wooded area Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Service roads Part of the aerodrome surface used by service vehicles Geometry Polygon Geographical location of the service roads Feature base Text Identification of the feature type affected Identifier base Text Name of the underlying TWY, parking stand area or apron Construction Part of the aerodrome area under area construction Geometry Polygon Geographical location of the construction area Area Areas unsuitable for aircraft movement unsuitable for aircraft movement Geometry Polygon Depicted movement area permanently unsuitable for aircraft and clearly identified as such Survey A monumented survey control point control point Identifier number Text Special unique identifier permanently assigned to a feature instance by the data provider Page 53 of 56 Subject Property Sub-property Type Description Note Accuracy Integrity Orig. Type Pub. Res. Chart Res. Location Point Geographical location of the survey control point Elevation Elevation Elevation of the survey control point Aerodrome A vertex in a graph defining the ASRN surface routing network (ASRN) node Identifier network Text Logical name comprised of a delimited list of names for one or more features associated with the ASRN feature Identifier Text Name of the feature instance threshold Identifier number Text Special unique identifier permanently assigned to a feature instance by a data provider Term ref Text Terminal building associated with the feature instance Node type Text Type of node Cat stop Text Low-visibility operation category of the holding position Position Point Geographical location of the ASRN node ASRN edge A connection between the nodes in a graph, which defines the ASRN Identifier network Text Logical name comprised of a delimited list of names for one or more features associated with the ASRN feature Direction Text One-way or two-way directionality of the corresponding feature instance Node1 ref Text The identifier number of the ASRN node corresponding to the start point of the edge geometry Node2 ref Text The identifier number of the ASRN node corresponding to the end point of the edge geometry Edge type Text Type of edge Edge derv Text Derivation method of the edge geometry Geometry Line Geographical location of the ASRN edge Page 54 of 56  Data types referred to in column 4 ‘Type’ Type Description Data elements Point A pair of coordinates (latitude and longitude) referenced to the mathematical ellipsoid, Latitude which define the position of the point on the surface of the Earth Longitude Horizontal reference system Units of measurement Horizontal accuracy achieved Line Sequence of points defining a linear object Sequence of points Polygon Sequence of points forming the boundary of the polygon; the first and last point are Closed sequence of points identical Height The vertical distance of a level, point or an object, considered as a point, measured Numerical value from a specific datum Vertical reference system Units of measurement Vertical accuracy achieved Altitude The vertical distance of a level, point or an object, considered as a point, measured Numerical value from the MSL Vertical reference system Units of measurement Vertical accuracy achieved Elevation The vertical distance of a point or a level on, or affixed to, the surface of the Earth, Numerical value measured from the MSL Vertical reference system Units of measurement Vertical accuracy achieved Distance An angular value Numerical value Units of measurement Accuracy achieved Angle/bearing An angular value Numerical value Units of measurement Accuracy achieved Value Any measured, declared or derived value not listed above Numerical value Units of measurement Page 55 of 56  Accuracy achieved Date A calendar date referencing a particular day or month Text Schedule A repetitive time period, composed of one or more intervals or special dates (e.g. Text holidays) occurring cyclically Code list A set of predefined text strings or values Text Text Free text String of characters without constraints ’. Page 56 of 56  ANNEX IV Draft Annex IV to draft Commission Regulation (EU) …/… amending Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, and Regulation (EU) No 139/2014 laying down requirements and administrative procedures related to aerodromes ANNEX V — SPECIFIC REQUIREMENTS FOR PROVIDERS OF METEOROLOGICAL SERVICES (Part-MET) to Regulation (EU) 2017/373 is amended as follows: 1. The terms ‘message’ and ‘messages’ are deleted in ‘AIRMET message’ and ‘AIRMET messages’, respectively, and reads ‘AIRMET’ in: MET.OR.240(a)(6), MET.OR.255 (title), (a), (b) and (c), MET.OR.260(c), MET.TR.255 (title), (b) and (d) and MET.OR.260(c). 2. The terms ‘message’ and ‘messages’ are deleted in ‘SIGMET message’ and ‘SIGMET messages’, respectively, and reads ‘SIGMET’ in: MET.OR.250 (title), (a), (b), and (c), and MET.TR.250 (title), (b), (c), (d), and (e). 3. The term ‘local routine and local special reports’ is replaced and reads ‘local routine report and local special report’ in: MET.TR.200(b), MET.TR.205(a)(3)(iii)(A), MET.TR.205(b)(3), MET.TR.205(c)(3) and (4), MET.TR.205(d)(1), MET.TR.205(e)(3), MET.TR.205(f)(3), MET.TR.205(g)(3), and MET.TR.210(a)(3)(i). 4. The term ‘local routine and special reports’ is replaced and reads ‘local routine report and local special report’ in: MET.TR.210(c)(4)(ii)(A). 5. In MET.OR.115, the word ‘internet’ with lower-case ‘i’ is replaced with the word ‘Internet’ with upper-case ‘I’. 6. MET.OR.120 is replaced as follows: ‘MET.OR.120 Notification of discrepancies to the world area forecast centres (WAFCs) The meteorological services provider using WAFS SIGWX in binary universal form for the representation of meteorological data (BUFR) code form shall notify the WAFC concerned immediately if significant discrepancies are detected or reported in respect of WAFS SIGWX forecasts concerning: (a) icing, turbulence, cumulonimbus clouds that are obscured, frequent, embedded, or occurring at a squall line, and sandstorms/dust storms; and (b) volcanic eruptions or a release of radioactive materials into the atmosphere of significance to aircraft operations.’. 7. The phrase ‘At aerodromes serving scheduled international commercial air transport operations,’ is deleted from the introductory sentence in MET.OR.205 and MET.OR.210. Page 1 of 45 Page 2 of 45 8. MET.OR.215(e)(5) is replaced as follows: ‘SIGMET, and, when issued, AIRMET and appropriate special air-reports relevant to the whole route;’. 9. In MET.OR.240(a)(2), the word ‘forecasts’ after ‘TREND’ is deleted. 10. MET.OR.242 is amended as follows: (a) Point (a)(1), is replaced as follows: ‘local routine report, local special report, METAR, TAF and TREND and amendments thereto;’. (b) Point (a)(2) is replaced as follows: ‘SIGMET, AIRMET, wind shear warnings and alerts and aerodrome warnings;’ (c) Point (b)(1) is replaced as follows. ‘local routine report, local special report, METAR, TAF and TREND and amendments thereto;’ and (d) Point (b)(2) is replaced as follows: ‘SIGMET, AIRMET, wind shear warnings and alerts, appropriate special air-reports and aerodrome warnings;’ 11. MET.OR.245 is amended as follows: (a) In point (b), the term ‘messages’ after ‘ASHTAM’ is deleted. (b) Point (f)(1) is replaced as follows: ‘METAR, including current pressure data for aerodromes and other locations, TAF, TREND and amendments thereto;’ (c) Point (f)(2) is replaced as follows: ‘forecasts of upper winds, upper-air temperatures and significant en-route weather phenomena and amendments thereto, SIGMET, AIRMET and appropriate special air- reports;’ (d) In point (f)(6), the word ‘information’ is deleted. (e) In point (f)(7), the word ‘information’ is deleted. 12. MET.OR.250(d) is replaced as follows: ‘ensure that SIGMET are issued not more than 4 hours before the commencement of the period of validity. In the special case of SIGMET for volcanic ash cloud and tropical cyclones, SIGMET shall be issued as soon as practicable, but not more than 12 hours before the commencement of the period of validity, and updated at least every 6 hours.’. Page 3 of 45 13. MET.OR.265(a)(4) is replaced as follows: ‘WAFCs, international OPMET databanks, international NOTAM offices and centres designated by regional air navigation agreement for the operation of the aeronautical fixed service Internet-based services;’. 14. MET.OR.270 is amended as follows: (a) In the introductory sentence, the word ‘issue’ is replaced by the word ‘provide’. (b) Point (a)(3) is replaced as follows: ‘WAFCs, international OPMET databanks and centres responsible for the operation of the aeronautical fixed service Internet-based services;’. 15. MET.TR.200(a) is replaced as follows: ‘Local routine report, local special report and METAR shall contain the following elements in the order indicated:’. 16. MET.TR.205 is amended as follows: (a) Point (a)(1) is replaced as follows: ‘In local routine report, local special report and METAR, the surface wind direction and speed shall be reported in steps of 10 degrees true and 1 kt (0,5 m/s) respectively.’. (b) In point (a)(3), the introductory sentence is replaced as follows: ‘In local routine report, local special report and METAR:’. (c) Point (b)(1) is replaced as follows: ‘In local routine report, local special report and METAR, the visibility shall be reported in steps of 50 m when the visibility is less than 800 m; in steps of 100 m when it is 800 m or more, but less than 5 km; in kilometre steps when the visibility is 5 km or more, but less than 10 km; and it shall be given as 10 km when the visibility is 10 km or more, except when the conditions for the use of CAVOK apply.’. (d) Point (c)(1) is replaced as follows: ‘In local routine report, local special report and METAR, the RVR shall be reported in steps of 25 m when it is less than 400 m; in steps of 50 m when it is between 400 and 800 m; and in steps of 100 m when it is more than 800 m.’. (e) In point (c)(3), the introductory sentence is replaced as follows: ‘In local routine report, local special report and METAR:’. (f) In point (d)(3), the introductory sentence is replaced as follows: ‘In local routine report, local special report and METAR, the following characteristics of present weather phenomena, as necessary, shall be reported using their respective abbreviations and relevant criteria, as appropriate:’. (g) In point (d)(4), the introductory sentence is replaced as follows: Page 4 of 45  ‘In local routine report, local special report and METAR:’. (h) Point (e)(1) is replaced as follows: ‘In local routine report, local special report and METAR, the height of cloud base shall be reported in steps of 100 ft (30 m) up to 10 000 ft (3 000 m) and in steps of 1 000 ft (300 m) above 10 000 ft (3 000 m).’. (i) Point (f)(1) is replaced as follows: ‘In local routine report, local special report and METAR, the air temperature and the dew-point temperature shall be reported in steps of whole degrees Celsius.’. (j) Point (f)(3) is replaced as follows: ‘In local routine report, local special report and METAR, a temperature below 0 °C shall be identified.’. (k) Point (g)(1) is replaced as follows: ‘In local routine report, local special report and METAR, the QNH and QFE shall be computed in tenths of hectopascals and reported therein in steps of whole hectopascals, using four digits.’. 17. MET.TR.215(g) is replaced as follows: ‘When forecasts of upper-wind and upper-air temperature listed under MET.OR.275(a)(1) are supplied in chart form, they shall be fixed-time prognostic charts for flight levels as specified in MET.TR.275(b)(3). When forecasts of SIGWX phenomena listed under MET.OR.275(a)(2) are supplied in chart form, they shall be fixed-time prognostic charts for an atmospheric layer limited by flight levels as specified in MET.TR.275(c) and MET.TR.275(d).’. 18. MET.TR.220 is amended as follows: (a) Point (c) is replaced as follows: ‘The period of validity of a routine TAF shall be either 9 or 24 or 30 hours and shall be filed for transmission not earlier than 1 hour before the commencement of the validity of the TAF.’. (b) Point (d) is replaced as follows: ‘TAF, if disseminated in digital form, shall be: (1) formatted in accordance with a globally interoperable information exchange model and shall use geography markup language (GML); (2) accompanied by the appropriate metadata.’. (c) In point (g)(1), the ‘%’ symbol is added after ‘30’. (d) In point (g)(2), the ‘%’ symbol is added after ‘30’. 19. MET.TR.250 is amended as follows: (a) Point (a) is replaced as follows: Page 5 of 45  ‘The content and order of elements in a SIGMET shall be in accordance with the template shown in Appendix 5A.’. (b) In point (b)(1), (2) and (3), the term ‘referred as WS SIGMET’ is deleted; (c) Point (d) is replaced as follows: ‘Only one of the phenomena listed in Appendix 5A shall be included in a SIGMET, using the appropriate abbreviations and the following threshold value of surface wind speed of 34 kt (17 m/s) or more for tropical cyclone.’. (d) In point (e), the word ‘information’ after ‘SIGMET’ is deleted. 20. MET.TR.255 is amended as follows: (a) Point (a) is replaced as follows: ‘The content and order of elements in an AIRMET shall be in accordance with the template shown in Appendix 5A.’. (b) Point (c) is replaced as follows: ‘Only one of the phenomena in Appendix 5A shall be included in an AIRMET, using the appropriate abbreviations and the following threshold values, when the phenomenon is below flight level 100, or below flight level 150 in mountainous areas, or higher, where necessary: (1) widespread surface wind speed above 30 kt (15 m/s) with relevant direction and units; (2) widespread areas affected by reduction of visibility to less than 5 000 m, including the weather phenomenon causing the reduction of visibility; (3) widespread areas of broken or overcast cloud with height of base less than 1 000 ft (300 m) above ground level.’. (c) New point (e) is added as follows: ‘AIRMET, if disseminated in digital form, shall be: (1) formatted in accordance with a globally interoperable information exchange model and shall use geography markup language (GML); (2) accompanied by the appropriate metadata.’. 21. MET.TR.265 is replaced as follows: ‘MET.TR.265 Volcanic ash advisory centre responsibilities (a) The advisory information on volcanic ash shall be issued in abbreviated plain language and in accordance with the template shown in Appendix 6. When no abbreviations are available, English plain language text, to be kept to a minimum, shall be used. (b) Volcanic ash advisory, if disseminated in digital form, shall be: Page 6 of 45  (1) formatted in accordance with a globally interoperable information exchange model and shall use geography markup language (GML); (2) accompanied by the appropriate metadata. (c) Volcanic ash advisory information, when prepared in graphical format, shall be issued using the portable network graphics (PNG) format.’. 22. In MET.TR.270, new points (c) and (d) are added as follows: ‘(c) Tropical cyclone advisory, if disseminated in digital form, shall be: (1) formatted in accordance with a globally interoperable information exchange model and shall use geography markup language (GML); (2) accompanied by the appropriate metadata. (d) Tropical cyclone advisory information, when prepared in graphical format, shall be issued using the portable network graphics (PNG) format.’. 23. MET.TR.275 is amended as follows: (a) Point (3)(i) is replaced as follows: ‘wind data for flight levels 50 (850 hPa), 80 (750 hPa), 100 (700 hPa), 140 (600 hPa), 180 (500 hPa), 210 (450 hPa), 240 (400 hPa), 270 (350 hPa), 300 (300 hPa), 320 (275 hPa), 340 (250 hPa), 360 (225 hPa), 390 (200 hPa), 410 (175 hPa), 450 (150 hPa), 480 (125 hPa) and 530 (100 hPa);’ (b) Point (3)(ii) is replaced as follows: ‘temperature data for flight levels 50 (850 hPa), 80 (750 hPa), 100 (700 hPa), 140 (600 hPa), 180 (500 hPa), 210 (450 hPa), 240 (400 hPa), 270 (350 hPa), 300 (300 hPa), 320 (275 hPa), 340 (250 hPa), 360 (225 hPa), 390 (200 hPa), 410 (175 hPa), 450 (150 hPa) 480 (125 hPa) and 530 (100 hPa);’ (c) Point (3)(iii) is replaced as follows: ‘humidity data for flight levels 50 (850 hPa), 80 (750 hPa), 100 (700 hPa), 140 (600 hPa) and 180 (500 hPa);’ (d) Point (3)(viii) is replaced as follows: ‘geopotential altitude data for flight levels 50 (850 hPa), 80 (750 hPa), 100 (700 hPa), 140 (600 hPa), 180 (500 hPa), 210 (450 hPa), 240 (400 hPa), 270 (350 hPa), 300 (300 hPa), 320 (275 hPa), 340 (250 hPa), 360 (225 hPa), 390 (200 hPa), 410 (175 hPa), 450 (150 hPa) 480 (125 hPa) and 530 (100 hPa).’ Page 7 of 45 24. Appendix 1 is replaced as follows: ‘Appendix 1 Template for METAR Key: M = inclusion mandatory; C = inclusion conditional, dependent on meteorological conditions or method of observation; O = inclusion optional. Note 1: the ranges and resolutions for the numerical elements included in METAR are provided in a separate table below this template. Note 2: the explanations for the abbreviations can be found in ICAO Document 8400 ‘Procedures for Air Navigation Services — Abbreviations and Codes (PANS-ABC). Element Detailed content Template(s) Examples Identification of Type of report (M) METAR, METAR COR, METAR the type of METAR COR report (M) Location ICAO location indicator nnnn YUDO indicator (M) (M) Time of the Day and actual time of the nnnnnnZ 221630Z observation (M) observation in UTC (M) Identification of Automated or missing AUTO or NIL AUTO an automated or report identifier (C) NIL missing report (C) END OF METAR IF THE REPORT IS MISSING. Surface wind Wind direction (M) nnn VRB 24004MPS (M) VRB01MPS Wind speed (M) [P]nn[n] (24008KT) (VRB02KT) 19006MPS (19012KT) 00000MPS (00000KT) 140P49MPS (140P99KT) Page 8 of 45  Significant speed G[P]nn[n] 12003G09MPS variations (C) (12006G18KT) Units of measurement (M) MPS (or KT) 24008G14MPS (24016G28KT) Significant directional nnnVnnn — 02005MPS 350V070 variations (C) (02010KT 350V070) Visibility (M) Prevailing or minimum nnnn C 0350 visibility (M) A CAVOK V 7000 O 9999 K 0800 Minimum visibility and nnnn[N] or nnnn[NE] or nnnn[E] or 2000 1200NW nnnn[SE] or nnnn[S] or nnnn[SW] or direction of the minimum 6000 2800E nnnn[W] or nnnn[NW] visibility (C) 6000 2800 Runway visual Name of the element (M) R R32/0400 range (C)¹ R12R/1700 R16L/0650 R16C/0500 Runway (M) nn[L]/or nn[C]/or nn[R]/ R16R/0450 R17L/0450 Runway visual range (M) [P or M]nnnn R14L/P2000 R10/M0050 Runway visual range past U, D or N R12/1100U tendency (C) R26/0550N R20/0800D R12/0700 Present weather Intensity or proximity of – or + — VC present weather (C) Page 9 of 45 (C) Characteristics and type of DZ or RA or FG or BR FG or PO RA present weather (M) or SA or or SN or SG or HZ DU or HZ FC or PL or DS or or FU or VCFG VA or SQ DS or SS or +TSRA or PO or SS or FZDZ or TS or FG TS or FZRA or BCFG or VCSH BLDU or SH or FZUP or +DZ BLSA or BLSN or FC² or BLSN or VA DRDU or BLSA SHGR or VCTS DRSA or or SHGS or DRSN or –SN FZFG or BLDU or SHRA or MIFG MIFG or VA SHSN or PRFG VCBLSA SHUP or or // TSGR or +TSRASN TSGS or –SNRA TSRA or TSSN or DZ FG TSUP or UP +SHSN BLSN UP FZUP TSUP FZUP // Cloud (M) Cloud amount and FEWnnn or VVnnn or NSC FEW015 height of cloud base or SCTnnn or VV/// or NCD VV005 vertical visibility (M) BKNnnn or OVC030 OVCnnn or VV/// FEW/// or NSC SCT/// or BKN/// or SCT010 OVC020 OVC/// or ///nnn or BKN/// ////// ///015 Cloud type (C) CB or — BKN009TCU TCU or /// NCD SCT008 BKN025CB BKN025/// //////CB Page 10 of 45 Air and dew- Air and dew-point [M]nn/[M]nn 17/10 point temperature (M) 02/M08 temperature (M) M01/M10 Pressure values Name of the element (M) Q Q0995 (M) Q1009 QNH (M) nnnn Q1022 Q0987 Supplementary Recent weather (C) REFZDZ or REFZRA or REDZ or RE[SH]RA or REFZRA information (C) RERASN or RE[SH]SN or RESG or RESHGR or RETSRA RESHGS or REBLSN or RESS or REDS or RETSRA or RETSSN or RETSGR or RETSGS or RETS or REFC or REVA or REPL or REUP or REFZUP or RETSUP or RESHUP Wind shear (C) WS Rnn[L] or WS Rnn[C] or WS Rnn[R] or WS WS R03 ALL RWY WS ALL RWY WS R18C Sea–surface temperature W[M]nn/Sn or W[M]nn/Hn[n][n] W15/S2 and state of the sea or W12/H75 significant wave height (C) State Runway R nn[L]/ or Rnn[C]/ or Rnn[R]/ R/SNOC R99/421594 designator (M) LO of the R/SNOCLO runway Runway deposits n or / CLRD// R14L/CLRD// (C) (M) Extent of runway n or / contamination (M) Depth of deposit nn or // (M) Friction nn or // coefficient or braking action (M) Trend forecast Change indicator (M) NOSIG BECMG or TEMPO NOSIG (O) Page 11 of 45  BECMG FEW020 Period of change (C) FMnnnn and/or TLnnnn TEMPO 25018G25MPS or (TEMPO 25036G50KT) ATnnnn Wind (C) nnn[P]nn[n][G[P]nn[n]]MPS BECMG FM1030 TL1130 (or nnn[P]nn[G[P]nn]KT) CAVOK Prevailing visibility (C) nnnn C BECMG TL1700 0800 FG A V BECMG AT1800 9000 NSW O K BECMG FM1900 0500 +SNRA BECMG FM1100 SN TEMPO FM1130 BLSN TEMPO FM0330 TL0430 FZRA Weather phenomenon: – or + — N TEMPO TL1200 0600 BECMG AT1200 8000 NSW NSC intensity (C) S W Weather phenomenon: DZ or RA FG or BR BECMG AT1130 OVC010 or SN or or SA or characteristics and SG or PL DU or HZ type (C) or DS or or FU or TEMPO TL1530 +SHRA SS or VA or SQ BKN012CB or PO or FZDZ or FC or TS FZRA or or BCFG SHGR or or BLDU SHGS or or BLSA SHRA or or BLSN SHSN or or DRDU TSGR or or DRSA TSGS or or DRSN TSRA or or FZFG TSSN or MIFG or PRFG Page 12 of 45  Cloud amount and height FEWnnn VVnnn or N of cloud base or vertical or VV/// S visibility (C) SCTnnn C or BKNnnn or OVCnnn Cloud type (C) CB or — TCU (1) To be included if visibility or runway visual range is < 1 500 m; for up to a maximum of four runways. (2) ‘Heavy’ used to indicate ‘tornado’ or ‘waterspout’; ‘moderate’ (no qualifier) to indicate ‘funnel cloud not reaching the ground’. Page 13 of 45  Ranges and resolutions for the numerical elements included in METAR Elements Range Resolution Runway: (no units) 01–36 1 Wind direction: °true 000–360 10 Wind speed: MPS 00–99 1 KT 00–199 1 Visibility: M 0000–0750 50 M 0800–4 900 100 M 5 000–9 000 1 000 0 (fixed value: M 10 000– 9 999) Runway visual range: M 0000–0375 25 M 0400–0750 50 M 0800–2 000 100 Vertical visibility: 30’s M (100’s FT) 000–020 1 Clouds: height of cloud base: 30’s M (100’s FT) 000–099 1 100-200 10 Air temperature; Dew-point temperature: °C –80 – +60 1 QNH: hPa 0850–1 100 1 Sea–surface temperature: °C –10 – +40 1 State of the sea: (no units) 0–9 1 Significant wave height: M 0–999 0,1 State of the runway Runway designator: (no units) 01–36; 88; 99 1 Runway deposits: (no units) 0–9 1 Extent of runway contamination: (no units) 1; 2; 5; 9 — Depth of deposit: (no units) 00–90; 92–99 1 Friction coefficient/braking action:(no units) 00–95; 99 1 * There is no aeronautical requirement to report surface wind speeds of 100 kt (50 m/s) or more; however, provision has been made for reporting wind speeds up to 199 kt (99 m/s) for non-aeronautical purposes, as necessary. ’ Page 14 of 45  25. Appendix 3 is replaced as follows: ‘Appendix 3 Template for TAF Key: M = inclusion mandatory; C = inclusion conditional, dependent on meteorological conditions or method of observation; O = inclusion optional. Note 1: the ranges and resolutions for the numerical elements included in TAF are provided in a separate table below this template. Note 2: the explanations for the abbreviations can be found in ICAO Doc 8400 ‘Procedures for Air Navigation Services — Abbreviations and Codes (PANS-ABC)’. Element Detailed content Template(s) Examples Identification Type of forecast TAF or TAF AMD or TAF COR TAF of the type of (M) TAF AMD forecast (M) TAF COR Location ICAO location nnnn YUDO indicator (M) indicator (M) Time of issue Day and time of nnnnnnZ 160000Z of forecast (M) issue of the forecast in UTC (M) Identification Missing forecast NIL NIL of a missing identifier (C) forecast (C) END OF TAF IF THE FORECAST IS MISSING Days and Days and period nnnn/nnnn 0812/0918 period of of validity of the validity of forecast in UTC forecast (M) (M) Identification Cancelled forecast CNL CNL of a cancelled identifier (C) forecast (C) END OF TAF IF THE FORECAST IS CANCELLED Surface wind Wind direction nnn or VRB 24004MPS; VRB01MPS (M) (M) (24008KT); (VRB02KT) 19005MPS Page 15 of 45  Element Detailed content Template(s) Examples (19010KT) Wind speed (M) [P]nn[n] 00000MPS (00000KT) 140P49MPS (140P99KT) Significant speed G[P]nn[n] 12003G09MPS variations (C) (12006G18KT) Units of MPS (or KT) 24008G14MPS measurement (M) (24016G28KT) Visibility (M) Prevailing nnnn C 0350 visibility (M) A CAVOK V 7000 O 9000 K 9999 Weather (C) Intensity of – or + — weather phenomena (C)¹ Characteristics and DZ or RA or FG or BR RA type of weather or SA or SN or SG or HZ phenomena (C) DU or HZ PL or DS or or FU or +TSRA VA or SQ SS or FG or PO or FZDZ or FC or TS –FZDZ PRFG or FZRA or BCFG or SHGR or +TSRASN BLDU or SHGS or BLSA or SHRA or BLSN or SNRA FG DRDU or SHSN or DRSA or TSGR or DRSN or FZFG or TSGS or MIFG or TSRA or PRFG TSSN Cloud (M)² Cloud amount and FEWnnn VVnnn NSC FEW010 height of base or or or VV005 vertical visibility (M) SCTnnn VV/// OVC020 Page 16 of 45  Element Detailed content Template(s) Examples or VV/// BKNnnn NSC or OVCnnn SCT005 BKN012 Cloud type (C) CB or — SCT008 BKN025CB TCU Temperature Name of the TX TX25/1013Z TN09/1005Z (O)³ element (M) TX05/2112Z TNM02/2103Z Maximum [M]nn/ temperature (M) Day and time of nnnnZ occurrence of the maximum temperature (M) Name of the TN element (M) Minimum [M]nn/ temperature (M) Day and time of nnnnZ occurrence of the minimum temperature (M) Expected Change or PROB30 [TEMPO] or PROB40 significant probability [TEMPO] or BECMG or TEMPO or FM changes to one indicator (M) or more of the above elements Period of nnnn/nnnn or nnnnnn during the occurrence period of or change (M) validity (C) Wind (C) nnn[P]nn[n][G[P]nn[n]]MPS TEMPO 0815/0818 25017G25MPS or (TEMPO 0815/0818 25034G50KT) VRBnnMPS (or nnn[P]nn[G[P]nn]KT TEMPO 2212/2214 17006G13MPS 1000 or TSRA SCT010CB BKN020 VRBnnKT) (TEMPO 2212/2214 17012G26KT 1000 TSRA SCT010CB BKN020) Page 17 of 45 Element Detailed content Template(s) Examples Prevailing nnnn C BECMG 3010/3011 00000MPS 2400 OVC010 visibility (C) A (BECMG 3010/3011 00000KT 2400 V OVC010) O K PROB30 1412/1414 0800 FG Weather – or + — NSW BECMG 1412/1414 RA phenomenon: TEMPO 2503/2504 FZRA intensity (C) TEMPO 0612/0615 BLSN PROB40 TEMPO 2923/3001 0500 FG Weather DZ or FG or phenomenon: RA or BR or SA characteristics and SN or or type SG or DU or HZ (C) PL or DS or or FU or VA SS or or FZDZ or SQ or PO or FZRA or FC or TS or SHGR or BCFG or SHGS or BLDU or SHRA or BLSA or SHSN or BLSN or TSGR or DRDU or TSGS or DRSA or TSRA or DRSN or TSSN FZFG or MIFG or PRFG Cloud amount and FEWnnn VVnnn NSC FM051230 15004MPS 9999 BKN020 height of base or or or (FM051230 15008KT 9999 BKN020) vertical visibility SCTnnn (C) VV/// or BECMG 1618/1620 8000 NSW NSC BKNnnn or Page 18 of 45  Element Detailed content Template(s) Examples OVCnnn Cloud type (C) CB or — BECMG 2306/2308 SCT015CB BKN020 TCU (1) To be included whenever applicable. No qualifier for moderate intensity. (2) Up to four cloud layers. (3) Consisting of up to a maximum of four temperatures (two maximum temperatures and two minimum temperatures). Page 19 of 45 Ranges and resolutions for the numerical elements included in TAF Elements Range Resolution Wind direction: ° true 000–360 10 Wind speed: MPS 1 00–99* KT 0–199* 1 Visibility: M 0000–0750 50 M 0800–4 900 100 M 5 000–9 000 1 000 M 10 000 – 0 (fixed value: 9 999) Vertical visibility: 30’s M (100’s FT) 000–020 1 Cloud: height of cloud base: 30’s M (100’s FT) 000–099 1 100–200 10 Air temperature (maximum and minimum): °C –80 – +60 1 * There is no aeronautical requirement to report surface wind speeds of 100 kt (50 m/s) or more; however, provision has been made for reporting wind speeds up to 199 kt (99 m/s) for non-aeronautical purposes, as necessary. ’ Page 20 of 45 26. Appendix 4 is replaced as follows: ‘Appendix 4 Template for wind shear warnings Key: M = inclusion mandatory; C = inclusion conditional, whenever applicable. Note 1: the ranges and resolutions for the numerical elements included in wind shear warnings are shown in Appendix 8. Note 2: the explanations for the abbreviations can be found in ICAO Doc 8400 ‘Procedures for Air Navigation Services — Abbreviations and Codes (PANS-ABC)’ Element Detailed content Template(s) Example Location indicator of the Location indicator of the nnnn YUCC aerodrome aerodrome (M) Identification of the type of Type of message and WS WRNG [n]n WS WRNG 1 sequence number message (M) Time of origin and validity Day and time of issue and, nnnnnn [VALID TL nnnnnn] or 211230 VALID TL 211330 period (M) where applicable, validity [VALID nnnnnn/nnnnnn] period in UTC 221200 VALID 221215/221315 IF THE WIND SHEAR WARNING IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE Phenomenon (M) Identification of the [MOD] or [SEV] WS IN APCH or WS APCH RWY12 phenomenon and its location [MOD] or [SEV] WS [APCH] RWYnnn MOD WS RWY34 or [MOD] or [SEV] WS IN CLIMB-OUT WS IN CLIMB-OUT or [MOD] or [SEV] WS CLIMB-OUT RWYnnn or MBST APCH RWY26 MBST IN APCH or MBST [APCH] RWYnnn or MBST IN CLIMB-OUT or MBST IN CLIMB-OUT MBST CLIMB-OUT RWYnnn Observed, reported or Identification whether the REP AT nnnn nnnnnnnn or REP AT 1510 B747 forecast phenomenon (M) phenomenon is observed or OBS [AT nnnn] or OBS AT 1205 reported and expected to continue, or forecast FCST FCST Page 21 of 45  Element Detailed content Template(s) Example Details of the phenomenon Description of phenomenon SFC WIND: nnn/nnMPS (or nnn/nnKT) SFC WIND: 320/5MPS (C) causing the issuance of the nnnM (nnnFT)-WIND: nnn/nnMPS (or 60M-WIND: 360/13MPS wind shear warning nnn/nnKT) (SFC WIND: 320/10KT 200FT-WIND: 360/26KT) or 60KMH LOSS 4KM nnKMH (or nnKT) LOSS nnKM (or nnNM) FNA RWY13 FNA RWYnn (30KT LOSS 2NM FNA RWY13) or nnKMH (or nnKT) GAIN nnKM (or nnNM) FNA RWYnn OR Cancellation of wind shear Cancellation of wind shear CNL WS WRNG [n]n nnnnnn/nnnnnn CNL WS WRNG 1 warning warning referring to its 211230/211330 identification ’ Page 22 of 45 27. Appendix 5 is replaced as follows: ‘Appendix 5A Template for SIGMET and AIRMET Key: M = inclusion mandatory; C = inclusion conditional, whenever applicable; and = = a double line indicates that the text following it should be placed on the subsequent line. Note: the ranges and resolutions for the numerical elements included in SIGMET/AIRMET are shown in Appendix 8. Element Detailed content SIGMET template AIRMET template SIGMET Examples AIRMET Examples Location ICAO location nnnn YUCC indicator of indicator of the YUDD FIR/CTA (M) ATS unit serving the FIR or CTA to which the SIGMET/AIRMET refers Identification SIGMET or SIGMET nnn AIRMET [n][n]n SIGMET U05 AIRMET 2 AIRMET (M) SIGMET I12 AIRMET 19 identification and sequence number AIRMET B19 Validity Day-time groups VALID nnnnnn/nnnnnn VALID 010000/010400 period indicating the VALID 221215/221600 period of validity (M) in UTC VALID 101520/101800 VALID 251600/252200 VALID 152000/160000 VALID 192300/200300 Location Location indicator nnnn– YUDO– indicator of of MWO YUSO– MWO (M) originating the SIGMET or AIRMET with a separating hyphen Name of the Location indicator nnnn nnnnnnnnnn nnnn nnnnnnnnnn YUCC AMSWELL YUCC AMSWELL and name of the FIR[/UIR] or nnnn FIR FIR/2 FIR/CTA (M) FIR[/n] FIR/CTA for nnnnnnnnnn CTA YUDD SHANLON YUDD SHANLON which the FIR SIGMET/AIRMET FIR/UIR is issued YUDD SHANLON CTA Page 23 of 45  Element Detailed content SIGMET template AIRMET template SIGMET Examples AIRMET Examples IF THE SIGMET IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE Phenomenon Description of the OBSC TS[GR] SFC WIND OBSC TS SFC WIND (M) phenomenon nnn/nn[n]MPS 040/40MPS EMBD TS[GR] OBSC TSGR causing the (or SFC WIND SFC WIND issuance of FRQ TS[GR] EMBD TS nnn/nn[n]KT) 310/20KT SIGMET/AIRMET SQL TS[GR] EMBD TSGR FRQ TS SFC VIS nnnnM (nn) SFC VIS 1500M TC nnnnnnnnnn PSN FRQ TSGR (BR) Nnn[nn] or Snn[nn] SQL TS ISOL TS[GR] Wnnn[nn] or Ennn[nn] SQL TSGR ISOL TS CB OCNL TS[GR] ISOL TSGR or TC NN PSN Nnn[nn] TC GLORIA PSN OCNL TS or Snn[nn] Wnnn[nn] MT OBSC N10 W060 CB OCNL TSGR or Ennn[nn] CB TC NN PSN S2030 BKN CLD E06030 CB MT OBSC SEV TURB nnn/[ABV]nnnnM SEV ICE (or BKN CLD SEV TURB BKN CLD SEV ICE (FZRA) nnn/[ABV][n]nnnnF SEV ICE 120/900M T) SEV MTW SEV ICE (FZRA) BKN CLD or BKN CLD 400/3000FT SEV MTW SFC/[ABV]nnnnM HVY DS BKN CLD (or BKN CLD SFC/3000M HVY SS SFC/[ABV][n]nnnnF HVY DS BKN CLD T) HVY SS SFC/ABV10000FT [VA ERUPTION] [MT nnnnnnnnnn] OVC CLD VA ERUPTION MT OVC CLD [PSN nnn/[ABV]nnnnM 270/ABV3000M ASHVAL PSN S15 OVC CLD Nnn[nn] or Snn[nn] (or OVC CLD E073 900/ABV10000FT Ennn[nn] or Wnnn[nn]] nnn/[ABV][n]nnnnF VA CLD OVC CLD T) VA CLD SFC/3000M or OVC CLD RDOACT CLD OVC CLD SFC/[ABV]nnnnM SFC/ABV10000FT RDOACT CLD (or OVC CLD SFC/[ABV][n]nnnnF ISOL CB T) OCNL CB FRQ CB ISOL CB OCNL CB ISOL TCU FRQ CB OCNL TCU Page 24 of 45  Element Detailed content SIGMET template AIRMET template SIGMET Examples AIRMET Examples ISOL TCU FRQ TCU OCNL TCU FRQ TCU MOD TURB MOD ICE MOD TURB MOD MTW MOD ICE MOD MTW Observed or Indication whether OBS [AT nnnnZ] or OBS forecast the information is FCST [AT nnnnZ] OBS AT 1210Z observed and phenomenon expected to FCST (M) continue, or FCST AT 1815Z forecast Location (C) Location (referring Nnn[nn] Wnnn[nn] or N2020 W07005 to latitude and Nnn[nn] Ennn[nn] or N48 E010 longitude (in degrees and Snn[nn] Wnnn[nn] or S60 W160 minutes)) Snn[nn] Ennn[nn] S0530 E16530 or N OF N50 S OF N5430 N OF Nnn[nn] or N OF S10 S OF Nnn[nn] or S OF S4530 N OF Snn[nn] or W OF W155 S OF Snn[nn] or E OF W45 [AND] W OF E15540 W OF Wnnn[nn] or E OF E09015 E OF Wnnn[nn] or W OF Ennn[nn] or N OF N1515 AND W OF E13530 E OF Ennn[nn] S OF N45 AND N OF N40 or N OF LINE S2520 W11510 – S2520 W12010 SW OF LINE N50 W005 – N60 W020 N OF Nnn[nn] or N OF Snn[nn] AND S OF SW OF LINE N50 W020 – N45 E010 AND Nnn[nn] or S OF Snn[nn] NE OF LINE N45 W020 – N40 E010 or WI N6030 E02550 – N6055 E02500 – N6050 E02630 – N6030 E02550 W OF Wnnn[nn] or W OF Ennn[nn] AND Page 25 of 45 Element Detailed content SIGMET template AIRMET template SIGMET Examples AIRMET Examples E OF Wnnn[nn] or E OF Ennn[nn] APRX 50KM WID LINE BTN N64 W017 – N60 W010 – N57 E010 or ENTIRE FIR N OF LINE or NE OF LINE or E OF LINE or SE OF LINE or S OF LINE or SW OF LINE or ENTIRE FIR/UIR W OF LINE or NW OF LINE Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] [– Nnn[nn] or ENTIRE CTA Snn[nn] Wnnn[nn] or Ennn[nn]] [– Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]] [AND N OF LINE or NE OF LINE or E OF LINE or SE OF WI 400KM OF TC CENTRE LINE or S OF LINE or SW OF LINE or W OF WI 250NM OF TC CENTRE LINE or NW OF LINE Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] [– Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]] [– Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]]] WI Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – [Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – 4 Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]] ( ) or APRX nnKM WID LINE BTN (or nnNM WID LINE BTN) Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] [– Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]][– Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]] or ENTIRE FIR/UIR or ENTIRE CTA³ Page 26 of 45  Element Detailed content SIGMET template AIRMET template SIGMET Examples AIRMET Examples or WI nnnKM (or nnnNM) OF TC CENTRE Level (C) Flight level or [SFC/]FLnnn or FL180 altitude [SFC/]nnnnM (or [SFC/][n]nnnnFT) or SFC/FL070 FLnnn/nnn or SFC/3000M TOP FLnnn or SFC/10000FT [TOP] ABV FLnnn or [nnnn/]nnnnM (or FL050/080 [[n]nnnn/][n]nnnnFT) or [nnnnM/]FLnnn (or [[n]nnnnFT/]FLnnn) TOP FL390 ABV FL250 TOP ABV FL100 1 3000M or ( ) TOP [ABV or BLW] FLnnn 2000/3000M 8000FT 6000/12000FT 2000M/FL150 10000FT/FL250 TOP FL500 TOP ABV FL500 TOP BLW FL450 Movement or Movement or MOV N [nnKMH] or MOV NNE [nnKMH] or MOV SE expected expected MOV NE [nnKMH] or MOV ENE [nnKMH] or MOV NNW movement movement (C) 5 (direction and MOV E [nnKMH] or MOV ESE [nnKMH] or MOV E 40KMH ( ) speed) with MOV SE [nnKMH] or MOV SSE [nnKMH] or MOV E 20KT reference to one of the 16 points MOV S [nnKMH] or MOV SSW [nnKMH] or MOV WSW 20KT of compass, or MOV SW [nnKMH] or MOV WSW [nnKMH] STNR stationary or MOV W [nnKMH] or MOV WNW [nnKMH] or MOV NW [nnKMH] or MOV NNW [nnKMH] (or MOV N [nnKT] or MOV NNE [nnKT] or MOV NE [nnKT] or MOV ENE [nnKT] or MOV E [nnKT] or MOV ESE [nnKT] or MOV SE [nnKT] or MOV SSE [nnKT] or Page 27 of 45  Element Detailed content SIGMET template AIRMET template SIGMET Examples AIRMET Examples MOV S [nnKT] or MOV SSW [nnKT] or MOV SW [nnKT] or MOV WSW [nnKT] or MOV W [nnKT] or MOV WNW [nnKT] or MOV NW [nnKT] or MOV NNW [nnKT]) or STNR Changes in Expected changes INTSF or WKN or NC intensity (C) in intensity INTSF WKN NC Forecast time Indication of the FCST AT nnnnZ — FCST AT 2200Z — 5 forecast (C) ( ) time of phenomenon Forecast Forecast position Nnn[nn] Wnnn[nn] or — N30 W170 — position (C) of volcanic ash 5 Nnn[nn] Ennn[nn] or ( ) cloud or the centre of the tropical Snn[nn] Wnnn[nn] or N OF N30 cyclone or other Snn[nn] Ennn[nn] hazardous 6 S OF S50 AND W OF phenomena at the end of the validity or E170 period of the SIGMET N OF Nnn[nn] or S OF N46 AND N OF N39 S OF Nnn[nn] or N OF Snn[nn] or NE OF LINE N35 S OF Snn[nn] [AND] W020 – N45 W040 W OF Wnnn[nn] or SW OF LINE N48 W020 – N43 E010 E OF Wnnn[nn] or AND NE OF LINE W OF Ennn[nn] or N43 W020 – N38 E010 E OF Ennn[nn] WI N20 W090 – N05 or W090 – N10 W100 – N20 W100 – N20 W090 N OF Nnn[nn] or N OF Snn[nn] AND S OF APRX 50KM WID Nnn[nn] or S OF Snn[nn] LINE BTN N64 W017 – N57 W005 – N55 E010 – N55 Page 28 of 45 Element Detailed content SIGMET template AIRMET template SIGMET Examples AIRMET Examples or E030 W OF Wnnn[nn] or ENTIRE FIR W OF Ennn[nn] AND E OF ENTIRE FIR/UIR Wnnn[nn] or E OF Ennn[nn] ENTIRE CTA or TC CENTRE PSN N2740 W07345 N OF LINE or NE OF LINE or E OF LINE or NO VA EXP SE OF LINE or S OF LINE or SW OF LINE or W OF LINE or NW OF LINE Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] [– Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]] [AND N OF LINE or NE OF LINE or E OF LINE or SE OF LINE or S OF LINE or SW OF LINE or W OF LINE or NW OF LINE Nnn[nn] or Page 29 of 45 Element Detailed content SIGMET template AIRMET template SIGMET Examples AIRMET Examples Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] [– Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]]] or WI Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or 4 Ennn[nn] ( ) or APRX nnKM WID LINE BTN (nnNM WID LINE BTN) Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] [– Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]][ – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]] or ENTIRE FIR[/UIR] or ENTIRE CTA or TC CENTRE PSN Nnn[nn] or Snn[nn] Page 30 of 45  Element Detailed content SIGMET template AIRMET template SIGMET Examples AIRMET Examples Wnnn[nn] or Ennn[nn] 1 ( ) or 2 NO VA EXP ( ) Repetition of Repetition of [AND] — AND — elements (C) elements 3 ( ) included in a SIGMET for volcanic ash cloud or tropical cyclone OR Cancellation Cancellation of CNL SIGMET nnn CNL AIRMET CNL SIGMET B04 CNL AIRMET 05 of SIGMET/ SIGMET/AIRMET nnnnnn/nnnnnn [n][n]n 101200/101600 151520/151800 referring to its AIRMET (C) nnnnnn/nnnnnn identification Or CNL SIGMET I07 251030/251430 VA MOV TO YUDO FIR CNL SIGMET nnn nnnnnn/nnnnnn [VA MOV TO nnnn 2 FIR]( ) (1) Only for SIGMET for tropical cyclones. (2) Only for SIGMET for volcanic ash. (3) To be used for two volcanic ash clouds or two centres of tropical cyclones simultaneously affecting the FIR concerned. (4) The number of coordinates should be kept to a minimum and should not normally exceed seven. (5) The elements ‘forecast time’ and ‘forecast position’ are not to be used in conjunction with the element ‘movement or expected movement’. Note: severe or moderate icing and severe or moderate turbulence (SEV ICE, MOD ICE, SEV TURB, MOD TURB) associated with thunderstorms, cumulonimbus clouds or tropical cyclones should not be included. Page 31 of 45  Appendix 5B Template for special air-reports (uplink) Key: M = inclusion mandatory, part of every special air-report (uplink); C = inclusion conditional, whenever applicable; = = a double line indicates that the text following it should be placed on the subsequent line. Note: the ranges and resolutions for the numerical elements included in special air-reports are shown in Appendix 8. Element Detailed content Template Examples Identification Special air-report ARS ARS (M) (uplink) identification Aircraft Aircraft nnnnnn VA812 Identification radiotelephony call (M) sign Observed Description of TS TSGR phenomenon observed TSGR SEV TURB (M) phenomenon SEV TURB SEV ICE causing the SEV ICE SEV MTW issuance of the special air-report SEV MTW HVY SS HVY SS VA CLD VA CLD VA VA [MT nnnnnnnnnn] VA MT ASHVAL5 MOD TURB MOD TURB MOD ICE MOD ICE Observation Time of OBS AT nnnnZ OBS AT 1210Z time (M) observation of observed phenomenon Location (C) Location (referring NnnnnWnnnnn or N2020W07005 to latitude NnnnnEnnnnn or S4812E01036 and longitude (in SnnnnWnnnnn or degrees and SnnnnEnnnnn minutes)) of observed phenomenon Level (C) Flight level or FLnnn or FL390 altitude of FLnnn/nnn or FL180/210 Page 32 of 45 Element Detailed content Template Examples observed nnnnM (or [n]nnnnFT) 3000M phenomenon 12000FT ’ Page 33 of 45 28. Appendix 6 is replaced as follows: ‘Appendix 6 Template for advisory for volcanic ash Key: M = inclusion mandatory; O = inclusion optional; = = a double line indicates that the text following it should be placed on the subsequent line. Note 1: the ranges and resolutions for the numerical elements included in volcanic ash advisory are shown in Appendix 8. Note 2: the explanations for the abbreviations can be found in ICAO Doc 8400 ‘Procedures for Air Navigation Services — Abbreviations and Codes (PANS-ABC)’. Note 3: inclusion of a ‘colon’ after each element heading is mandatory. Note 4: numbers 1 to 18 are included only for clarity and they are not part of the advisory, as shown in the example. Element Detailed content Template(s) Examples 1 Identification Type of message VA ADVISORY VA ADVISORY of the type of message (M) 2 Time of origin Year, month, day, DTG: nnnnnnnn/nnnnZ DTG: 20080923/0130Z (M) time in UTC 3 Name of Name of VAAC VAAC: nnnnnnnnnnnn VAAC: TOKYO VAAC (M) 4 Name of Name and VOLCANO: nnnnnnnnnnnnnnnnnnnnnn [nnnnnn] VOLCAN KARYMSKY 1000- volcano (M) International O: 13 or Association of Volcanology and UNKNOWN or Chemistry of the VOLCAN UNNAMED UNNAMED Earth’s Interio O: (IAVCEI) number of volcano 5 Location of Location of volcano PSN: Nnnnn or Snnnn PSN: N5403 E15927 volcano (M) in degrees and Wnnnnn or Ennnnn minutes or UNKNOWN PSN: UNKNOWN 6 State or region State, or region if ash AREA: nnnnnnnnnnnnnnnn AREA: RUSSIA (M) is not reported over a State Page 34 of 45  Element Detailed content Template(s) Examples 7 Summit Summit elevation in SUMMIT nnnnM (or nnnnnFT) SUMMIT 1536M elevation (M) m (or ft) ELEV: ELEV: 8 Advisory Advisory number: ADVISORY nnnn/nnnn ADVISO 2008/4 number (M) year in full and NR: RY NR: message number (separate sequence for each volcano) 9 Information Information source INFO Free text up to 32 characters INFO MTSAT-1R KVERT source (M) using free text SOURCE: SOURCE KEMSD : 10 Colour code Aviation colour code AVIATION RED or ORANGE or YELLOW or AVIATIO RED (O) COLOUR N GREEN or UNKNOWN or NOT CODE: COLOUR GIVEN or NIL CODE: 11 Eruption details Eruption details ERUPTION Free text up to 64 characters ERUPTI ERUPTION AT (M) (including date/time DETAILS: ON 20080923/0000Z or of eruption(s)) DETAILS FL300 REPORTED UNKNOWN : 12 Time of Day and time (in OBS (or EST) nn/nnnnZ OBS VA 23/0100Z observation (or UTC) of observation VA DTG: DTG: estimation) of (or estimation) of volcanic ash volcanic ash clouds clouds (M) Page 35 of 45  Element Detailed content Template(s) Examples 13 Observed or Horizontal (in OBS VA TOP FLnnn or SFC/FLnnn or OBS VA FL250/300 estimated degrees and minutes) CLD or CLD: FLnnn/nnn N5400 E15930 – volcanic ash and vertical extent at EST VA clouds (M) the time of [nnKM WID LINE BTN (nnNM WID N5400 E16100 – CLD: observation of the LINE BTN)] N5300 E15945 observed or estimated volcanic Nnn[nn] or Snn[nn] Wnnn[nn] or MOV SE 20KT ash clouds or, if the SFC/FL200 Ennn[nn] – base is unknown, the N5130 E16130 – top of the observed Nnn[nn] or Snn[nn] Wnnn[nn] or or estimated volcanic N5130 E16230 – Ennn[nn][ – ash clouds; N5230 E16230 – Nnn[nn] or Snn[nn] Wnnn[nn] or N5230 E16130 Ennn[nn] – Movement of the MOV SE 15KT observed or Nnn[nn] or Snn[nn] Wnnn[nn] or estimated volcanic Ennn[nn] – ash clouds TOP FL240 MOV W Nnn[nn] or Snn[nn] Wnnn[nn] or 40KMH Ennn[nn]] MOV N nnKMH (or KT) or VA NOT MOV NE nnKMH (or KT) or IDENTIFIABLE FM SATELLITE DATA MOV E nnKMH (or KT) or WIND FL050/070 MOV SE nnKMH (or KT) or 180/12MPS MOV S nnKMH (or KT) or MOV SW nnKMH (or KT) or MOV W nnKMH (or KT) or MOV NW nnKMH (or KT) or VA NOT IDENTIFIABLE FM SATELLITE DATA WIND FLnnn/nnn nnn/nn[n]MPS (or KT)² or WIND FLnnn/nnn VRBnnMPS (or KT) or WIND SFC/FLnnn nnn/nn[n]MPS (or KT) or WIND SFC/FLnnn VRBnnMPS (or KT) Page 36 of 45  Element Detailed content Template(s) Examples 14 Forecast height Day and time (in FCST VA nn/nnnnZ FCST VA 23/0700Z and position of UTC) (6 hours from CLD CLD SFC or FLnnn/[FL]nnn FL250/350 the volcanic the ‘Time of +6 HR: +6 HR: ash clouds observation (or [nnKM WID LINE BTN (nnNM WID N5130 E16030 – estimation) of (+6 HR) (M) LINE BTN)] N5130 E16230 – volcanic ash clouds’ given in Item 12); Nnn[nn] or Snn[nn] Wnnn[nn] or N5330 E16230 – Ennn[nn] – N5330 E16030 Forecast height and Nnn[nn] or Snn[nn] Wnnn[nn] or SFC/FL180 position (in degrees Ennn[nn][ – N4830 E16330 – and minutes) for each volcanic ash cloud Nnn[nn] or Snn[nn] Wnnn[nn] or N4830 E16630 – mass for that fixed Ennn[nn] – N5130 E16630 – valid time Nnn[nn] or Snn[nn] Wnnn[nn] or N5130 E16330 Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or NO VA EXP Ennn[nn]]¹ or NOT AVBL NO VA EXP or NOT PROVIDED NOT AVBL or NOT PROVIDED Page 37 of 45  Element Detailed content Template(s) Examples 15 Forecast height Day and time (in FCST VA nn/nnnnZ FCST VA 23/1300Z and position of UTC) (12 hours from CLD CLD SFC or FLnnn/[FL]nnn SFC/FL270 the volcanic the ‘Time of +12 HR: +12 HR: ash clouds observation (or [nnKM WID LINE BTN (nnNM WID N4830 E16130 – (+12 HR) (M) estimation) of LINE BTN)] N4830 E16600 – volcanic ash clouds’ given in Item 12); Nnn[nn] or Snn[nn] Wnnn[nn] or N5300 E16600 – Ennn[nn] – N5300 E16130 Forecast height and Nnn[nn] or Snn[nn] Wnnn[nn] or position (in degrees Ennn[nn][ – NO VA EXP and minutes) for each volcanic ash cloud Nnn[nn] or Snn[nn] Wnnn[nn] or mass for that fixed Ennn[nn] – NOT AVBL valid time Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – NOT PROVIDED Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]] or NO VA EXP or NOT AVBL or NOT PROVIDED Page 38 of 45  Element Detailed content Template(s) Examples 16 Forecast height Day and time (in FCST VA nn/nnnnZ FCST VA 23/1900Z and position of UTC) (18 hours from CLD CLD SFC or FLnnn/[FL]nnn the volcanic the ‘Time of +18 HR: +18 HR: ash clouds observation (or [nnKM WID LINE BTN (nnNM NO VA EXP estimation) of (+18 HR) (M) WID LINE BTN)] volcanic ash clouds’ given in Item 12); Nnn[nn] or Snn[nn] Wnnn[nn] or NOT AVBL Ennn[nn] – Forecast height and Nnn[nn] or Snn[nn] Wnnn[nn] or NOT PROVIDED position (in degrees Ennn[nn][ – and minutes) for each volcanic ash cloud Nnn[nn] or Snn[nn] Wnnn[nn] or mass for that fixed Ennn[nn] – valid time Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn] – Nnn[nn] or Snn[nn] Wnnn[nn] or Ennn[nn]] or NO VA EXP or NOT AVBL or NOT PROVIDED 17 Remarks (M) Remarks, as RMK: Free text up to 256 characters RMK: LATEST REP FM necessary KVERT (0120Z) or INDICATES NIL ERUPTION HAS CEASED. TWO DISPERSING VA CLD ARE EVIDENT ON SATELLITE IMAGERY NIL Page 39 of 45  Element Detailed content Template(s) Examples 18 Next advisory Year, month, day and NXT nnnnnnnn/nnnnZ NXT 20080923/0730Z (M) time in UTC ADVISORY: ADVISO or RY: NO LATER THAN NO LATER THAN nnnnnnnn/nnnnZ nnnnnnnn/nnnnZ or NO FURTHER ADVISORIES NO FURTHER ADVISORIES or WILL BE ISSUED BY WILL BE ISSUED nnnnnnnn/nnnnZ BY nnnnnnnn/nnnnZ (1) Up to 4 selected layers. (2) If volcanic ash cloud is reported (e.g. AIREP) but not identifiable from the satellite data.’ Page 40 of 45 29. Appendix 7 is replaced as follows: ‘Appendix 7 Template for advisory for tropical cyclones Key: = = a double line indicates that the text following it should be placed on the subsequent line. Note 1: the ranges and resolutions for the numerical elements included in tropical cyclone advisory are shown in Appendix 8. Note 2: the explanations for the abbreviations can be found in ICAO Doc 8400 ‘Procedures for Air Navigation Services — Abbreviations and Codes (PANS-ABC). Note 3: all the elements are mandatory. Note 4: inclusion of a ‘colon’ after each element heading is mandatory. Note 5: numbers 1 to 19 are included only for clarity and they are not part of the advisory, as shown in the example. Element Detailed content Template(s) Examples 1 Identification Type of message TC TC of the type of ADVISORY ADVISORY message 2 Time of origin Year, month, day and DTG: nnnnnnnn/nnnnZ DTG: 20040925/1600Z time in UTC of issue 3 Name of TCAC Name of TCAC TCAC: nnnn or nnnnnnnnnn TCAC: YUFO (location indicator or full name) TCAC: MIAMI 4 Name of Name of tropical TC: nnnnnnnnnnnn or NN TC: GLORIA tropical cyclone cyclone or ‘NN’ for unnamed tropical cyclone 5 Advisory Advisory number NR: nn NR: 01 number (starting with ‘01’ for each tropical cyclone) 6 Position of the Position of the centre PSN: Nnn[nn] or Snn[nn] Wnnn[nn] or PSN: N2706 W07306 centre of the tropical Ennn[nn] cyclone (in degrees and minutes) Page 41 of 45  Element Detailed content Template(s) Examples 7 Direction and Direction and speed MOV: N nnKMH (or KT) or MOV: NW 20KMH speed of of movement given NNE nnKMH (or KT) or movement in 16 compass points and km/h (or kt), NE nnKMH (or KT) or respectively, or ENE nnKMH (or KT) or moving slowly (< 6 km/h (3 kt)) or E nnKMH (or KT) or stationary (< 2 km/h ESE nnKMH (or KT) or (1 kt)) SE nnKMH (or KT) or SSE nnKMH (or KT) or S nnKMH (or KT) or SSW nnKMH (or KT) or SW nnKMH (or KT) or WSW nnKMH (or KT) or W nnKMH (or KT) or WNW nnKMH (or KT) or NW nnKMH (or KT) or NNW nnKMH (or KT) or SLW or STNR 8 Central Central pressure (in C: nnnHPA C: 965HPA pressure hPa) 9 Maximum Maximum surface MAX WIND: nn[n]MPS MAX WIND: 22MPS surface wind wind near the centre (or nn[n]KT) (mean surface wind over 10 minutes, in m/s (or kt)) 10 Forecast of Day and time (in FCST PSN +6 nn/nnnnZ FCST PSN +6 25/2200Z centre position UTC) (6 hours from HR: HR: Nnn[nn] or Snn[nn] Wnnn[nn] or N2748 W07350 the DTG given in (+6 HR) Ennn[nn] Item 2); forecast position (in degrees and minutes) of the centre of the tropical cyclone 11 Forecast of Forecast of maximum FCST MAX nn[n]MPS FCST MAX 22MPS maximum surface wind (6 hours WIND +6 (or nn[n]KT) WIND +6 surface wind after the DTG given HR: HR: (+6 HR) in Item 2) Page 42 of 45  Element Detailed content Template(s) Examples 12 Forecast of Day and time (in FCST PSN nn/nnnnZ FCST PSN 26/0400Z centre position UTC) (12 hours from +12 HR: +12 HR: Nnn[nn] or Snn[nn] Wnnn[nn] or N2830 W07430 the DTG given in (+12 HR) Ennn[nn] Item 2); forecast position (in degrees and minutes) of the centre of the tropical cyclone 13 Forecast of Forecast of maximum FCST MAX nn[n]MPS FCST MAX 22MPS maximum surface wind (12 WIND WIND (or nn[n]KT) surface wind hours after the DTG +12 HR: +12 HR: (+12 HR) given in Item 2) 14 Forecast of Day and time (in FCST PSN nn/nnnnZ FCST PSN 26/1000Z centre position UTC) (18 hours from +18 HR: +18 HR: Nnn[nn] or Snn[nn] Wnnn[nn] or N2852 W07500 the DTG given in (+18 HR) Ennn[nn] Item 2); forecast position (in degrees and minutes) of the centre of the tropical cyclone 15 Forecast of Forecast of maximum FCST MAX nn[n]MPS FCST MAX 21MPS maximum surface wind (18 WIND WIND (or nn[n]KT) surface wind hours after the DTG +18 HR: +18 HR: (+18 HR) given in Item 2) 16 Forecast of Day and time (in FCST PSN nn/nnnnZ FCST PSN 26/1600Z centre position UTC) (24 hours from +24 HR: +24 HR: Nnn[nn] or Snn[nn] Wnnn[nn] or N2912 W07530 the DTG given in (+24 HR) Ennn[nn] Item 2); forecast position (in degrees and minutes) of the centre of the tropical cyclone 17 Forecast of Forecast of maximum FCST MAX nn[n]MPS FCST MAX 20MPS maximum surface wind (24 WIND WIND (or nn[n]KT) surface wind hours after the DTG +24 HR: +24 HR: (+24 HR) given in Item 2) Page 43 of 45  Element Detailed content Template(s) Examples 18 Remarks Remarks, as RMK: Free text up to 256 characters RMK: NIL necessary or NIL 19 Expected time Expected year, NXT MSG: [BFR] nnnnnnnn/nnnnZ NXT MSG: 20040925/2000Z of issuance of month, day and time or next advisory (in UTC) of issuance of next advisory NO MSG EXP ’ Page 44 of 45 30. Appendix 8 is replaced as follows: ‘Appendix 8 Ranges and resolutions for the numerical elements included in volcanic ash advisory, tropical cyclone advisory, SIGMET, AIRMET, aerodrome warning and wind shear warning Elements Range Resolution Summit elevation: M 000–8 100 1 FT 000–27 000 1 1 Advisory number: for VA (index) ( ) 000–2 000 1 1 for TC (index) ( ) 00–99 1 Maximum surface wind: MPS 00–99 1 KT 00–199 1 Central pressure: hPa 850–1 050 1 Surface wind speed: MPS 15–49 1 KT 30–99 1 Surface visibility: M 0000–0750 50 M 0800–5 000 100 Cloud: height of base: M 000–300 30 FT 000–1 000 100 Cloud: height of top: M 000–2 970 30 M 3 000–20 000 300 FT 000–9 900 100 FT 10 000–60 000 1 000 Latitudes: ° (degrees) 00–90 1 (minutes) 00–60 1 Longitudes: ° (degrees) 000–180 1 (minutes) 00–60 1 Flight levels: 000–650 10 Movement: KMH 0–300 10 KT 0–150 5 (1) Non-dimensional. Page 45 of 45  ANNEX V Draft Annex V to draft Commission Regulation (EU) …/… amending Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight and Regulation (EU) No 139/2014 laying down requirements and administrative procedures related to aerodromes ANNEX VI — SPECIFIC REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (Part-AIS) to Regulation (EU) 2017/373 is replaced as follows: ‘ANNEX VI SPECIFIC REQUIREMENTS FOR THE PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (Part-AIS) SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (AIS.OR) SECTION 1 — GENERAL REQUIREMENTS AIS.OR.100 Aeronautical information management An aeronautical information services (AIS) provider shall establish information management resources and processes that are adequate to ensure the timely collection, processing, storing, integration, exchange and delivery of quality-assured aeronautical data and aeronautical information within the ATM system. AIS.OR.105 Responsibilities of aeronautical information services (AIS) providers (a) An AIS provider shall ensure the provision of aeronautical data and aeronautical information necessary for the safety, regularity and efficiency of air navigation. (b) An AIS provider shall receive, collate or assemble, edit, format, publish, store and distribute aeronautical data and aeronautical information concerning the entire territory of a Member State as well as those areas over the high seas in which the Member State is responsible for the provision of air traffic services. (c) An AIS provider shall ensure that aeronautical data and aeronautical information are available for: (1) personnel involved in flight operations, including flight crews, flight planning, and flight simulators; (2) ATS providers responsible for flight information service, and (3) the services responsible for pre-flight information. Page 1 of 97 (d) An AIS provider shall provide 24-hour services for NOTAM origination and issuance in its area of responsibility and for pre-flight information needed in relation to route stages originating at the aerodrome/heliport in its area of responsibility. (e) An AIS provider shall make available to other AIS providers aeronautical data and aeronautical information required by them. (f) An AIS provider shall ensure that procedures are in place to assess and mitigate safety risks to aviation arising from data and information errors. (g) An AIS provider shall clearly indicate that aeronautical data and aeronautical information provided for and on behalf of a Member State are provided under the authority of that Member State, irrespective of the format in which it is provided. SECTION 2 — DATA QUALITY MANAGEMENT AIS.OR.200 General An AIS provider shall ensure that: (a) aeronautical data and aeronautical information are provided in accordance with the specifications laid down in the aeronautical data catalogue, specified in Appendix 1 to Annex III (Part-ATM/ANS.OR) to this Regulation; (b) data quality is maintained; and (c) automation is applied to enable the processing and exchange of digital aeronautical data. AIS.OR.205 Formal arrangements An AIS provider shall ensure that formal arrangements are established with: (a) all parties transmitting data to them; and (b) other AIS providers, when exchanging aeronautical data and aeronautical information with them. AIS.OR.210 Exchange of aeronautical data and aeronautical information An AIS provider shall ensure that: (a) the format of aeronautical data is based on an aeronautical information exchange model designed to be globally interoperable; and (b) aeronautical data is exchanged through electronic means. AIS.OR.215 Tools and software An AIS provider shall ensure that tools and software used to support or automate aeronautical data and aeronautical information processes perform their functions without adversely impacting on the quality of aeronautical data and aeronautical information. Page 2 of 97 AIS.OR.220 Validation and verification An AIS provider shall ensure that verification and validation techniques are employed so that the aeronautical data meets the associated data quality requirements (DQRs) specified in AIS.TR.200. AIS.OR.225 Metadata An AIS provider shall collect and preserve metadata. AIS.OR.230 Data error detection and authentication An AIS provider shall ensure that: (a) digital data error detection techniques are used during the transmission and/or storage of aeronautical data in order to support the applicable data integrity levels specified in AIS.TR.200(c); and (b) the transfer of aeronautical data is subject to a suitable authentication process such that recipients are able to confirm that the data or information has been transmitted by an authorised source. AIS.OR.235 Error reporting, measurement, and corrective actions An AIS provider shall ensure that error reporting, measurement and corrective action mechanisms are established and maintained. AIS.OR.240 Data limitations An AIS provider shall identify, in the aeronautical information products, except NOTAM, the aeronautical data and aeronautical information that do not meet the DQRs. AIS.OR.250 Consistency requirement Where aeronautical data or aeronautical information is duplicated in the AIP of more than one Member State, the AIS providers responsible for those AIPs shall establish mechanisms to ensure consistency between the duplicated information. SECTION 3 — AERONAUTICAL INFORMATION PRODUCTS AIS.OR.300 General — Aeronautical information products When providing aeronautical data and aeronautical information in multiple formats, an AIS provider shall ensure that processes are implemented for data and information consistency between those formats. Chapter 1 — Aeronautical information in a standardised presentation AIS.OR.305 Aeronautical information publication (AIP) An AIS provider shall issue an AIP. Page 3 of 97 AIS.OR.310 AIP amendments An AIS provider shall: (a) issue permanent changes to the AIP as AIP amendments; and (b) ensure that the AIP is amended or reissued at such regular intervals as necessary to ensure that the information is complete and up to date. AIS.OR.315 AIP supplements An AIS provider shall: (a) issue, as AIP supplements, temporary changes of long duration — three months or longer — and information of short duration which contains extensive text and/or graphics; (b) regularly provide a checklist of the valid AIP supplements; and (c) publish a new AIP supplement as a replacement when an error occurs in an AIP supplement or when the period of validity of an AIP supplement is changed. AIS.OR.320 Aeronautical information circular (AIC) (a) An AIS provider shall issue as an AIC the following: (1) a long-term forecast of any major change in legislation, regulations, procedures or facilities; or (2) information of a purely explanatory or advisory nature which affects flight safety; or (3) information or notification of an explanatory or advisory nature, concerning technical, legislative or purely administrative matters. (b) An AIS provider shall review at least once a year the validity of an AIC in force. AIS.OR.325 Aeronautical charts An AIS provider shall ensure that the following aeronautical charts, where made available: (a) form part of the AIP or are provided separately to recipients of the AIP: (1) aerodrome obstacle chart — Type A; (2) aerodrome/heliport chart; (3) aerodrome ground movement chart; (4) aircraft parking/docking chart; (5) precision approach terrain chart; (6) ATC surveillance minimum altitude chart; (7) area chart; (8) standard arrival chart — instrument (STAR); (9) standard departure chart — instrument (SID); Page 4 of 97  (10) instrument approach chart; (11) visual approach chart; and (12) en-route chart; and (b) are provided as part of the aeronautical information products: (1) aerodrome obstacle chart — Type B; (2) world aeronautical chart 1:1 000 000; (3) world aeronautical chart 1:500 000; (4) aeronautical-navigation chart — small scale; and (5) plotting chart. AIS.OR.330 NOTAM (a) An AIS provider shall: (1) promptly issue a NOTAM whenever the information to be distributed is of a temporary nature and of short duration or when operationally significant permanent changes, or temporary changes of long duration, are made at short notice, except for extensive text and/or graphics; and (2) issue, as a NOTAM, information on the establishment, condition, or change of any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel involved with flight operations; (b) Compliance with AIS.OR.200 shall not inhibit the urgent distribution of aeronautical information necessary to ensure the safety of flight. Chapter 2 — Digital data sets AIS.OR.335 General — Digital data sets (a) If available, an AIS provider shall ensure that digital data is in the form of the following data sets: (1) AIP data set; (2) terrain data set; (3) obstacle data sets; (4) aerodrome mapping data sets; and (5) instrument flight procedure data sets. (b) When made available, terrain data shall be provided in the form of terrain data sets. (c) A checklist of valid data sets shall be regularly provided. Page 5 of 97 AIS.OR.340 Metadata requirements Each data set shall include a minimum set of metadata to be provided to the next user. AIS.OR.345 AIP data set An AIS provider shall ensure that the AIP data set, if available, contains the digital representation of aeronautical information of lasting character, including permanent information and long-duration temporary changes. AIS.OR.350 Terrain and obstacle data — General requirements An AIS provider shall ensure that terrain and obstacle data, if available, are provided in accordance with AIS.TR.350. AIS.OR.355 Terrain data sets An AIS provider shall ensure that terrain data, if available, is provided: (a) for Area 1, as laid down in AIS.TR.350; and (b) for aerodromes to cover: (1) Area 2a or parts thereof, as laid down in AIS.TR.350(b)(1); (2) Areas 2b, 2c and 2d or parts thereof, as laid down in AIS.TR.350(b)(2), (3) and (4), for terrain: (i) within 10 km from the aerodrome reference point (ARP); and (ii) beyond 10 km from the ARP if the terrain penetrates the horizontal plane 120 m above the lowest runway elevation; (3) the take-off flight path area or parts thereof; (4) an area, or parts thereof, bounded by the lateral extent of the aerodrome obstacle limitation surfaces; (5) Area 3 or parts thereof, as laid down in AIS.TR.350(c), for terrain that extends 0.5 m above the horizontal plane, passing through the nearest point on the aerodrome movement area; and (6) Area 4 or parts thereof, as laid down in AIS.TR.350(d), for all runways where precision approach Category II or III operations have been established and where detailed terrain information is required by operators to enable them to assess the effect of terrain on decision height determination by use of radio altimeters. AIS.OR.360 Obstacle data sets An AIS provider shall ensure that obstacle data, if available, is provided: (a) for obstacles in Area 1 whose height is 100 m or higher above ground; (b) for aerodromes, for all obstacles within Area 2 that are assessed as being a hazard to air navigation; and Page 6 of 97 (c) for aerodromes, to cover: (1) Area 2a or parts thereof, for those obstacles that penetrate the relevant obstacle data collection surface; (2) objects in the take-off flight path area or parts thereof, which project above a plane surface having a 1.2 % slope and having a common origin with the take-off flight path area; (3) penetrations of the aerodrome obstacle limitation surfaces or parts thereof; (4) Areas 2b, 2c and 2d, for obstacles that penetrate the relevant obstacle data collection surfaces; (5) Area 3 or parts thereof, for obstacles that penetrate the relevant obstacle data collection surface; and (6) Area 4 or parts thereof, for all runways where precision approach Category II or III operations have been established. AIS.OR.365 Aerodrome mapping data sets An AIS provider shall ensure that aerodrome mapping data sets, if available, are provided in accordance with AIS.TR.365. AIS.OR.370 Instrument flight procedure data sets An AIS provider shall ensure that instrument flight procedure data sets, if available, are provided in accordance with AIS.TR.370. SECTION 4 — DISTRIBUTION AND PRE-FLIGHT INFORMATION SERVICES AIS.OR.400 Distribution services An AIS provider shall: (a) distribute available aeronautical information products to those users who request them; (b) make available the AIP, AIP amendments, AIP supplements, NOTAM and AIC by the most expeditious means; (c) ensure that NOTAM are distributed through the aeronautical fixed service (AFS), whenever practicable; (d) ensure that international exchange of NOTAM takes place only as mutually agreed between the international NOTAM offices and multinational NOTAM processing units concerned; and (e) arrange, as necessary, the issuance and receipt of NOTAM distributed by telecommunication to satisfy operational requirements. AIS.OR.405 Pre-flight information services An AIS provider shall ensure that: Page 7 of 97 (a) for any aerodrome/heliport, aeronautical information relative to the route stages originating at the aerodrome/heliport is made available to flight operations personnel, including flight crew and services responsible for pre-flight information; and (b) aeronautical information provided for pre-flight planning purposes includes information of operational significance from the elements of the aeronautical information products. SECTION 5 — AERONAUTICAL INFORMATION PRODUCTS UPDATES AIS.OR.500 General — Aeronautical information products updates An AIS provider shall ensure that aeronautical data and aeronautical information are amended or reissued to keep them up to date. AIS.OR.505 Aeronautical information regulation and control (AIRAC) (a) An AIS provider shall ensure that information concerning the circumstances listed in AIS.TR.505(a) is distributed under the AIRAC system. (b) An AIS provider shall ensure that: (1) the information notified under the AIRAC system is not changed further for at least another 28 days after the AIRAC effective date unless the circumstance notified is of a temporary nature and would not persist for the full period; (2) the information provided under the AIRAC system is distributed/made available so as to reach recipients at least 28 days in advance of the AIRAC effective date; and (3) implementation dates other than the AIRAC effective dates are not used for pre-planned operationally significant changes requiring cartographic work and/or for updating of navigation databases. AIS.OR.510 NOTAM An AIS provider shall: (a) ensure that NOTAM are provided in accordance with AIS.TR.510; and (b) provide a ‘trigger NOTAM’, as laid down in AIS.TR.510(f), when an AIP amendment or an AIP supplement is published in accordance with AIRAC procedures. AIS.OR.515 Data set updates An AIS provider shall: (a) amend or reissue data sets at such regular intervals as may be necessary to keep them up to date; and (b) issue permanent changes and temporary changes of long duration — three months or longer — made available as digital data in the form of a complete data set and/or a subset that includes only the differences from the previously issued complete data set. Page 8 of 97  SECTION 6 — PERSONNEL REQUIREMENTS AIS.OR.600 General requirements In addition to ATM/ANS.OR.B.005(a)(6), the AIS provider shall ensure that personnel responsible for the provision of aeronautical data and aeronautical information is: (a) made aware of, and applies: (1) the requirements or aeronautical information products and services, as specified in Sections 2 to 5; and (2) the update cycles applicable to the issuing of AIP amendments and AIP supplements for the areas for which they provide aeronautical data or aeronautical information; and (b) adequately trained, competent and authorised for the job they are required to do. SUBPART B — ADDITIONAL TECHNICAL REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (AIS.TR) SECTION 2 — DATA QUALITY MANAGEMENT AIS.TR.200 General (a) The accuracy of aeronautical data shall be as specified in the aeronautical data catalogue (hereinafter referred to as the ‘data catalogue’), specified in Appendix 1 to Annex III (Part-ATM/ANS.OR) to this Regulation. (b) The resolution of aeronautical data shall be commensurate with the actual data accuracy. (c) The integrity of aeronautical data shall be maintained. Based on the integrity classification specified in the data catalogue, procedures shall be put in place so that: (1) for routine data, corruption is avoided throughout the processing of the data; (2) for essential data, corruption does not occur at any stage of the entire process and additional processes are included, as needed, to address potential risks in the overall system architecture to further assure data integrity at this level; and (3) for critical data, corruption does not occur at any stage of the entire process and additional integrity assurance processes are included to fully mitigate the effects of faults identified by thorough analysis of the overall system architecture as potential data integrity risks. (d) The traceability of aeronautical data shall be ensured. (e) The timeliness of the aeronautical data shall be ensured, including any limits on the effective period of the data. (f) The completeness of the aeronautical data shall be ensured. (g) The format of the delivered data shall meet the specified requirements. Page 9 of 97 AIS.TR.210 Exchange of aeronautical data and aeronautical information Except for terrain data, the exchange format of aeronautical data shall: (a) enable the exchange of data for both individual features and feature collections; (b) enable the exchange of baseline information as a result of permanent changes; and (c) be structured in accordance with the subjects and properties of the aeronautical data catalogue, and be documented through a mapping between the exchange format and the aeronautical data catalogue. AIS.TR.220 Validation and verification (a) The verification shall ensure that: (1) the aeronautical data was received without corruption; (2) the aeronautical data process does not introduce corruption. (b) Aeronautical data and aeronautical information entered manually shall be subject to independent verification to identify any errors that may have been introduced. AIS.TR.225 Metadata The metadata to be collected shall include, as a minimum: (a) the identification of the organisations or entities performing any action of originating, transmitting or manipulating the aeronautical data; (b) the action performed; and (c) the date and time the action was performed. AIS.TR.235 Error reporting, error measurement and corrective actions The error reporting, error measurement and corrective mechanisms shall ensure that: (a) problems identified during origination, production, storage, handling and processing, or those reported by users after publication, are recorded; (b) all problems reported in relation to the aeronautical data and aeronautical information are analysed by the AIS provider and the necessary corrective actions are performed; (c) priority is given to resolution of all errors, inconsistencies and anomalies detected in critical and essential aeronautical data; (d) affected users are warned of errors by the most effective means, taking into account the integrity level of the aeronautical data and aeronautical information; and (e) error feedback is facilitated and encouraged. AIS.TR.240 Data limitations The identification of data not meeting the DQRs shall be made with an annotation or by explicitly providing the quality value. Page 10 of 97  SECTION 3 — AERONAUTICAL INFORMATION PRODUCTS AIS.TR.300 General — Aeronautical information products (a) Aeronautical information products intended for distribution shall include English text for those parts expressed in plain language, except those products intended to be distributed solely within a Member State. (b) Place names shall be spelt in conformity with local usage and transliterated, when necessary, into the International Organization for Standardization (ISO) basic Latin alphabet. (c) International Civil Aviation Organization (ICAO) abbreviations shall be used in the aeronautical information products whenever they are appropriate. Chapter 1 — Aeronautical information in a standardised presentation AIS.TR.305 Aeronautical information publication (AIP) (a) The AIP, AIP amendments and AIP supplements shall be provided as an ‘electronic AIP’ (eAIP) and/or on paper. (b) The AIP shall include: (1) a statement of the competent authority responsible for the air navigation facilities, services or procedures covered by the AIP; (2) the general conditions under which the services or facilities are available for use; (3) a list of significant differences between the regulations and practices of the Member State and the related ICAO Standards and Recommended Practices (SAPRs) and Procedures; and (4) the choice made by a Member State in each significant case where an alternative course of action is provided for in the ICAO SARPs and procedures. (c) The AIP shall contain information related to, and arranged under, the subject headings listed in Appendix 1 to this Annex. (d) The issuing Member State and AIS provider shall be clearly indicated. (e) When two or more Member States jointly provide an AIP, they shall be clearly indicated. (f) Each AIP shall be self-contained and include a table of contents. (g) An AIP shall be organised in three parts (GEN, ENR and AD), sections and subsections, except when the AIP, or a volume of the AIP, is designed to facilitate operational use in- flight, in which case the precise format and arrangement may be left to the discretion of the Member State provided that an adequate table of contents is included. (h) Each AIP shall be dated. (i) The date, consisting of the day, month (by name), and year, shall be the publication date and/or the effective date (AIRAC) of the information. Page 11 of 97 (j) When describing periods of activity, availability or operation, the applicable days and times shall be specified. (k) Each AIP issued as a printed volume and each page of an AIP issued in a loose-leaf form shall be annotated to clearly indicate: (1) the identity of the AIP; (2) the territory covered and its subdivisions, when necessary; (3) the identification of the issuing Member State and producing organisation (authority); and (4) page numbers/chart titles. (l) Any amendment to the printed volume of the AIP shall be made using replacement sheets. AIS.TR.310 AIP amendments (a) Any operationally significant changes to the AIP, in accordance with AIS.OR.505, shall be issued under AIRAC and clearly identified as such. (b) Each AIP amendment shall be allocated a serial number, which shall be consecutive. (c) When an AIP amendment is issued, it shall include references to the serial number of the NOTAM which have been incorporated into the amendment. (d) The most current update cycles applicable to AIP amendments shall be made publicly available. (e) Recourse to hand amendments/annotations shall be kept to a minimum; the normal method of amendment shall be by reissuing or by replacement of pages. (f) Each AIP amendment shall: (1) include a checklist with the current dates and numbers of each loose-leaf page in the AIP; and (2) provide a recapitulation of any outstanding hand amendments. (g) New or revised information shall be identified by an annotation against it in the margin. (h) Each AIP amendment page, including the cover sheet, shall contain a publication date and, when applicable, an effective date. (i) The regular intervals between the AIP amendments shall be specified in Part 1 — General (GEN) of the AIP. AIS.TR.315 AIP supplements (a) The AIP supplement issued in printed form shall be provided by means of distinctive pages. (b) The most current update cycles applicable to AIP supplements shall be made publicly available. Page 12 of 97 (c) Each AIP supplement shall be allocated a serial number which shall be consecutive and based on the calendar year. (d) Whenever an AIP supplement is issued as a replacement of a NOTAM, a reference to the series and number of the NOTAM shall be included. (e) A checklist of valid AIP supplements shall be issued at intervals of not more than one month, as part of the checklist of NOTAM and also with distribution as for the AIP supplements. (f) Each AIP supplement page shall have a publication date. Each AIRAC AIP supplement page shall have both a publication and an effective date. AIS.TR.320 Aeronautical information circular (AIC) (a) The AIC shall be provided as an electronic document and/or on paper. (b) The AIC shall be provided whenever it is desirable to promulgate: (1) forecasts of important changes in the air navigation procedures, services and facilities; (2) forecasts of implementation of new navigational systems; (3) significant information derived from aircraft accident/incident investigation which has a bearing on flight safety; (4) information on regulations related to the safeguarding of civil aviation against acts of unlawful interference that jeopardise the security of civil aviation; (5) advice on medical matters of special interest to pilots; (6) warnings to pilots concerning the avoidance of physical hazards; (7) information on the effect of certain weather phenomena on aircraft operations; (8) information on new hazards affecting aircraft handling techniques; (9) information on regulations related to the carriage of restricted articles by air; (10) references to the requirements of national and EU legislation and to the publication of changes therein; (11) information on aircrew licensing arrangements; (12) information on training of aviation personnel; (13) information on the implementation of, or exemption from, requirements in national and EU legislation; (14) advice on the use and maintenance of specific types of equipment; (15) the actual or planned availability of new or revised editions of aeronautical charts; (16) information on the carriage of communication equipment; (17) explanatory information related to noise abatement; Page 13 of 97  (18) selected airworthiness directives; (19) information on changes in NOTAM series or distribution, new editions of AIP or major changes in their content, coverage or format; (20) advance information on the snow plan; and (21) other information of a similar nature. (c) The AIC shall not be used for information that qualifies for inclusion in AIP or NOTAM. (d) The snow plan issued under AD 1.2.2 of the AIP shall be supplemented by seasonal information to be issued well in advance of the beginning of each winter — not less than one month before the normal onset of winter conditions. (e) When the AIC is selected by the originating Member State for distribution beyond its territory, it shall have the same distribution as the AIP. (f) Each AIC shall be allocated a serial number which shall be consecutive and based on the calendar year. (g) In the event that an AIC is provided in more than one series, each series shall be separately identified by a letter. (h) A checklist of AIC currently in force shall be issued at least once a year, with distribution as for the AIC. (i) A checklist of AIC provided beyond the territory of a Member State shall be included in the NOTAM checklist. AIS.TR.330 NOTAM (a) A NOTAM shall be issued when it is necessary to provide the following information: (1) establishment of, closure of, or significant changes in the operation of aerodromes or heliports or runways; (2) establishment of, withdrawal of, and significant changes in, the operation of aeronautical services; (3) establishment of, withdrawal of, and significant changes in, the operational capability of radio navigation and air-ground communication services; (4) unavailability of backup and secondary systems, having a direct operational impact; (5) establishment of, withdrawal of, or significant changes to, visual aids; (6) interruption of, or return to operation of, major components of aerodrome lighting systems; (7) establishment of, withdrawal of, or significant changes to, procedures for air navigation services; (8) occurrence or correction of major defects or impediments in the manoeuvring area; (9) changes to, and limitations on, the availability of fuel, oil and oxygen; Page 14 of 97  (10) major changes to search and rescue (SAR) facilities and services available; (11) establishment of, withdrawal of, or return to, operation of hazard beacons marking obstacles to air navigation; (12) changes in regulations applicable in the Member State(s) concerned; (13) operational directives requiring immediate action or changes thereto; (14) presence of hazards that affect air navigation; (15) planned laser emissions, laser displays and search lights if pilots’ night vision is likely to be impaired; (16) erecting or removal of, or changes to, obstacles to air navigation in the take-off/climb, missed approach, approach areas as well as on the runway strip; (17) establishment or discontinuance of, including activation or deactivation, as applicable, or changes in, the status of prohibited, restricted or danger areas; (18) establishment or discontinuance of areas or routes, or portions thereof, where the possibility of interception exists and where the maintenance of guard on the very high frequency (VHF) emergency frequency 121.5 MHz is required; (19) allocation, cancellation or change of location indicators; (20) changes in aerodrome/heliport rescue and firefighting (RFF) category; (21) presence of, removal of, or significant changes in, hazardous conditions due to snow, slush, ice, radioactive material, toxic chemicals, volcanic ash deposition or water on the movement area; (22) outbreaks of epidemics necessitating changes in notified requirements for inoculations and quarantine measures; (23) forecasts of solar cosmic radiation, where provided; (24) an operationally significant change in volcanic activity, the location, date and time of volcanic eruptions and/or the horizontal and vertical extent of a volcanic ash cloud, including direction of movement, flight levels and routes or portions of routes that could be affected; (25) release into the atmosphere of radioactive materials or toxic chemicals following a nuclear or chemical incident, the location, date and time of the incident, the flight levels and routes, or portions thereof, that could be affected, as well as the direction of movement; (26) establishment of operations of humanitarian relief missions, together with procedures and/or limitations that affect air navigation; (27) implementation of short-term contingency measures in cases of disruption, or partial disruption, of ATS and related supporting services; and (28) specific loss of integrity of satellite-based navigation systems. (b) A NOTAM shall not be issued to provide the following information: Page 15 of 97  (1) routine maintenance work on aprons and taxiways that does not affect the safe movement of aircraft; (2) runway marking work when aircraft operations can safely be conducted on other available runways or when the equipment used can be removed, when necessary; (3) temporary obstructions in the vicinity of aerodromes/heliports that do not affect the safe operation of aircraft; (4) partial failure of aerodrome/heliport lighting facilities where such failure does not directly affect aircraft operations; (5) partial temporary failure of air-ground communications when suitable alternative frequencies are available and are operative; (6) lack of apron marshalling services, road traffic closures, limitations and control; (7) the unserviceability of location, destination or other instruction signs on the aerodrome movement area; (8) parachuting when in uncontrolled airspace under visual flight rules (VFR), nor when in controlled airspace at promulgated sites or within danger or prohibited areas; (9) training activities performed by ground units; (10) unavailability of backup and secondary systems if these do not have an operational impact; (11) limitations to airport facilities or general services, with no operational impact; (12) national regulations not affecting general aviation; (13) announcements or warnings about possible/potential limitations, with no operational impact; (14) general reminders on already published information; (15) availability of equipment for ground units, without information on the operational impact on airspace and facility users; (16) information about laser emissions with no operational impact and about fireworks below the minimum flying heights; (17) closure of parts of the movement area in connection with locally coordinated, planned work of duration of less than one hour; (18) closure, changes, unavailability in the operation of aerodrome(s)/heliport(s) other than in the aerodrome(s)/heliport(s) operation hours; and (19) other non-operational information of a similar temporary nature. (c) Except as provided for in AIS.TR.330(f) and AIS.TR.330(g), each NOTAM shall contain the information in the order shown in the NOTAM format of Appendix 2 to this Annex. Page 16 of 97 (d) NOTAM text shall be composed of the significations/uniform abbreviated phraseology assigned to the ICAO NOTAM Code, complemented by ICAO abbreviations, indicators, identifiers, designators, call signs, frequencies, figures and plain language. (e) All NOTAM shall be issued in English language. If necessary for domestic users, NOTAM may additionally be issued in national language. (f) Information concerning snow, slush, ice, frost, standing water or water associated with snow, slush, ice or frost on the movement area shall be disseminated by means of SNOWTAM and shall contain the information in the order shown in the SNOWTAM format of Appendix 3a to this Annex. (g) Information concerning an operationally significant change to volcanic activity, volcanic eruption and/or volcanic ash cloud shall, when reported by means of an ASHTAM, contain the information in the order shown in the ASHTAM format of Appendix 4 to this Annex. (h) When errors occur in a NOTAM, a NOTAM with a new number shall be issued to replace the erroneous NOTAM or the erroneous NOTAM shall be cancelled and a new NOTAM shall be issued. (i) When a NOTAM is issued that cancels or replaces a previous NOTAM: (1) the series and number/year of the previous NOTAM shall be indicated; and (2) the series, location indicator and subject of both NOTAM shall be the same. (j) Only one NOTAM shall be cancelled or replaced by a NOTAM. (k) Each NOTAM shall deal with only one subject and one condition of the subject. (l) Each NOTAM shall be as brief as possible and compiled so that its meaning is clear without the need to refer to another document. (m) A NOTAM containing permanent or temporary information of long duration shall include appropriate references to the AIP or AIP supplement. (n) Location indicators included in the text of a NOTAM shall be those contained in ICAO Doc 7910 ‘Location Indicators’. A curtailed form of such indicators shall not be used. Where no ICAO location indicator is assigned to the location, its place name shall be entered in plain language. (o) A series identified by a letter and a four-digit number followed by a stroke and a two-digit number for the year shall be allocated to each NOTAM. The four-digit number shall be consecutive and based on the calendar year. (p) All NOTAM shall be divided in series based on subject, traffic or location or a combination thereof, depending on end-user needs. NOTAM for aerodromes allowing international air traffic shall be issued in international NOTAM series. (q) If NOTAM are issued in both English and national language, the NOTAM series shall be organised so that the national language series are equivalent to the English language series in terms of content and numbering. Page 17 of 97 (r) The content and geographical coverage of each NOTAM series shall be stated in detail in the AIP, GEN 3. (s) A checklist of valid NOTAM shall be regularly provided. (t) One checklist NOTAM shall be issued for each series. (u) A checklist NOTAM shall also refer to the latest AIP amendments, AIP supplements, data sets and, at least, to distributed AIC. (v) A checklist NOTAM shall have the same distribution as the actual message series to which it refers and shall be clearly identified as a checklist. (w) Series allocation shall be monitored and, if required, appropriate measures shall be taken to assure that no series reaches the maximum possible number of issued NOTAM before the end of a calendar year. Chapter 2 — Digital data sets AIS.TR.335 General— Digital data sets (a) A standard for geographic information shall be used as a reference framework. (b) A description of each available data set shall be provided in the form of a data product specification. (c) A checklist of the available data sets, including their effective and publication dates, shall be made available to users to ensure that current data is being used. (d) The checklist of data sets shall be made available through the same distribution mechanism as the one used for the data sets. AIS.TR.340 Metadata requirements The minimum metadata for each data set shall include: (a) the name of the organisations or entities providing the data set; (b) the date and time when the data set was provided; (c) the validity of the data set; and (d) any limitations on the use of the data set. Page 18 of 97 AIS.TR.345 AIP data set (a) The AIP data set shall include data about the following subjects, including the properties indicated, if applicable: Data subjects Associated properties as a minimum ATS airspace Type, name, lateral limits, vertical limits, class of airspace Special activity airspace Type, name, lateral limits, vertical limits, restriction, activation Route Identifier prefix, flight rules, designator Route segment Navigation specification, start point, end point, track, distance, upper limit, lower limit, minimum en-route altitude (MEA), minimum obstacle clearance altitude (MOCA), direction of cruising level, reverse direction of cruising level, required navigation performance Waypoint — en-route Reporting requirement, identification, location, formation Aerodrome/heliport Location indicator, name, International Air Transport Association (IATA) designator, served city, certification date, certification expiration date, if applicable, control type, field elevation, reference temperature, magnetic variation, airport reference point Runway Designator, nominal length, nominal width, surface type, strength Runway direction Designator, true bearing, threshold, take-off run available (TORA), take-off distance available (TODA), accelerate-stop distance available (ASDA), landing distance available (LDA), rejected TODA (for helicopters) Final approach and take-off area (FATO) Designation, length, width, threshold point Touchdown and lift-off area (TLOF) Designator, centre point, length, width, surface type Radio navigation aid Type identification, name, aerodrome served, hours of operation, magnetic variation, frequency/channel, position, elevation, magnetic bearing, true bearing, zero bearing direction (b) When a property is not defined for a particular occurrence of the subjects listed in (a), the AIP data subset shall include an explicit indication: ‘not applicable’. Page 19 of 97 AIS.TR.350 Terrain and obstacle data — General requirements The coverage areas for sets of terrain and obstacle data shall be specified as: (a) Area 1: the entire territory of a Member State; (b) Area 2: within the vicinity of an aerodrome, subdivided as follows: (1) Area 2a: a rectangular area around a runway which comprises the runway strip plus any clearway that exists; (2) Area 2b: an area extending from the ends of Area 2a in the direction of departure, with a length of 10 km and a splay of 15 % to each side; (3) Area 2c: an area extending outside Areas 2a and 2b at a distance of not more than 10 km from the boundary of Area 2a; and (4) Area 2d: an area outside Areas 2a, 2b and 2c up to a distance of 45 km from the aerodrome reference point, or to an existing terminal manoeuvring area (TMA) boundary, whichever is nearer; (c) Area 3: the area bordering an aerodrome movement area which extends horizontally from the edge of a runway to 90 m from the runway centre line and 50 m from the edge of all other parts of the aerodrome movement area; and (d) Area 4: the area extending 900 m prior to the runway threshold and 60 m to each side of the extended runway centre line in the direction of the approach on a precision approach runway, Category II or III. AIS.TR.355 Terrain data sets When terrain data sets are provided in accordance with AIS.OR.355: (a) terrain data sets shall contain the digital representation of the terrain surface in the form of continuous elevation values at all intersections of a defined grid, referenced to a common datum; (b) a terrain grid shall be angular or linear and shall be of a regular or irregular shape; (c) terrain data sets shall include spatial (position and elevation), thematic, and temporal aspects of the surface of the Earth, containing naturally occurring features, excluding obstacles; (d) only one feature type, i.e. terrain, shall be provided; (e) the following terrain feature attributes shall be recorded in the terrain data set: (1) area of coverage; (2) data originator identifier; (3) data source identifier; (4) acquisition method; (5) post spacing; Page 20 of 97  (6) horizontal reference system; (7) horizontal resolution; (8) horizontal accuracy; (9) horizontal confidence level; (10) horizontal position; (11) elevation; (12) elevation reference; (13) vertical reference system; (14) vertical resolution; (15) vertical accuracy; (16) vertical confidence level; (17) recorded surface; (18) integrity; (19) date and time stamp; and (20) unit of measurement used; (f) Within the area covered by a 10-km radius from the ARP, terrain data shall comply with the Area 2 numerical requirements; (g) in the area between 10 km and the TMA boundary or a 45-km radius, whichever is smaller, data on terrain that penetrates the horizontal plane 120 m above the lowest runway elevation shall comply with the Area-2 numerical requirements; (h) in the area between 10 km and the TMA boundary or a 45-km radius, whichever is smaller, data on terrain that does not penetrate the horizontal plane 120 m above the lowest runway elevation shall comply with the Area-1 numerical requirements; and (i) in those portions of Area 2 where flight operations are prohibited due to very high terrain or other local restrictions and/or regulations, terrain data shall comply with the Area-1 numerical requirements. Page 21 of 97  Terrain data collection surfaces — Area 1 and Area 2 AIS.TR.360 Obstacle data sets When obstacle data sets are provided in accordance with AIS.OR.360: (a) obstacle data elements are features that shall be represented in the data sets by points, lines or polygons; (b) all defined obstacle feature types shall be provided and each of them shall be described according to the following list of attributes: (1) area of coverage; (2) data originator identifier; (3) data source identifier; (4) obstacle identifier; (5) horizontal accuracy; (6) horizontal confidence level; (7) horizontal position; (8) horizontal resolution; (9) horizontal extent; (10) horizontal reference system; (11) elevation; (12) vertical accuracy; (13) vertical confidence level; Page 22 of 97  (14) vertical resolution; (15) vertical reference system; (16) obstacle type; (17) geometry type; (18) integrity; (19) date and time stamp; (20) unit of measurement used; (21) lighting; and (22) marking; (c) obstacle data for Areas 2 and 3 shall be collected in accordance with the following obstacle collection surfaces: (1) the Area 2a obstacle collection surface has a height of 3 m above the nearest runway elevation measured along the runway centre line, and for those portions related to a clearway, if one exists, at the elevation of the nearest runway end; (2) the Area 2b obstacle collection surface has a 1.2% slope extending from the ends of Area 2a at the elevation of the runway end in the direction of departure, with a length of 10 km and a splay of 15% to each side; obstacles less than 3 m in height above the ground need not be collected; (3) the Area 2c obstacle collection surface has a 1.2 % slope extending outside Areas 2a and 2b at a distance of not more than 10 km from the boundary of Area 2a; the initial elevation of Area 2c shall be the elevation of the point of Area 2a at which it commences; obstacles less than 15 m in height above the ground need not be collected; (4) the Area 2d obstacle collection surface has a height of 100 m above the ground; and (5) the Area 3 obstacle collection surface extends 0.5 m above the horizontal plane passing through the nearest point on the aerodrome movement area; (d) in those portions of Area 2 where flight operations are prohibited due to very high terrain or other local restrictions and/or regulations, obstacle data shall be collected and recorded in accordance with the Area 1 numerical requirements; (e) the obstacle data product specification, supported by geographical coordinates for each aerodrome included within the dataset, shall describe the following areas: (1) Areas 2a, 2b, 2c and 2d; (2) the take-off flight path area; and (3) the obstacle limitation surfaces; (f) obstacle data sets shall contain the digital representation of the vertical and horizontal extent of the obstacles; and Page 23 of 97 (g) obstacles shall not be included in terrain data sets. B AREA 1 Area 2d TMA max to 45 km Flight operations prohibited 45 Area 2c k m Area 2a A CWY CWY Area 2b Area 2b A ARP 10 km Area 2c TMA Section A-A B 100 m Obstacle data collection surface 3m 1.2 % % 100 m 1 .2 3m 3m CWY CWY Section B-B ARP 100 m Obstacle data collection surface 1.2 % % 1.2 100 m 15 m 3m 15 m ARP Obstacle data collection surfaces — Area 1 and Area 2 AIS.TR.365 Aerodrome mapping data sets (a) Aerodrome mapping data sets shall contain the digital representation of aerodrome features. (b) ISO standards for geographic information shall be used as a reference framework. (c) Aerodrome mapping data products shall be described following the relevant data product specification standard. (d) The content and structure of aerodrome mapping data sets shall be defined in terms of an application schema and a feature catalogue. AIS.TR.370 Instrument flight procedure data sets (a) Instrument flight procedure data sets shall contain the digital representation of instrument flight procedures. (b) The instrument flight procedure data sets shall include data about the following subjects, including all of their properties: (1) procedure; (2) procedure segment; Page 24 of 97  (3) final approach segment; (4) procedure fix; (5) procedure holding; and (6) helicopter procedure specifics. SECTION 4 — DISTRIBUTION AND PREFLIGHT INFORMATION SERVICES AIS.TR.400 Distribution services (a) A predetermined distribution system for NOTAM transmitted on the AFS shall be used whenever possible. (b) Distribution of NOTAM series other than those distributed internationally shall be granted upon request. (c) NOTAM shall be prepared in conformity with ICAO communication procedures laid down in ICAO Annex 10, Volume II. (d) Each NOTAM shall be transmitted as a single telecommunication message. (e) The exchange of ASHTAM beyond the territory of a Member State, and NOTAM where Member States use NOTAM for distribution of information on volcanic activity, shall include volcanic ash advisory centres and the world area forecast centres, and take account of the requirements of long-range operations. AIS.TR.405 Pre-flight information services (a) Automated pre-flight information systems shall be used to make aeronautical data and aeronautical information available to operations personnel, including flight crew members, for self-briefing, flight planning and flight information service purposes. (b) The human machine interface of the pre-flight information services facilities shall ensure easy access to all relevant information/data in a guided manner. (c) Self-briefing facilities of an automated pre-flight information system shall provide access, as necessary, to the aeronautical information service for consultation by telephone or other suitable telecommunication means. (d) Automated pre-flight information systems for the supply of aeronautical data and aeronautical information for self-briefing, flight planning and flight information service shall: (1) provide for continuous and timely updating of the system database and monitoring of the validity and quality of the aeronautical data stored; (2) permit access to the system by operations personnel, including flight crew members, aeronautical personnel concerned and other aeronautical users, through suitable telecommunications means; Page 25 of 97  (3) ensure the provision of the aeronautical data and aeronautical information accessed, in paper form, as required; (4) use access and interrogation procedures based on abbreviated plain language and ICAO location indicators laid down in ICAO Doc 7910, as appropriate, or based on a menu-driven user interface or other appropriate mechanism; and (5) provide a timely response to a user request for information. (e) All NOTAM shall be made available for briefing by default, and content reduction shall be at user’s discretion. SECTION 5 — AERONAUTICAL INFORMATION PRODUCTS UPDATES AIS.TR.500 General — Aeronautical information products updates The same AIRAC cycle update shall be applied to the AIP amendments, AIP supplements, AIP data set and the instrument flight procedure data sets in order to ensure consistency of the data items that appear in multiple aeronautical information products. AIS.TR.505 AIRAC (a) Information concerning the following circumstances shall be distributed under the AIRAC system: (1) horizontal and vertical limits, regulations and procedures applicable to: (i) flight information regions (FIRs); (ii) control areas (CTAs); (iii) control zones; (iv) advisory areas; (v) ATS routes; (vi) permanent danger, prohibited and restricted areas (including type and periods of activity, when known) and air defence identification zones (ADIZs); and (vii) permanent areas or routes, or portions thereof, where the possibility of interception exists; (2) positions, frequencies, call signs, identifiers, known irregularities and maintenance periods of radio navigation aids, and communication and surveillance facilities; (3) holding and approach procedures, arrival and departure procedures, noise abatement procedures and any other pertinent ATS procedures; (4) transition levels, transition altitudes and minimum sector altitudes; (5) meteorological facilities (including broadcasts) and procedures; (6) runways and stopways; (7) taxiways and aprons; Page 26 of 97  (8) aerodrome ground operating procedures (including low-visibility procedures); (9) approach and runway lighting; and (10) aerodrome operating minima, if published by a Member State. (b) Special arrangements shall be made whenever major changes are planned and where advance notice is desirable and practicable. (c) When information has not been submitted by the AIRAC date, a NIL notification shall be distributed through a NOTAM or other suitable means, not later than one cycle before the AIRAC effective date concerned. AIS.TR.510 NOTAM (a) NOTAM shall be published with sufficient lead time for the affected parties to take any required action, except in the case of unserviceability, volcanic activity, release of radioactive material, toxic chemicals and other events that cannot be foreseen. (b) NOTAM notifying unserviceability of aids to air navigation, facilities or communication services shall provide an estimate of the unserviceability period or of the time at which restoration of service is expected. (c) Within three months from the issuing of a permanent NOTAM, the information contained in the NOTAM shall be included in the aeronautical information products affected. (d) Within three months from the issuing of a temporary NOTAM of long duration, the information contained in the NOTAM shall be included in an AIP supplement. (e) When a NOTAM with an estimated end of validity unexpectedly exceeds the three-month period, a replacement NOTAM shall be issued unless the condition is expected to last for a further period of more than three months; in that case, an AIP supplement shall be issued. (f) A ‘trigger NOTAM’ shall briefly describe the content, the effective date and time, as well as the reference number of the amendment, or supplement. (g) A ‘trigger NOTAM’ shall come into force on the same effective date and time as the AIP amendment or supplement. (h) In case of an AIP amendment, a ‘trigger NOTAM’ shall remain valid for a period of 14 days. (i) In case of an AIP supplement that is valid for less than 14 days, the ‘trigger NOTAM’ shall remain valid for the complete validity period of the AIP supplement. (j) In case of an AIP supplement that is valid for 14 days or more, the ‘trigger NOTAM’ shall remain valid for at least 14 days. AIS.TR.515 Data set updates (a) The update interval for the AIP data set and the instrument flight procedure data sets shall be specified in the data product specification. Page 27 of 97 (b) Data sets that have been made available in advance, according to the AIRAC cycle, shall be updated with the non-AIRAC changes that occurred between the publication and the effective date. Page 28 of 97  Appendix 1 CONTENTS OF THE AERONAUTICAL INFORMATION PUBLICATION (AIP) PART 1 — GENERAL (GEN) When the AIP is produced as one volume, the preface, record of AIP Amendments, record of AIP Supplements, checklist of AIP pages and list of current hand amendments appear only in Part 1 — GEN, and the annotation “not applicable” shall be entered against each of these subsections in Parts 2 and 3. If an AIP is produced and made available in more than one volume with each having a separate amendment and supplement service, a separate preface, record of AIP Amendments, record of AIP Supplements, checklist of AIP pages and list of current hand amendments shall be included in each volume. GEN 0.1 Preface Brief description of the AIP, including: 1) name of the publishing authority; 2) applicable ICAO documents; 3) publication media (i.e. printed, online or other electronic media); 4) the AIP structure and established regular amendment interval; 5) copyright policy, if applicable; and 6) service to contact in case of detected AIP errors or omissions. GEN 0.2 Record of AIP Amendments A record of AIP Amendments and AIRAC AIP Amendments (published in accordance with the AIRAC system) containing: 1) amendment number; 2) publication date; 3) date inserted (for the AIRAC AIP Amendments, effective date); and 4) initials of officer who inserted the amendment. Page 29 of 97  GEN 0.3 Record of AIP Supplements A record of issued AIP Supplements containing: 1) Supplement number; 2) Supplement subject; 3) AIP section(s) affected; 4) period of validity; and 5) cancellation record. GEN 0.4 Checklist of AIP pages A checklist of AIP pages containing: 1) page number/chart title; and 2) publication or effective date (day, month by name and year) of the aeronautical information. GEN 0.5 List of hand amendments to the AIP A list of current hand amendments to the AIP containing: 1) AIP page(s) affected; 2) amendment text; and 3) AIP Amendment number by which a hand amendment was introduced. GEN 0.6 Table of contents to Part 1 A list of sections and subsections contained in Part 1 — General (GEN). GEN 1. NATIONAL REGULATIONS AND REQUIREMENTS GEN 1.1 Designated authorities The addresses of designated authorities concerned with the facilitation of international air navigation (civil aviation, meteorology, customs, immigration, health, en-route and aerodrome/heliport charges, agricultural quarantine and aircraft accident investigation) containing, for each authority: 1) designated authority; 2) name of the authority; Page 30 of 97 3) postal address; 4) telephone number; 5) telefax number; 6) e-mail address; 7) aeronautical fixed service (AFS) address; and 8) website address, if available. GEN 1.2 Entry, transit and departure of aircraft Regulations and requirements for advance notification and applications for permission concerning entry, transit and departure of aircraft on international flights. GEN 1.3 Entry, transit and departure of passengers and crew Regulations (including customs, immigration and quarantine, and requirements for advance notification and applications for permission) concerning entry, transit and departure of non-immigrant passengers and crew. GEN 1.4 Entry, transit and departure of cargo Regulations (including customs, and requirements for advance notification and applications for permission) concerning entry, transit and departure of cargo. GEN 1.5 Aircraft instruments, equipment and flight documents Brief description of aircraft instruments, equipment and flight documents, including: 1) instruments, equipment (including aircraft communication, navigation and surveillance equipment) and flight documents to be carried on aircraft, including any special requirement in addition to the provisions specified in CAT.IDE of Annex IV (Part-CAT) to Regulation (EU) No 965/2012; and 2) emergency locator transmitter (ELT), signalling devices and life-saving equipment as presented in CAT.IDE.A.280 of Annex IV (Part-CAT) and NCC.IDE.A.215 of Annex VI (Part-NCC) to Regulation (EU) No 965/2012, where so determined by regional air navigation meetings, for flights over designated land areas. GEN 1.6 Summary of national regulations and international agreements/conventions A list of titles and references and, where applicable, summaries of national regulations affecting air navigation, together with a list of international agreements/conventions ratified by Member State. Page 31 of 97  GEN 1.7 Differences from ICAO Standards, Recommended Practices and Procedures A list of significant differences between national regulations and practices of the Member State and related ICAO provisions, including: 1) provision affected (Annex and edition number, paragraph); and 2) difference in full text. All significant differences shall be listed under this subsection. All Annexes shall be listed in numerical order even if there is no difference to an ICAO Annex, in which case a NIL notification shall be provided. National differences or the degree of non-application of the regional supplementary procedures (SUPPs) shall be notified immediately following the Annex to which the supplementary procedure relates. GEN 2. TABLES AND CODES GEN 2.1 Measuring system, aircraft markings, holidays GEN 2.1.1 Units of measurement Description of units of measurement used including table of units of measurement. GEN 2.1.2 Temporal reference system Description of the temporal reference system (calendar and time system) employed, together with an indication of whether or not daylight saving hours are employed and how the temporal reference system is presented throughout the AIP. GEN 2.1.3 Horizontal reference system Brief description of the horizontal (geodetic) reference system used, including: 1) name/designation of the reference system; 2) identification and parameters of the projection; 3) identification of the ellipsoid used; 4) identification of the datum used; 5) area(s) of application; and Page 32 of 97 6) an explanation, if applicable, of the asterisk used to identify those coordinates that do not meet ICAO Annex 11 and 14 accuracy requirements. GEN 2.1.4 Vertical reference system Brief description of the vertical reference system used, including: 1) name/designation of the reference system; 2) description of the geoid model used including the parameters required for height transformation between the model used and EGM-96; and 3) an explanation, if applicable, of the asterisk used to identify those elevations/geoid undulations that do not meet ICAO Annex 14 accuracy requirements. GEN 2.1.5 Aircraft nationality and registration marks Indication of aircraft nationality and registration marks adopted by the Member State. GEN 2.1.6 Public holidays A list of public holidays with an indication of services being affected. GEN 2.2 Abbreviations used in AIS publications A list of alphabetically arranged abbreviations and their respective significations used by the Member State in its AIP and in the distribution of aeronautical data and aeronautical information with appropriate annotation for those national abbreviations that are different from those contained in ICAO Document 8400 ‘Procedures for Air Navigation Services — ICAO Abbreviations and Codes (PANS- ABC)’. GEN 2.3 Chart symbols A list of chart symbols arranged according to the chart series where symbols are applied. GEN 2.4 Location indicators A list of alphabetically arranged ICAO location indicators assigned to the locations of aeronautical fixed stations to be used for encoding and decoding purposes. An annotation to locations not connected to the aeronautical fixed service (AFS) shall be provided. Page 33 of 97  GEN 2.5 List of radio navigation aids A list of radio navigation aids arranged alphabetically, containing: 1) identifier; 2) name of the station; 3) type of facility/aid; and 4) indication whether the aid serves en-route (E), aerodrome (A) or dual (AE) purposes. GEN 2.6 Conversion of units of measurement Tables for conversion or, alternatively, conversion formulae between: 1) nautical miles and kilometres and vice versa; 2) feet and metres and vice versa; 3) decimal minutes of arc and seconds of arc and vice versa; and 4) other conversions as appropriate. GEN 2.7 Sunrise/sunset Information on the time of sunrise and sunset including a brief description of criteria used for determination of the times given and either a simple formulae or table from which times may be calculated for any location within its territory/area of responsibility, or an alphabetical list of locations for which the times are given in a table with a reference to the related page in the table and the sunrise/sunset tables for the selected stations/locations, including: 1) station name; 2) ICAO location indicator; 3) geographical coordinates in degrees and minutes; 4) date(s) for which times are given; 5) time for the beginning of morning civil twilight; 6) time for sunrise; 7) time for sunset; and 8) time for the end of evening civil twilight. Page 34 of 97  GEN 3. SERVICES GEN 3.1 Aeronautical information services GEN 3.1.1 Responsible service Description of the aeronautical information service (AIS) provided and its major components, including: 1) service/unit name; 2) postal address; 3) telephone number; 4) telefax number; 5) e-mail address; 6) AFS address; 7) website address, if available; and 8) a statement concerning the provisions on which the service is based and a reference to the AIP location where differences, if any, are listed. GEN 3.1.2 Area of responsibility The area of responsibility for the AIS. GEN 3.1.3 Aeronautical publications Description of the elements of the aeronautical information products, including: 1) AIP and related amendment service; 2) AIP Supplements; 3) AIC; 4) NOTAM and pre-flight information bulletins (PIB); 5) checklists and lists of valid NOTAM; and 6) how they may be obtained. When an AIC is used to promulgate publication prices, that shall be indicated in this section of the AIP. Page 35 of 97  GEN 3.1.4 AIRAC system Brief description of the AIRAC system provided including a table of present and near future AIRAC dates. GEN 3.1.5 Pre-flight information service at aerodromes/heliports A list of aerodromes/heliports at which pre-flight information is routinely available, including an indication of relevant: 1) elements of the aeronautical information products held; 2) maps and charts held; and 3) general area of coverage of such data. GEN 3.1.6 Digital data sets 1) Description of the available data sets, including: a) data set title; b) short description; c) data subjects included; d) geographical scope; and e) if applicable, limitations related to its usage. 2) Contact details of how data sets may be obtained, containing: a) name of the individual, service or organisation responsible; b) street address and e-mail address of the individual, service or organisation responsible; c) telefax number of the individual, service or organisation responsible; d) contact telephone number of the individual, service or organisation responsible; e) hours of service (time period including time zone when contact can be made); f) online information that can be used to contact the individual, service or organisation; and g) supplemental information, if necessary, on how and when to contact the individual, service or organisation. Page 36 of 97  GEN 3.2 Aeronautical charts GEN 3.2.1 Responsible service(s) Description of service(s) responsible for the production of aeronautical charts, including: 1) service name; 2) postal address; 3) telephone number; 4) telefax number; 5) e-mail address; 6) AFS address; 7) website address, if available; and 8) a statement concerning the provisions on which the service is based and a reference to the AIP location where differences from ICAO, if any, are listed. GEN 3.2.2 Maintenance of charts Brief description of how aeronautical charts are revised and amended. GEN 3.2.3 Purchase arrangements Details of how charts may be obtained, containing: 1) service/sales agency(ies); 2) postal address; 3) telephone number; 4) telefax number; 5) e-mail address; 6) AFS address; and 7) website address, if available. GEN 3.2.4 Aeronautical chart series available A list of aeronautical chart series available followed by a general description of each series and an indication of the intended use. Page 37 of 97  GEN 3.2.5 List of aeronautical charts available A list of aeronautical charts available, including: 1) title of series; 2) scale of series; 3) name and/or number of each chart or each sheet in a series; 4) price per sheet; and 5) date of latest revision. GEN 3.2.6 Index to the World Aeronautical Chart (WAC) — ICAO 1:1 000 000 An index chart showing coverage and sheet layout for the WAC 1:1 000 000 produced by a Member State. If an Aeronautical Chart — ICAO 1:500 000 is produced instead of WAC 1:1 000 000, index charts shall be used to indicate coverage and sheet layout for the Aeronautical Chart — ICAO 1:500 000. GEN 3.2.7 Topographical charts Details of how topographical charts may be obtained, containing: 1) name of service/agency(ies); 2) postal address; 3) telephone number; 4) telefax number; 5) e-mail address; 6) AFS address; and 7) website address, if available. GEN 3.2.8 Corrections to charts not contained in the AIP A list of corrections to aeronautical charts not contained in the AIP, or an indication where such information can be obtained. Page 38 of 97  GEN 3.3 Air traffic services (ATS) GEN 3.3.1 Responsible service Description of the air traffic service and its major components, including: 1) service name; 2) postal address; 3) telephone number; 4) telefax number; 5) e-mail address; 6) AFS address; 7) website address, if available; 8) a statement concerning the provisions on which the service is based and a reference to the AIP location where differences from ICAO, if any, are listed; and 9) an indication if service is not H24. GEN 3.3.2 Area of responsibility Brief description of area of responsibility for which ATS are provided. GEN 3.3.3 Types of services Brief description of main types of air traffic services provided. GEN 3.3.4 Coordination between the operator and ATS General conditions under which coordination between the operator and air traffic services is affected. GEN 3.3.5 Minimum flight altitude The criteria used to determine minimum flight altitudes. GEN 3.3.6 ATS units address list A list of ATS units and their addresses arranged alphabetically, containing: 1) unit name; Page 39 of 97 2) postal address; 3) telephone number; 4) telefax number; 5) e-mail address; 6) AFS address; and 7) website address, if available. GEN 3.4 Communication services GEN 3.4.1 Responsible service Description of the service responsible for the provision of telecommunication and navigation facilities, including: 1) service name; 2) postal address; 3) telephone number; 4) telefax number; 5) e-mail address; 6) AFS address; 7) website address, if available; 8) a statement concerning the provisions on which the service is based and a reference to the AIP location where differences from ICAO, if any, are listed; and 9) an indication if service is not H24. GEN 3.4.2 Area of responsibility Brief description of area of responsibility for which telecommunication service is provided. GEN 3.4.3 Types of service Brief description of the main types of service and facilities provided, including: 1) radio navigation services; 2) voice and/or data link services; Page 40 of 97 3) broadcasting service; 4) language(s) used; and 5) an indication of where detailed information can be obtained. GEN 3.4.4 Requirements and conditions Brief description concerning the requirements and conditions under which the communication service is available. GEN 3.4.5 Miscellaneous Any additional information (e.g. selected radio broadcasting stations, telecommunications diagram). GEN 3.5 Meteorological services GEN 3.5.1 Responsible service Brief description of the meteorological service responsible for the provision of meteorological information, including: 1) service name; 2) postal address; 3) telephone number; 4) telefax number; 5) e-mail address; 6) AFS address; 7) website address, if available; 8) a statement concerning the provisions on which the service is based and a reference to the AIP location where differences, if any, are listed; and 9) an indication if service is not H24. GEN 3.5.2 Area of responsibility Brief description of area and/or air routes for which meteorological service is provided. Page 41 of 97  GEN 3.5.3 Meteorological observations and reports Detailed description of the meteorological observations and reports provided for international air navigation, including: 1) name of the station and the ICAO location indicator; 2) type and frequency of observation including an indication of automatic observing equipment; 3) types of meteorological reports and availability of a TREND forecast; 4) specific type of observation system and number of observation sites used to observe and report surface wind, visibility, runway visual range, cloud base, temperature and, where applicable, wind shear (e.g. anemometer at intersection of runways, transmissometers next to touchdown zone, etc.); 5) hours of operation; and 6) indication of aeronautical climatological information available. GEN 3.5.4 Types of services Brief description of the main types of service provided, including details of briefing, consultation, display of meteorological information, flight documentation available for operators and flight crew members, and of the methods and means used for supplying the meteorological information. GEN 3.5.5 Notification required from operators Minimum amount of advance notice required by the meteorological service provider from operators in respect of briefing, consultation and flight documentation and other meteorological information they require or change. GEN 3.5.6 Aircraft reports As necessary, requirements of the meteorological service provider for the making and transmission of aircraft reports. GEN 3.5.7 VOLMET service Description of VOLMET and/or D-VOLMET service, including: 1) name of transmitting station; 2) call sign or identification and abbreviation for the radio communication emission; 3) frequency or frequencies used for broadcast; 4) broadcasting period; 5) hours of service; Page 42 of 97 6) list of aerodromes/heliports for which reports and/or forecasts are included; and 7) reports, forecasts and SIGMET information included and remarks. GEN 3.5.8 SIGMET and AIRMET service Description of the meteorological watch provided within flight information regions or control areas for which air traffic services are provided, including a list of the meteorological watch offices with: 1) name of the meteorological watch office, ICAO location indicator; 2) hours of service; 3) flight information region(s) or control area(s) served; 4) SIGMET validity periods; 5) specific procedures applied to SIGMET information (e.g. for volcanic ash and tropical cyclones); 6) procedures applied to AIRMET information (in accordance with relevant regional air navigation agreements); 7) the ATS unit(s) provided with SIGMET and AIRMET information; and 8) additional information, such as any limitation of service, etc. GEN 3.5.9 Other automated meteorological services Description of available automated services for the provision of meteorological information (e.g. automated pre-flight information service accessible by telephone and/or computer modem) including: 1) service name; 2) information available; 3) areas, routes and aerodromes covered; and 4) telephone and telefax number(s), e-mail address, and, if available, website address. GEN 3.6 Search and rescue (SAR) GEN 3.6.1 Responsible service(s) Brief description of service(s) responsible for the provision of search and rescue (SAR), including: 1) service/unit name; 2) postal address; 3) telephone number; Page 43 of 97 4) telefax number; 5) e-mail address; 6) AFS address; 7) website address, if available; and 8) a statement concerning the provisions on which the service is based and a reference to the AIP location where differences from ICAO, if any, are listed. GEN 3.6.2 Area of responsibility Brief description of area of responsibility within which SAR services are provided. GEN 3.6.3 Types of service Brief description and geographical portrayal, where appropriate, of the type of service and facilities provided including indications where SAR aerial coverage is dependent upon significant deployment of aircraft. GEN 3.6.4 SAR agreements Brief description of SAR agreements in force, including provisions for facilitating entry and departure of other Member States’ aircraft for search, rescue, salvage, repair or salvage in connection with lost or damaged aircraft, either with airborne notification only or after flight plan notification. GEN 3.6.5 Conditions of availability Brief description of provisions for SAR, including the general conditions under which the service and facilities are available for international use, including an indication of whether a facility available for SAR is specialised in SAR techniques and functions, or is specially used for other purposes but adapted for SAR purposes by training and equipment, or is only occasionally available and has no particular training or preparation for SAR work. GEN 3.6.6 Procedures and signals used Brief description of the procedures and signals used by rescue aircraft and a table showing the signals to be used by survivors. Page 44 of 97  GEN 4. CHARGES FOR AERODROMES/HELIPORTS AND AIR NAVIGATION SERVICES (ANS) Reference may be made to where details of actual charges may be found, if not itemised in this chapter. GEN 4.1 Aerodrome/heliport charges Brief description of type of charges which may be applicable at aerodromes/heliports available for international use, including: 1) landing of aircraft; 2) parking, hangarage and long-term storage of aircraft; 3) passenger service; 4) security; 5) noise-related items; 6) other (customs, health, immigration, etc.); 7) exemptions/reductions; and 8) methods of payment. GEN 4.2 Air navigation services charges Brief description of charges that may be applicable to ANS provided for international use, including: 1) approach control; 2) ANS route; 3) cost basis for ANS and exemptions/reductions; and 4) methods of payment. PART 2 — EN-ROUTE (ENR) If an AIP is produced and made available in more than one volume with each having a separate amendment and supplement service, a separate preface, record of AIP Amendments, record of AIP Supplements, checklist of AIP pages and list of current hand amendments shall be included in each volume. In the case of an AIP being published as one volume, the annotation ‘not applicable’ shall be entered against each of the above subsections. Page 45 of 97  ENR 0.6 Table of contents to Part 2 A list of sections and subsections contained in Part 2 — En-route. ENR 1. GENERAL RULES AND PROCEDURES ENR 1.1 General rules The general rules shall be published as applied within the Member State. ENR 1.2 Visual flight rules The visual flight rules shall be published as applied within the Member State. ENR 1.3 Instrument flight rules The instrument flight rules shall be published as applied within the Member State. ENR 1.3.1 Rules applicable to all IFR flights ENR 1.3.2 Rules applicable to IFR flights within controlled airspace ENR 1.3.3 Rules applicable to IFR flights outside controlled airspace ENR 1.3.4 Free route airspace (FRA) general procedures Procedures related to the free route airspace, including explanation and definitions of applied FRA relevant points. In case of cross-border FRA implementation, the involved FIRs/UIRs or CTAs/UTAs shall be indicated in ENR 1.3. ENR 1.4 ATS airspace classification and description ENR 1.4.1 ATS airspace classification The description of ATS airspace classes in the form of the ATS airspace classification table in Appendix 4 to SERA.6001 of Regulation (EU) No 923/2012, appropriately annotated to indicate those airspace classes not used by the Member State. Page 46 of 97  ENR 1.4.2 ATS airspace description Other ATS airspace descriptions, as applicable, including general textual descriptions. ENR 1.5 Holding, approach and departure procedures ENR 1.5.1 General The requirement is for a statement concerning the criteria on which holding, approach and departure procedures are established. ENR 1.5.2 Arriving flights Procedures (conventional or area navigation or both) for arriving flights which are common to flights into or within the same type of airspace shall be presented. If different procedures apply within a terminal airspace, a note to this effect shall be given together with a reference to where the specific procedures can be found. ENR 1.5.3 Departing flights Procedures (conventional or area navigation or both) for departing flights which are common to flights departing from any aerodrome/heliport shall be presented. ENR 1.5.4 Other relevant information and procedures Brief description of additional information, e.g. entry procedures, final approach alignment, holding procedures and patterns. ENR 1.6 ATS surveillance services and procedures ENR 1.6.1 Primary radar Description of primary radar services and procedures, including: 1) supplementary services; 2) the application of radar control service; 3) radar and air-ground communication failure procedures; 4) voice and controller pilot data link communications (CPDLC) position reporting requirements; and 5) graphic portrayal of the area of radar coverage. Page 47 of 97  ENR 1.6.2 Secondary surveillance radar (SSR) Description of secondary surveillance radar (SSR) operating procedures, including: 1) emergency procedures; 2) air-ground communication failure and unlawful interference procedures; 3) the system of SSR code assignment; 4) voice and CPDLC position reporting requirements; and 5) graphic portrayal of the area of SSR coverage. ENR 1.6.3 Automatic dependent surveillance — broadcast (ADS-B) Description of automatic dependent surveillance — broadcast (ADS-B) operating procedures, including: 1) emergency procedures; 2) air-ground communication failure and unlawful interference procedures; 3) aircraft identification requirements; 4) voice and CPDLC position reporting requirements; and 5) graphic portrayal of the area of ADS-B coverage. ENR 1.6.4 Other relevant information and procedures Brief description of additional information and procedures, e.g. radar failure procedures and transponder failure procedures. ENR 1.7 Altimeter setting procedures A statement of altimeter setting procedures in use shall be published, containing: 1) brief introduction with a statement concerning the ICAO documents on which the procedures are based together with differences to ICAO provisions, if any; 2) basic altimeter setting procedures; 3) description of altimeter setting region(s); 4) procedures applicable to operators (including pilots); and 5) table of cruising levels. Page 48 of 97  ENR 1.8 ICAO regional supplementary procedures Regional supplementary procedures (SUPPs) affecting the entire area of responsibility shall be presented. ENR 1.9 Air traffic flow management (ATFM) and airspace management Brief description of ATFM system and airspace management, including: 1) ATFM structure, service area, service provided, location of unit(s) and hours of operation; 2) types of flow messages and descriptions of the formats; and 3) procedures applicable to departing flights, containing: a) service responsible for provision of information on applied ATFM measures; b) flight plan requirements; and c) slot allocations. 4) information on overall responsibility regarding airspace management within FIR(s), details of civil/military airspace allocation and management coordination, structure of manageable airspace (allocation and changes to allocation) and general operating procedures. ENR 1.10 Flight planning Any restriction, limitation or advisory information related to the flight planning stage which may assist the user in the presentation of the intended flight operation shall be indicated, including: 1) procedures for the submission of a flight plan; 2) repetitive flight plan system; and 3) changes to the submitted flight plan. ENR 1.11 Addressing of flight plan messages An indication, in tabular form, of the addresses allocated to flight plans shall be included, showing: 1) category of flight (IFR, VFR or both); 2) route (into or via FIR and/or TMA); and 3) message address. ENR 1.12 Interception of civil aircraft A complete statement of interception procedures and visual signals to be used shall be indicated with a clear indication of whether ICAO provisions are applied and, if not, that differences exist. Page 49 of 97  ENR 1.13 Unlawful interference Appropriate procedures to be applied in case of unlawful interference shall be presented. ENR 1.14 Air traffic incidents Description of air traffic incidents reporting system, including: 1) definition of air traffic incidents; 2) use of the ‘Air Traffic Incident Reporting Form’; 3) reporting procedures (including in-flight procedures); and 4) purpose of reporting and handling of the form. ENR 2. AIR TRAFFIC SERVICES AIRSPACE ENR 2.1 FIR, UIR, TMA AND CTA Detailed description of flight information regions (FIRs), upper flight information regions (UIRs), and control areas (CTAs) (including specific CTAs such as TMAs), including: 1) name, geographical coordinates in degrees and minutes of the FIR/UIR lateral limits and in degrees, minutes and seconds of the CTA lateral limits, vertical limits and class of airspace; 2) identification of unit providing the service; 3) call sign of aeronautical station serving the unit and language(s) used, specifying the area and conditions, when and where to be used, if applicable; 4) frequencies, and if applicable SATVOICE number, supplemented by indications for specific purposes; and 5) remarks. Control zones around military air bases not otherwise described in the AIP shall be included in this subsection. Where the requirements of Regulation (EU) No 923/2012 concerning flight plans, two-way communications and position reporting apply to all flights in order to eliminate or reduce the need for interceptions and/or where the possibility of interception exists and the maintenance of guard on the VHF emergency channel 121.5 MHz is required, a statement to this effect shall be included for the relevant area(s) or portion(s) thereof. A description of designated areas over which the carriage of an emergency locator transmitter (ELT) is required and where aircraft shall continuously guard the VHF emergency frequency 121.5 MHz, except for those periods when aircraft are carrying out communications on other VHF channels or when airborne equipment limitations or cockpit duties do not permit simultaneous guarding of two channels. Page 50 of 97  ENR 2.2 Other regulated airspace Detailed description of radio mandatory zones (RMZs) and transponder mandatory zones (TMZs), including: 1) name, geographical coordinates in degrees and minutes of the RMZ/TMZ lateral limits; 2) flight levels, feet in vertical limits; 3) time of activity; and 4) remarks. Where established, a detailed description of other types of regulated airspace and airspace classification. ENR 3. ATS ROUTES ENR 3.1 Lower ATS routes Detailed description of lower ATS routes, including: 1) route designator, designation of the required communication performance (RCP) specification(s), navigation specification(s) and/or required surveillance performance (RSP) specification(s) applicable to a specified segment(s), names, coded designators or name-codes and the geographical coordinates in degrees, minutes and seconds of all significant points defining the route including ‘compulsory’ or ‘on-request’ reporting points; 2) tracks or VOR radials to the nearest degree, geodesic distance to the nearest tenth of a kilometre or tenth of a nautical mile between each successive designated significant point and, in the case of VOR radials, changeover points; 3) upper and lower limits or minimum en-route altitudes, to the nearest higher 50 m or 100 ft, and airspace classification; 4) lateral limits and minimum obstacle clearance altitudes; 5) direction of cruising levels; 6) the navigation accuracy requirement for each performance-based navigation (PBN) (RNAV or RNP) route segment; and 7) remarks, including an indication of the controlling unit, its operating channel and, if applicable, its logon address, SATVOICE number, and any limitations to navigation, RCP and RSP specification(s). ENR 3.2 Upper ATS routes Detailed description of upper ATS routes, including: 1) route designator, designation of the required communication performance (RCP) specification(s), Page 51 of 97  navigation specification(s) and/or required surveillance performance (RSP) specification(s) applicable to a specified segment(s), names, coded designators or name-codes and the geographical coordinates in degrees, minutes and seconds of all significant points defining the route including ‘compulsory’ or ‘on-request’ reporting points; 2) tracks or VOR radials to the nearest degree, geodesic distance to the nearest tenth of a kilometre or tenth of a nautical mile between each successive designated significant point and, in the case of VOR radials, changeover points; 3) upper and lower limits and airspace classification; 4) lateral limits; 5) direction of cruising levels; 6) the navigation accuracy requirement for each PBN (RNAV or RNP) route segment; and 7) remarks, including an indication of the controlling unit, its operating channel and, if applicable, its logon address, SATVOICE number, and any navigation, RCP and RSP specification(s) limitations. ENR 3.3 Area navigation routes Detailed description of PBN (RNAV and RNP) routes, including: 1) route designator, designation of the required communication performance (RCP) specification(s), navigation specification(s) and/or required surveillance performance (RSP) specification(s) applicable to a specified segment(s), names, coded designators or name-codes and the geographical coordinates in degrees, minutes and seconds of all significant points defining the route including ‘compulsory’ or ‘on-request’ reporting points; 2) in respect of waypoints defining an area navigation route, additionally as applicable: a) station identification of the reference VOR/DME; b) bearing to the nearest degree and the distance to the nearest tenth of a kilometre or tenth of a nautical mile from the reference VOR/DME if the waypoint is not collocated with it; and c) elevation of the transmitting antenna of DME to the nearest 30 m (100 ft); 3) magnetic bearing to the nearest degree, geodesic distance to the nearest tenth of a kilometre or tenth of a nautical mile between defined end points and distance between each successive designated significant point; 4) upper and lower limits and airspace classification; 5) direction of cruising levels; 6) the navigation accuracy requirement for each PBN (RNAV or RNP) route segment; and 7) remarks, including an indication of the controlling unit, its operating channel and, if applicable, its logon address, SATVOICE number and any navigation, RCP and RSP specification(s) limitations. Page 52 of 97  ENR 3.4 Helicopter routes Detailed description of helicopter routes, including: 1) route designator, designation of the required communication performance (RCP) specification(s), navigation specification(s) and/or required surveillance performance (RSP) specification(s) applicable to a specified segment(s), names, coded designators or name-codes and the geographical coordinates in degrees, minutes and seconds of all significant points defining the route including ‘compulsory’ or ‘on-request’ reporting points; 2) tracks or VOR radials to the nearest degree, geodesic distance to the nearest tenth of a kilometre or tenth of a nautical mile between each successive designated significant point and, in the case of VOR radials, changeover points; 3) upper and lower limits and airspace classification; 4) minimum flight altitudes to the nearest higher 50 m or 100 ft; 5) the navigation accuracy requirement for each PBN (RNAV or RNP) route segment; and 6) remarks, including an indication of the controlling unit, its operating channel, and, if applicable, its logon address, SATVOICE number, and any navigation, RCP and RSP specification(s) limitations. ENR 3.5 Other routes The requirement is to describe other specifically designated routes which are compulsory within specified area(s). Description of free route airspace (FRA), as specified airspace within which users may freely plan direct routes between a defined entry point and a defined exit point, including information on the direct routing, the restrictions on the use of waypoints for direct routings and the indication in the flight plan (item 15). The prerequisites for the issuance of ATC clearances shall be described. ENR 3.6 En-route holding The requirement is for a detailed description of en-route holding procedures, containing: 1) holding identification (if any) and holding fix (navigation aid) or waypoint with geographical coordinates in degrees, minutes and seconds; 2) inbound track; 3) direction of the procedure turn; 4) maximum indicated airspeed; 5) minimum and maximum holding level; 6) time/distance outbound; and 7) indication of the controlling unit and its operating frequency. Page 53 of 97  ENR 4. RADIO NAVIGATION AIDS/SYSTEMS ENR 4.1 Radio navigation aids — en-route A list of stations providing radio navigation services established for en-route purposes and arranged alphabetically by name of the station, including: 1) name of the station and magnetic variation to the nearest degree and for VOR, station declination to the nearest degree, used for technical line-up of the aid; 2) identification; 3) frequency/channel for each element; 4) hours of operation; 5) geographical coordinates in degrees, minutes and seconds of the position of the transmitting antenna; 6) elevation of the transmitting antenna of DME to the nearest 30 m (100 ft); and 7) remarks. If the operating authority of the facility is other than the designated authority, the name of the operating authority shall be indicated in the remarks column. Facility coverage shall be indicated in the remarks column. ENR 4.2 Special navigation systems Description of stations associated with special navigation systems, including: 1) name of station or chain; 2) type of service available (master signal, slave signal, colour); 3) frequency (channel number, basic pulse rate, recurrence rate, as applicable); 4) hours of operation; 5) geographical coordinates in degrees, minutes and seconds of the position of the transmitting station; and 6) remarks. If the operating authority of the facility is other than the designated authority, the name of the operating authority shall be indicated in the remarks column. Facility coverage shall be indicated in the remarks column. Page 54 of 97  ENR 4.3 Global navigation satellite system (GNSS) A list and description of elements of the global navigation satellite system (GNSS) providing the navigation service established for en-route purposes and arranged alphabetically by name of the element, including: 1) the name of the GNSS element (GPS, GLONASS, EGNOS, MSAS, WAAS, etc.); 2) frequency(ies), as appropriate; 3) geographical coordinates in degrees, minutes and seconds of the nominal service area and coverage area; and 4) remarks. If the operating authority of the facility is other than the designated authority, the name of the operating authority shall be indicated in the remarks column. ENR 4.4 Name-code designators for significant points An alphabetically arranged list of name-code designators (five-letter pronounceable ‘name-code’) established for significant points at positions not marked by the site of radio navigation aids, including: 1) name-code designator; 2) geographical coordinates of the position in degrees, minutes and seconds; 3) reference to ATS or other routes where the point is located; and 4) remarks, including a supplementary definition of positions, where required. ENR 4.5 Aeronautical ground lights — en-route A list of aeronautical ground lights and other light beacons designating geographical positions that are selected by the Member State as being significant, including: 1) name of the city or town or other identification of the beacon; 2) type of beacon and intensity of the light in thousands of candelas; 3) characteristics of the signal; 4) operational hours; and 5) remarks. Page 55 of 97  ENR 5. NAVIGATION WARNINGS ENR 5.1 Prohibited, restricted and danger areas Description, supplemented by graphic portrayal, where appropriate, of prohibited, restricted and danger areas together with information regarding their establishment and activation, including: 1) identification, name and geographical coordinates of the lateral limits in degrees, minutes and seconds, if inside, and in degrees and minutes, if outside control area/control zone boundaries; 2) upper and lower limits; and 3) remarks, including time of activity. Type of restriction or nature of hazard and risk of interception in the event of penetration shall be indicated in the remarks column. ENR 5.2 Military exercise and training areas and air defence identification zone (ADIZ) Description, supplemented by graphic portrayal, where appropriate, of established military training areas and military exercises taking place at regular intervals, and established air defence identification zone (ADIZ), including: 1) geographical coordinates of the lateral limits in degrees, minutes and seconds, if inside, and in degrees and minutes, if outside control area/control zone boundaries; 2) upper and lower limits, and system and means of activation announcements together with information pertinent to civil flights and applicable ADIZ procedures; and 3) remarks, including time of activity and risk of interception in the event of penetration of ADIZ. ENR 5.3 Other activities of a dangerous nature and other potential hazards ENR 5.3.1 Other activities of a dangerous nature Description, supplemented by charts where appropriate, of activities that constitute a specific or obvious danger to aircraft operation and could affect flights, including: 1) geographical coordinates in degrees and minutes of centre of area and range of influence; 2) vertical limits; 3) advisory measures; 4) authority responsible for the provision of information; and 5) remarks, including time of activity. Page 56 of 97  ENR 5.3.2 Other potential hazards Description, supplemented by charts where appropriate, of other potential hazards that could affect flights (e.g. active volcanoes, nuclear power stations, etc.), including: 1) geographical coordinates in degrees and minutes of location of potential hazard; 2) vertical limits; 3) advisory measures; 4) authority responsible for the provision of information; and 5) remarks. ENR 5.4 Air navigation obstacles The list of obstacles affecting air navigation in Area 1 (the entire Member State territory), including: 1) obstacle identification or designation; 2) type of obstacle; 3) obstacle position, represented by geographical coordinates in degrees, minutes and seconds; 4) obstacle elevation and height to the nearest metre or foot; 5) type and colour of obstacle lighting (if any); and 6) if appropriate, an indication that the list of obstacles is available in electronic form, and a reference to GEN 3.1.6. ENR 5.5 Aerial sporting and recreational activities Brief description, supplemented by graphic portrayal where appropriate, of intensive aerial sporting and recreational activities together with conditions under which they are carried out, including: 1) designation and geographical coordinates of the lateral limits in degrees, minutes and seconds, if inside, and in degrees and minutes, if outside, control area/control zone boundaries; 2) vertical limits; 3) operator/user telephone number; and 4) remarks, including time of activity. ENR 5.6 Bird migration and areas with sensitive fauna Description, supplemented by charts where practicable, of movements of birds associated with migration, including migration routes and permanent resting areas and areas with sensitive fauna. Page 57 of 97  ENR 6. EN-ROUTE CHARTS The ICAO En-route Chart and index charts shall be included in this section. PART 3 — AERODROMES (AD) If an AIP is produced and made available in more than one volume with each having a separate amendment and supplement service, a separate preface, record of AIP Amendments, record of AIP Supplements, checklist of AIP pages and list of current hand amendments shall be included in each volume. In the case of an AIP being published as one volume, the annotation ‘not applicable’ shall be entered against each of the above subsections. AD 0.6 Table of contents to Part 3 A list of sections and subsections contained in Part 3 — Aerodromes (AD). AD 1. AERODROMES/HELIPORTS — INTRODUCTION AD 1.1 Aerodrome/heliport availability and conditions of use AD 1.1.1 General conditions Brief description of the competent authority responsible for aerodromes and heliports, including: 1) the general conditions under which aerodromes/heliports and associated facilities are available for use; and 2) a statement concerning the provisions on which the services are based and a reference to the AIP location where differences from ICAO, if any, are listed. AD 1.1.2 Use of military air bases Regulations and procedures, if any, concerning civil use of military air bases. AD 1.1.3 Low visibility procedures (LVP) The general conditions under which the LVP applicable to Category II/III operations at aerodromes, if any, are applied. Page 58 of 97  AD 1.1.4 Aerodrome operating minima Details of aerodrome operating minima applied by the Member State. AD 1.1.5 Other information If applicable, other information of a similar nature. AD 1.2 Rescue and firefighting services (RFFSs) and snow plan AD 1.2.1 Rescue and firefighting services Brief description of rules governing the establishment of RFFSs at aerodromes/heliports available for public use together with an indication of rescue and firefighting categories established by a Member State. AD 1.2.2 Snow plan Brief description of general snow plan considerations for aerodromes/heliports available for public use at which snow conditions are normally liable to occur, including: 1) organisation of the winter service; 2) surveillance of movement areas; 3) measuring methods and measurements taken; 4) actions taken to maintain the usability of movement areas; 5) system and means of reporting; 6) the cases of runway closure; and 7) distribution of information about snow conditions. AD 1.3 Index of aerodromes and heliports A list, supplemented by graphic portrayal, of aerodromes/heliports within a Member State, including: 1) aerodrome/heliport name and ICAO location indicator; 2) type of traffic permitted to use the aerodrome/heliport (international/national, IFR/VFR, scheduled/non-scheduled, general aviation, military and other); and 3) reference to AIP, Part 3 subsection in which aerodrome/heliport details are presented. Page 59 of 97  AD 1.4 Grouping of aerodromes/heliports Brief description of the criteria applied by the Member State in grouping aerodromes/heliports for production/distribution/provision of information purposes. AD 1.5 Status of certification of aerodromes A list of aerodromes in the Member State, indicating the status of certification, including: 1) aerodrome name and ICAO location indicator; 2) date and, if applicable, validity of certification; and 3) remarks, if any. AD 2. AERODROMES Note.— **** is to be replaced by the relevant ICAO location indicator. **** AD 2.1 Aerodrome location indicator and name The ICAO location indicator allocated to the aerodrome and the name of aerodrome shall be indicated. An ICAO location indicator shall be an integral part of the referencing system applicable to all subsections in section AD 2. **** AD 2.2 Aerodrome geographical and administrative data Aerodrome geographical and administrative data shall be published, including: 1) aerodrome reference point (geographical coordinates in degrees, minutes and seconds) and its site; 2) direction and distance of aerodrome reference point from centre of the city or town that the aerodrome serves; 3) aerodrome elevation to the nearest metre or foot, and reference temperature; 4) where appropriate, geoid undulation at the aerodrome elevation position to the nearest metre or foot; 5) magnetic variation to the nearest degree, date of information and annual change; 6) name of aerodrome operator, address, telephone and telefax numbers, e-mail address, AFS address and, if available, website address; 7) types of traffic permitted to use the aerodrome (IFR/VFR); and Page 60 of 97 8) remarks. **** AD 2.3 Operational hours Detailed description of the hours of operation of services at the aerodrome, including: 1) aerodrome operator; 2) customs and immigration; 3) health and sanitation; 4) AIS briefing office; 5) ATS reporting office (ARO); 6) MET briefing office; 7) ATS; 8) fuelling; 9) handling; 10) security; 11) de-icing; and 12) remarks. **** AD 2.4 Handling services and facilities Detailed description of the handling services and facilities available at the aerodrome, including: 1) cargo-handling facilities; 2) fuel and oil types; 3) fuelling facilities and capacity; 4) de-icing facilities; 5) hangar space for visiting aircraft; 6) repair facilities for visiting aircraft; and 7) remarks. Page 61 of 97  **** AD 2.5 Passenger facilities Passenger facilities available at the aerodrome, provided as a brief description or a reference to other information sources such as a website, including: 1) hotel(s) at or in the vicinity of the aerodrome; 2) restaurant(s) at or in the vicinity of the aerodrome; 3) transportation possibilities; 4) medical facilities; 5) bank and post office at or in the vicinity of the aerodrome; 6) tourist office; and 7) remarks. **** AD 2.6 Rescue and firefighting services Detailed description of the RFFSs and equipment available at the aerodrome, including: 1) aerodrome category for firefighting; 2) rescue equipment; 3) capability for removal of disabled aircraft; and 4) remarks. **** AD 2.7 Seasonal availability — clearing Detailed description of the equipment and operational priorities established for the clearance of aerodrome movement areas, including: 1) type(s) of clearing equipment; 2) clearance priorities; and 3) remarks. **** AD 2.8 Aprons, taxiways and check locations/positions data Details related to the physical characteristics of aprons, taxiways and locations/positions of designated checkpoints, including: 1) designation, surface and strength of aprons; 2) designation, width, surface and strength of taxiways; 3) location and elevation to the nearest metre or foot of altimeter checkpoints; Page 62 of 97 4) location of VOR checkpoints; 5) position of INS checkpoints in degrees, minutes, seconds and hundredths of seconds; and 6) remarks. If check locations/positions are presented on an aerodrome chart, a note to that effect shall be provided under this subsection. **** AD 2.9 Surface movement guidance and control system and markings Brief description of the surface movement guidance and control system and runway and taxiway markings, including: 1) use of aircraft stand identification signs, taxiway guide lines and visual docking/parking guidance system at aircraft stands; 2) runway and taxiway markings and lights; 3) stop bars (if any); and 4) remarks. **** AD 2.10 Aerodrome obstacles Detailed description of obstacles, including: 1) obstacles in Area 2: a) obstacle identification or designation; b) type of obstacle; c) obstacle position, represented by geographical coordinates in degrees, minutes, seconds and tenths of seconds; d) obstacle elevation and height to the nearest metre or foot; e) obstacle marking, and type and colour of obstacle lighting (if any); f) if appropriate, an indication that the list of obstacles is available in electronic form, and a reference to GEN 3.1.6; and g) ‘NIL’ indication, if appropriate. 2) the absence of an Area 2 data set for the aerodrome is to be clearly stated and obstacle data are to be provided for: a) obstacles that penetrate the obstacle limitation surfaces; b) obstacles that penetrate the take-off flight path area obstacle identification surface; and Page 63 of 97  c) other obstacles assessed as being hazardous to air navigation. 3) indication that information on obstacles in Area 3 is not provided, or if provided: a) obstacle identification or designation; b) type of obstacle; c) obstacle position, represented by geographical coordinates in degrees, minutes, seconds and tenths of seconds; d) obstacle elevation and height to the nearest tenth of a metre or tenth of a foot; e) obstacle marking, and type and colour of obstacle lighting (if any); f) if appropriate, an indication that the list of obstacles is available in electronic form, and a reference to GEN 3.1.6; and g) ‘NIL’ indication, if appropriate. **** AD 2.11 Meteorological information provided Detailed description of meteorological information provided at the aerodrome and an indication of which meteorological office is responsible for the service enumerated, including: 1) name of the associated meteorological office; 2) hours of service and, where applicable, the designation of the responsible meteorological office outside these hours; 3) office responsible for preparation of TAFs and periods of validity and interval of issuance of the forecasts; 4) availability of the TREND forecasts for the aerodrome, and interval of issuance; 5) information on how briefing and/or consultation is provided; 6) types of flight documentation supplied and language(s) used in flight documentation; 7) charts and other information displayed or available for briefing or consultation; 8) supplementary equipment available for providing information on meteorological conditions, such as weather radar and receiver for satellite images; 9) the ATS unit(s) provided with meteorological information; and 10) additional information such as any limitation of service, etc. **** AD 2.12 Runway physical characteristics Detailed description of runway physical characteristics, for each runway, including: 1) designations; Page 64 of 97 2) true bearings to one-hundredth of a degree; 3) dimensions of runways to the nearest metre or foot; 4) strength of pavement (pavement classification number (PCN) and associated data) and surface of each runway and associated stopways; 5) geographical coordinates in degrees, minutes, seconds and hundredths of seconds for each threshold and runway end and, where appropriate, geoid undulation of: — thresholds of a non-precision approach runway to the nearest metre or foot; and — thresholds of a precision approach runway to the nearest tenth of a metre or tenth of a foot; 6) elevations of: — thresholds of a non-precision approach runway to the nearest metre or foot; and — thresholds and the highest elevation of the touchdown zone of a precision approach runway to the nearest tenth of a metre or tenth of a foot; 7) slope of each runway and associated stopways; 8) dimensions of stopway (if any) to the nearest metre or foot; 9) dimensions of clearway (if any) to the nearest metre or foot; 10) dimensions of strips; 11) dimensions of runway end safety areas; 12) location (which runway end) and description of arresting system (if any); 13) the existence of an obstacle-free zone; and 14) remarks. **** AD 2.13 Declared distances Detailed description of declared distances to the nearest metre or foot for each direction of each runway, including: 1) runway designator; 2) take-off run available; 3) take-off distance available and, if applicable, alternative reduced declared distances; 4) accelerate-stop distance available; 5) landing distance available; and 6) remarks, including runway entry or start point where alternative reduced declared distances have been declared. Page 65 of 97 If a runway direction cannot be used for take-off or landing, or both because it is operationally forbidden, then this shall be declared and the words ‘not usable’ or the abbreviation ‘NU’ entered. **** AD 2.14 Approach and runway lighting Detailed description of approach and runway lighting, including: 1) runway designator; 2) type, length and intensity of approach lighting system; 3) runway threshold lights, colour and wing bars; 4) type of visual approach slope indicator system; 5) length of runway touchdown zone lights; 6) length, spacing, colour and intensity of runway centre line lights; 7) length, spacing, colour and intensity of runway edge lights; 8) colour of runway end lights and wing bars; 9) length and colour of stopway lights; and 10) remarks. **** AD 2.15 Other lighting, secondary power supply Description of other lighting and secondary power supply, including: 1) location, characteristics and hours of operation of aerodrome beacon/identification beacon (if any); 2) location and lighting (if any) of anemometer/landing direction indicator; 3) taxiway edge and taxiway centre line lights; 4) secondary power supply including switchover time; and 5) remarks. **** AD 2.16 Helicopter landing area Detailed description of helicopter landing area provided at the aerodrome, including: 1) geographical coordinates in degrees, minutes, seconds and hundredths of seconds and, where appropriate, geoid undulation of the geometric centre of touchdown and lift-off (TLOF) or of each threshold of final approach and take-off (FATO) area: — for non-precision approaches, to the nearest metre or foot; and — for precision approaches, to the nearest tenth of a metre or tenth of a foot; Page 66 of 97 2) TLOF and/or FATO area elevation: — for non-precision approaches, to the nearest metre or foot; and — for precision approaches, to the nearest tenth of a metre or tenth of a foot; 3) TLOF and FATO area dimensions to the nearest metre or foot, surface type, bearing strength and marking; 4) true bearings to one-hundredth of a degree of FATO; 5) declared distances available, to the nearest metre or foot; 6) approach and FATO lighting; and 7) remarks. **** AD 2.17 Air traffic services airspace Detailed description of ATS airspace organised at the aerodrome, including: 1) airspace designation and geographical coordinates in degrees, minutes and seconds of the lateral limits; 2) vertical limits; 3) airspace classification; 4) call sign and language(s) of the ATS unit providing service; 5) transition altitude; 6) hours of applicability; and 7) remarks. **** AD 2.18 Air traffic services communication facilities Detailed description of ATS communication facilities established at the aerodrome, including: 1) service designation; 2) call sign; 3) channel(s); 4) SATVOICE number(s), if available; 5) logon address, as appropriate; 6) hours of operation; and 7) remarks. Page 67 of 97  **** AD 2.19 Radio navigation and landing aids Detailed description of radio navigation and landing aids associated with the instrument approach and the terminal area procedures at the aerodrome, including: 1) type of aids, magnetic variation to the nearest degree, as appropriate, and type of supported operation for instrument landing system (ILS)/ microwave landing system (MLS), basic GNSS, satellite-based augmentation system (SBAS), and ground-based augmentation system (GBAS) and for VOR/ILS/MLS also station declination to the nearest degree, used for technical line-up of the aid; 2) identification, if required; 3) frequency(ies), channel number(s), service provider and reference path identifier(s) (RPI(s)), as appropriate; 4) hours of operation, as appropriate; 5) geographical coordinates in degrees, minutes, seconds and tenths of seconds of the position of the transmitting antenna, as appropriate; 6) elevation of the DME transmitting antenna to the nearest 30 m (100 ft) and of the distance- measuring equipment precision (DME/P) to the nearest 3 m (10 ft), elevation of GBAS reference point to the nearest metre or foot, and the ellipsoid height of the point to the nearest metre or foot; for SBAS, the ellipsoid height of the landing threshold point (LTP) or the fictitious threshold point (FTP) to the nearest metre or foot; 7) service volume radius from the GBAS reference point to the nearest kilometre or nautical mile; and 8) remarks. When the same aid is used for both en-route and aerodrome purposes, a description shall also be given in section ENR 4. If the ground-based augmentation system (GBAS) serves more than one aerodrome, a description of the aid shall be provided under each aerodrome. If the operating authority of the facility is other than the designated authority, the name of the operating authority shall be indicated in the remarks column. Facility coverage shall be indicated in the remarks column. **** AD 2.20 Local aerodrome regulations Detailed description of regulations applicable to the use of the aerodrome, including the acceptability of training flights, non-radio and microlight aircraft and similar, and to ground manoeuvring and parking but excluding flight procedures. **** AD 2.21 Noise abatement procedures Detailed description of noise abatement procedures established at the aerodrome. **** AD 2.22 Flight procedures Detailed description of the conditions and flight procedures, including radar and/or ADS-B procedures, established on the basis of airspace organisation at the aerodrome. When established, detailed description of the low visibility procedures at the aerodrome, including: Page 68 of 97 1) runway(s) and associated equipment authorised for use under low visibility procedures; 2) defined meteorological conditions under which initiation, use and termination of low visibility procedures would be made; 3) description of ground marking/lighting for use under low visibility procedures; and 4) remarks. **** AD 2.23 Additional information Additional information at the aerodrome, such as an indication of bird concentrations at the aerodrome, together with an indication of significant daily movement between resting and feeding areas, to the extent practicable. Specific additional information regarding remote aerodrome ATS: 1) indication that remote aerodrome ATS is provided; 2) location of the signalling lamp by e.g. the phrase ‘signalling lamp positioned at [geographical fix]’ as well as a clear indication of the signalling lamp location in the aerodrome chart for each relevant aerodrome; 3) description of any specific communication methods as deemed necessary in case of multiple mode of operation, such as e.g. the inclusion of airport names/ATS unit call sign for all transmissions (i.e. not only for the first contact) between pilots and ATCOs/aerodrome flight information service offices (AFISOs); 4) description of any relevant actions required by the airspace users following an emergency/abnormal situation and possible contingency measures by the ATS provider in case of disruptions, if applicable (in AD 2.22 ‘Flight Procedures’); and 5) description of the interdependencies of service availability or indication of aerodromes not suitable for diversion from the aerodrome (airspace users shall not plan an aerodrome as alternate when serviced by the same remote tower centre), if deemed applicable. **** AD 2.24 Aeronautical charts related to an aerodrome Aeronautical charts related to an aerodrome shall be included in the following order: 1) Aerodrome/Heliport Chart — ICAO; 2) Aircraft Parking/Docking Chart — ICAO; 3) Aerodrome Ground Movement Chart — ICAO; 4) Aerodrome Obstacle Chart — ICAO Type A (for each runway); 5) Aerodrome Terrain and Obstacle Chart — ICAO (Electronic); Page 69 of 97 6) Precision Approach Terrain Chart — ICAO (precision approach Category II and III runways); 7) Area Chart — ICAO (departure and transit routes); 8) Standard Departure Chart — Instrument — ICAO; 9) Area Chart — ICAO (arrival and transit routes); 10) Standard Arrival Chart — Instrument — ICAO; 11) ATC Surveillance Minimum Altitude Chart — ICAO; 12) Instrument Approach Chart — ICAO (for each runway and procedure type); 13) Visual Approach Chart — ICAO; and 14) bird concentrations in the vicinity of the aerodrome. If some of the aeronautical charts are not produced, a statement to this effect shall be given in section GEN 3.2 ‘Aeronautical charts’. AD 3. HELIPORTS When a helicopter landing area is provided at the aerodrome, associated data shall be listed only under **** AD 2.16. Note.— **** is to be replaced by the relevant ICAO location indicator. **** AD 3.1 Heliport location indicator and name The ICAO location indicator assigned to the heliport and to the names of the heliport shall be included in AIP. An ICAO location indicator shall be an integral part of the referencing system applicable to all subsections in section AD 3. **** AD 3.2 Heliport geographical and administrative data The requirement is for heliport geographical and administrative data, including: 1) heliport reference point (geographical coordinates in degrees, minutes and seconds) and its site; 2) direction and distance of heliport reference point from centre of the city or town that the heliport serves; 3) heliport elevation to the nearest metre or foot, and reference temperature; 4) where appropriate, geoid undulation at the heliport elevation position to the nearest metre or foot; Page 70 of 97 5) magnetic variation to the nearest degree, date of information and annual change; 6) name of heliport operator, address, telephone and telefax numbers, e-mail address, AFS address and, if available, website address; 7) types of traffic permitted to use the heliport (IFR/VFR); and 8) remarks. **** AD 3.3 Operational hours Detailed description of the hours of operation of services at the heliport, including: 1) heliport operator; 2) customs and immigration; 3) health and sanitation; 4) AIS briefing office; 5) ATS reporting office (ARO); 6) MET briefing office; 7) ATS; 8) fuelling; 9) handling; 10) security; 11) de-icing; and 12) remarks. **** AD 3.4 Handling services and facilities Detailed description of the handling services and facilities available at the heliport, including: 1) cargo-handling facilities; 2) fuel and oil types; 3) fuelling facilities and capacity; 4) de-icing facilities; 5) hangar space for visiting helicopter; 6) repair facilities for visiting helicopter; and 7) remarks. Page 71 of 97  **** AD 3.5 Passenger facilities Passenger facilities available at the heliport, provided as a brief description or as a reference to other information sources such as a website, including: 1) hotel(s) at or in the vicinity of the heliport; 2) restaurant(s) at or in the vicinity of the heliport; 3) transportation possibilities; 4) medical facilities; 5) bank and post office at or in the vicinity of the heliport; 6) tourist office; and 7) remarks. **** AD 3.6 Rescue and firefighting services Detailed description of the RFFSs and equipment available at the heliport, including: 1) heliport category for firefighting; 2) rescue equipment; 3) capability for removal of disabled helicopter; and 4) remarks. **** AD 3.7 Seasonal availability — clearing Detailed description of the equipment and operational priorities established for the clearance of heliport movement areas, including: 1) type(s) of clearing equipment; 2) clearance priorities; and 3) remarks. **** AD 3.8 Aprons, taxiways and check locations/positions data Details related to the physical characteristics of aprons, taxiways and locations/positions of designated checkpoints, including: 1) designation, surface and strength of aprons, helicopter stands; 2) designation, width, and surface type of helicopter ground taxiways; 3) width and designation of helicopter air taxiway and air transit route; Page 72 of 97 4) location and elevation to the nearest metre or foot of altimeter checkpoints; 5) location of VOR checkpoints; 6) position of INS checkpoints in degrees, minutes, seconds and hundredths of seconds; and 7) remarks. If check locations/positions are presented on a heliport chart, a note to that effect shall be provided under this subsection. **** AD 3.9 Markings and markers Brief description of final approach and take-off area and taxiway markings and markers, including: 1) final approach and take-off markings; 2) taxiway markings, air taxiway markers and air transit route markers; and 3) remarks. **** AD 3.10 Heliport obstacles Detailed description of obstacles, including: 1) obstacle identification or designation; 2) type of obstacle; 3) obstacle position, represented by geographical coordinates in degrees, minutes, seconds and tenths of seconds; 4) obstacle elevation and height to the nearest metre or foot; 5) obstacle marking, and type and colour of obstacle lighting (if any); 6) if appropriate, an indication that the list of obstacles is available in electronic form, and a reference to GEN 3.1.6; and 7) ‘NIL’ indication, if appropriate. **** AD 3.11 Meteorological information provided Detailed description of meteorological information provided at the heliport and an indication of which meteorological office is responsible for the service enumerated, including: 1) name of the associated meteorological office; 2) hours of service and, where applicable, the designation of the responsible meteorological office outside these hours; 3) office responsible for preparation of TAFs, and periods of validity of the forecasts; Page 73 of 97 4) availability of the TREND forecasts for the heliport, and interval of issuance; 5) information on how briefing and/or consultation is provided; 6) type of flight documentation supplied and language(s) used in flight documentation; 7) charts and other information displayed or available for briefing or consultation; 8) supplementary equipment available for providing information on meteorological conditions, such as weather radar and receiver for satellite images; 9) the ATS unit(s) provided with meteorological information; and 10) additional information such as any limitation of service, etc. **** AD 3.12 Heliport data Detailed description of heliport dimensions and related information, including: 1) heliport type — surface-level, elevated or helideck; 2) touchdown and lift-off (TLOF) area dimensions to the nearest metre or foot; 3) true bearings to one-hundredth of a degree of final approach and take-off (FATO) area; 4) dimensions to the nearest metre or foot of FATO, and surface type; 5) surface and bearing strength in tonnes (1 000 kg) of TLOF; 6) geographical coordinates in degrees, minutes, seconds and hundredths of seconds and, where appropriate, geoid undulation of the geometric centre of TLOF or of each threshold of FATO: — for non-precision approaches, to the nearest metre or foot; and — for precision approaches, to the nearest tenth of a metre or tenth of a foot; 7) TLOF and/or FATO slope and elevation: — for non-precision approaches, to the nearest metre or foot; and — for precision approaches, to the nearest tenth of a metre or tenth of a foot; 8) dimensions of safety area; 9) dimensions to the nearest metre or foot of helicopter clearway; 10) the existence of an obstacle-free sector; and 11) remarks. Page 74 of 97  **** AD 3.13 Declared distances Detailed description of declared distances to the nearest metre or foot, where relevant for a heliport, including: 1) take-off distance available, and if applicable, alternative reduced declared distances; 2) rejected take-off distance available; 3) landing distance available; and 4) remarks, including entry or start point where alternative reduced declared distances have been declared. **** AD 3.14 Approach and FATO lighting Detailed description of approach and FATO lighting, including: 1) type, length and intensity of approach lighting system; 2) type of visual approach slope indicator system; 3) characteristics and location of FATO area lights; 4) characteristics and location of aiming point lights; 5) characteristics and location of TLOF lighting system; and 6) remarks. **** AD 3.15 Other lighting, secondary power supply Description of other lighting and secondary power supply, including: 1) location, characteristics and hours of operation of heliport beacon; 2) location and lighting of wind direction indicator (WDI); 3) taxiway edge and taxiway centre line lights; 4) secondary power supply including switchover time; and 5) remarks. **** AD 3.16 Air traffic services airspace Detailed description of ATS airspace organised at the heliport, including: 1) airspace designation and geographical coordinates in degrees, minutes and seconds of the lateral limits; 2) vertical limits; Page 75 of 97 3) airspace classification; 4) call sign and language(s) of ATS unit providing service; 5) transition altitude; 6) hours of applicability; and 7) remarks. **** AD 3.17 Air traffic services communication facilities Detailed description of ATS communication facilities established at the heliport, including: 1) service designation; 2) call sign; 3) frequency(ies); 4) hours of operation; and 5) remarks. **** AD 3.18 Radio navigation and landing aids Detailed description of radio navigation and landing aids associated with the instrument approach and the terminal area procedures at the heliport, including: 1) type of aids, magnetic variation (for VOR, station declination used for technical line-up of the aid) to the nearest degree, and type of operation for ILS, MLS, basic GNSS, SBAS and GBAS; 2) identification, if required; 3) frequency(ies), as appropriate; 4) hours of operation, as appropriate; 5) geographical coordinates in degrees, minutes, seconds and tenths of seconds of the position of the transmitting antenna, as appropriate; 6) elevation of the DME transmitting antenna to the nearest 30 m (100 ft) and of DME/P to the nearest 3 m (10 ft); and 7) remarks. When the same aid is used for both en-route and heliport purposes, a description shall also be given in section ENR 4. If the GBAS serves more than one heliport, a description of the aid shall be provided under each heliport. If the operating authority of the facility is other than the designated authority, the name of the operating authority shall be indicated in the remarks column. Facility coverage shall be indicated in the remarks column. Page 76 of 97  **** AD 3.19 Local heliport regulations Detailed description of regulations applicable to the use of the heliport, including the acceptability of training flights, non-radio and microlight aircraft and similar, and to ground manoeuvring and parking but excluding flight procedures. **** AD 3.20 Noise abatement procedures Detailed description of noise abatement procedures established at the heliport. **** AD 3.21 Flight procedures Detailed description of the conditions and flight procedures, including radar and/or ADS-B procedures, established on the basis of airspace organisation established at the heliport. When established, detailed description of the low visibility procedures at the heliport, including: 1) touchdown and lift-off (TLOF) area(s) and associated equipment authorised for use under low visibility procedures; 2) defined meteorological conditions under which initiation, use and termination of low visibility procedures would be made; 3) description of ground marking/lighting for use under low visibility procedures; and 4) remarks. **** AD 3.22 Additional information Additional information about the heliport, such as an indication of bird concentrations at the heliport together with an indication of significant daily movement between resting and feeding areas, to the extent practicable. **** AD 3.23 Charts related to a heliport Aeronautical charts related to a heliport shall be included in the following order: 1) Aerodrome/Heliport Chart — ICAO; 2) Area Chart — ICAO (departure and transit routes); 3) Standard Departure Chart — Instrument — ICAO; 4) Area Chart — ICAO (arrival and transit routes); 5) Standard Arrival Chart — Instrument — ICAO; 6) ATC Surveillance Minimum Altitude Chart — ICAO; 7) Instrument Approach Chart — ICAO (for each procedure type); Page 77 of 97 8) Visual Approach Chart — ICAO; and 9) bird concentrations in the vicinity of the heliport. If some of the aeronautical charts are not produced, a statement to this effect shall be given in section GEN 3.2 ‘Aeronautical charts’. ___________________ Page 78 of 97  Appendix 2 NOTAM FORMAT Priority Indicator Address ≪≡ Date and time of filing Originator’s Indicator ≪≡( Message Series, Number and Identifier NOTAM containing new information .............................................. NOTAMN (series and number/year) NOTAMN NOTAM replacing a previous NOTAM .............................................. NOTAMR ............................................................................................ (series and number/year) NOTAMR (series and number/year of NOTAM to be replaced) NOTAM cancelling a previous NOTAM .............................................. NOTAMC ............................................................................................ ≪≡ (series and number/year) NOTAMC (series and number/year of NOTAM to be cancelled) Qualifiers Lower Upper FIR NOTAM Code Traffic Purpose Scope Coordinates, Radius Limit Limit Q) Q ≪≡ Identification of ICAO location indicator in which the facility, airspace or condition reported on is located A) Period of Validity From (date-time group) B) EST* To (PERM or date-time group) C) ≪≡ PERM* Time Schedule (if applicable) D) ≪≡ Text of NOTAM; Plain-language Entry (using ICAO Abbreviations) E) ≪≡ Lower Limit F) Upper Limit G) ) ≪≡ Signature *Delete as appropriate Page 79 of 97  INSTRUCTIONS FOR THE COMPLETION OF THE NOTAM FORMAT 1. General The qualifier line (Item Q) and all identifiers (Items A to G inclusive) each followed by a closing parenthesis, as shown in the format, shall be transmitted unless there is no entry to be made against a particular identifier. 2. NOTAM numbering Each NOTAM shall be allocated a series identified by a letter and a four-digit number followed by a stroke and a two-digit number for the year (e.g. A0023/03). Each series shall start on 1 January with the number 0001. 3. Qualifiers (Item Q) Item Q is divided into eight fields, each separated by a stroke. An entry shall be made in each field. Examples of how fields are to be filled in are shown in the Aeronautical Information Services Manual (ICAO Doc 8126). The definition of the field is as follows: 1) FIR a) If the subject of the information is geographically located within one FIR, the ICAO location indicator shall be that of the FIR concerned. When an aerodrome is situated within the overlying FIR of another Member State, the first field of Item Q shall contain the code for that overlying FIR (e.g. Q) LFRR/…A) EGJJ); or, if the subject of the information is geographically located within more than one FIR, the FIR field shall be composed of the ICAO nationality letters of the Member State originating the NOTAM followed by ‘XX’. The location indicator of the overlying UIR shall not be used. The ICAO location indicators of the FIRs concerned shall then be listed in Item A or the indicator of the Member State or the delegated entity which is responsible for provision of a navigation service in more than one Member State. b) If one Member State issues a NOTAM affecting FIRs in a group of Member States, the first two letters of the ICAO location indicator of the issuing Member State plus ‘XX’ shall be included. The location indicators of the FIRs concerned shall then be listed in Item A or the indicator of the Member State or the delegated entity which is responsible for provision of a navigation service in more than one Member State. 2) NOTAM CODE All NOTAM Code groups contain a total of five letters, the first of which is always the letter ‘Q’. The second and third letters identify the subject, and the fourth and fifth letters denote the status or condition of the subject reported upon. The two-letter codes for subjects and conditions are those contained in ICAO Doc 8400 ‘Procedures for Air Navigation Services – ICAO Abbreviations and Codes (PANS-ABC)’. For combinations of second and third, and fourth and fifth letters, refer to the ‘NOTAM Selection Criteria’ contained in ICAO Doc 8126 or insert one of the following combinations, as appropriate: a) if the subject is not listed in the NOTAM Code (ICAO Doc 8400) or in the NOTAM Selection Criteria (ICAO Doc 8126), insert ‘XX’ as the second and third letters (e.g. QXXAK); if the subject is ‘XX’, use ‘XX’ also for condition (e.g. QXXXX). b) if the condition of the subject is not listed in the NOTAM Code (ICAO Doc 8400) or in the NOTAM Selection Criteria (ICAO Doc 8126), insert ‘XX’ as the fourth and fifth letters (e.g. QFAXX); c) when a NOTAM containing operationally significant information is issued and when it is used to announce the existence of AIRAC AIP Amendments or Supplements, insert ‘TT’ as the fourth and fifth letters of the NOTAM Page 80 of 97  Code; d) when a NOTAM is issued containing a checklist of valid NOTAM, insert ‘KKKK’ as the second, third, fourth and fifth letters; and e) the following fourth and fifth letters of the NOTAM Code shall be used in NOTAM cancellations: AK = RESUMED NORMAL OPERATION AL = OPERATIVE (OR RE-OPERATIVE) SUBJECT TO PREVIOUSLY PUBLISHED LIMITATIONS/CONDITIONS AO = OPERATIONAL CC = COMPLETED CN = CANCELLED HV = WORK COMPLETED XX = PLAIN LANGUAGE As Q - - AO = Operational shall be used for NOTAM cancellation and NOTAM promulgating new equipment or services, use the following fourth and fifth letters Q - - CS = Installed. Q - - CN = CANCELLED shall be used to cancel planned activities, e.g. navigation warnings; Q - - HV = WORK COMPLETED shall be used to cancel work in progress. 3) TRAFFIC I = IFR V = VFR K = NOTAM is a checklist Depending on the NOTAM subject and content, the qualifier field TRAFFIC may contain combined qualifiers. 4) PURPOSE N = NOTAM selected for the immediate attention of flight crew members B = NOTAM of operational significance selected for PIB entry O = NOTAM concerning flight operations M = Miscellaneous NOTAM; not subject for a briefing, but available on request K = NOTAM is a checklist .Depending on the NOTAM subject and content, the qualifier field PURPOSE may contain the combined qualifiers BO or NBO. 5) SCOPE A = Aerodrome E = En-route W = Nav Warning K = NOTAM is a checklist Depending on the NOTAM subject and content, the qualifier field SCOPE may contain combined qualifiers. 6) and 7) LOWER/UPPER LOWER and UPPER limits shall only be expressed in flight levels (FL) and shall express the actual vertical limits of the area of influence without the addition of buffers. In the case of navigation warnings and airspace restrictions, values entered shall be consistent with those provided under Items F and G. If the subject does not contain specific height information, insert ‘000’ for LOWER and ‘999’ for UPPER as default values. Page 81 of 97 8) COORDINATES, RADIUS The latitude and longitude accurate to one minute, as well as a three-digit distance figure giving the radius of influence in NM (e.g. 4700N01140E043). Coordinates present the approximate centre of circle whose radius encompasses the whole area of influence, and if the NOTAM affects the entire FIR/UIR or more than one FIR/UIR, enter the default value ‘999’ for radius. 4. Item A Insert the ICAO location indicator as contained in ICAO Doc 7910 of the aerodrome or FIR in which the facility, airspace, or condition being reported on is located. More than one FIR/UIR may be indicated, when appropriate. If there is no available ICAO location indicator, use the ICAO nationality letter as given in ICAO Doc 7910, Part 2, plus ‘XX’ and followed up in Item E by the name, in plain language. If information concerns GNSS, insert the appropriate ICAO location indicator allocated for a GNSS element or the common location indicator allocated for all elements of the GNSS (except GBAS). In the case of GNSS, the location indicator may be used when identifying a GNSS element outage such as KNMH for a GPS satellite outage. 5. Item B For date-time group, use a ten-figure group, giving year, month, day, hours and minutes in UTC. This entry is the date-time at which the NOTAMN comes into force. In the cases of NOTAMR and NOTAMC, the date-time group is the actual date and time of the NOTAM origination. The start of a day shall be indicated by ‘0000’. 6. Item C With the exception of NOTAMC, a date-time group (a ten-figure group giving year, month, day, hours and minutes in UTC) indicating duration of information shall be used unless the information is of a permanent nature in which case the abbreviation ‘PERM’ is inserted instead. The end of a day shall be indicated by ‘2359’, ‘2400’ shall not be used. If the information on timing is uncertain, the approximate duration shall be indicated using a date-time group followed by the abbreviation ‘EST’. Any NOTAM which includes an ‘EST’ shall be cancelled or replaced before the date-time specified in Item C. 7. Item D If the hazard, status of operation or condition of facilities being reported on will be active in accordance with a specific time and date schedule between the dates-times indicated in Items B and C, insert such information under Item D. If Item D exceeds 200 characters, consideration shall be given to providing such information in a separate, consecutive NOTAM. 8. Item E Use decoded NOTAM Code complemented, where necessary, by ICAO abbreviations, indicators, identifiers, designators, call signs, frequencies, figures and plain language. When NOTAM is selected for international distribution, English text shall be included for those parts expressed in plain language. This entry shall be clear and concise in order to provide a suitable PIB entry. In the case of NOTAMC, a subject reference and status message shall be included to enable accurate plausibility checks. 9. Items F and G These items are normally applicable to navigation warnings or airspace restrictions and are usually part of the PIB entry. Insert both lower and upper height limits of activities or restrictions, clearly indicating only one reference datum and unit of Page 82 of 97 measurement. The abbreviations ‘GND’ or ‘SFC’ shall be used in Item F to designate ‘ground’ and ‘surface’ respectively. The abbreviation ‘UNL’ shall be used in Item G to designate ‘unlimited’. ______________________ Page 83 of 97  Appendix 3 SNOWTAM FORMAT (applicable until 4 November 2020) (PRIORITY (ADDRESSES) <≡ (COM INDICATOR) heading) (DATE AND TIME (ORIGINATOR’S (OF FILING) <≡ ( INDICATOR) (SWAA* SERIAL NUMBER) (LOCATION INDICATOR) DATE-TIME OF OBSERVATION (OPTIONAL GROUP) (Abbreviated heading) S W * * ≪≡( SNOWTAM (Serial number) <≡ (AERODROME LOCATION INDICATOR) A) <≡ (DATE-TIME OF OBSERVATION (Time of completion of measurement in UTC)) B) (RUNWAY DESIGNATOR) C) (CLEARED RUNWAY LENGTH, IF LESS THAN PUBLISHED LENGTH (m)) D) (CLEARED RUNWAY WIDTH, IF LESS THAN PUBLISHED WIDTH (m; if offset left or right of centre line add ‘L’ or ‘R’)) E) (DEPOSITS OVER TOTAL RUNWAY LENGTH F) …./…./…. (Observed on each third of the runway, starting from threshold having the lower runway designation number) NIL — CLEAR AND DRY 1 — DAMP 2 — WET 3 — RIME OR FROST COVERED (depth normally less than 1 mm) 4 — DRY SNOW 5 — WET SNOW 6 — SLUSH 7 — ICE 8 — COMPACTED OR ROLLED SNOW 9 — FROZEN RUTS OR RIDGES) (MEAN DEPTH (mm) FOR EACH THIRD OF TOTAL RUNWAY LENGTH) G) …./…./…. (ESTIMATED SURFACE FRICTION ON EACH THIRD OF RUNWAY) H) …./…./…. ESTIMATED SURFACE FRICTION GOOD — 5 MEDIUM/GOOD — 4 MEDIUM — 3 MEDIUM/POOR — 2 POOR — 1 (The intermediate values of ‘MEDIUM/GOOD’ and ‘MEDIUM/POOR’ provide for more precise information in the estimate when conditions are found to be between medium and either good or poor.) (CRITICAL SNOWBANKS (If present, insert height (cm)/distance from the edge of runway (m) followed by ‘L’, ‘R’ or J) ‘LR’, if applicable)) (RUNWAY LIGHTS (If obscured, insert ‘YES’ followed by ‘L’, ‘R’ or both ‘LR’, if applicable)) K) (FURTHER CLEARANCE (If planned, insert length (m)/width (m) to be cleared or if to full dimensions, insert ‘TOTAL’)) L) (FURTHER CLEARANCE EXPECTED TO BE COMPLETED BY . . . (UTC)) M) (TAXIWAY (If no appropriate taxiway is available, insert ‘NO’)) N) (TAXIWAY SNOWBANKS (If higher than 60 cm, insert ‘YES’ followed by the lateral distance apart, m)) P) <≡ (APRON (If unusable, insert ‘NO’)) R) (NEXT PLANNED OBSERVATION/MEASUREMENT IS FOR) (month/day/hour in UTC) S) (PLAIN-LANGUAGE REMARKS (Including contaminant coverage and other operationally significant information, e.g. T) sanding, de-icing, chemicals)) ) <≡ NOTES: 1. *Enter ICAO nationality letters as given in ICAO Doc 7910, Part 2. 2. *Information on other runways, repeat from B to P. 3. *Words in brackets ( ) not to be transmitted. SIGNATURE OF ORIGINATOR (not for transmission) Page 84 of 97  INSTRUCTIONS FOR THE COMPLETION OF THE SNOWTAM FORMAT 1. General a) When reporting on more than one runway, repeat Items B to P inclusive. b) Items together with their indicator shall be removed completely, where no information is to be included. c) Metric units shall be used and the unit of measurement shall not be reported. d) The maximum period of validity of SNOWTAM is 24 hours. New SNOWTAM shall be issued whenever there is a significant change in conditions. The following changes relating to runway conditions are considered as significant: 1) a change in the coefficient of friction of about 0.05; 2) changes in depth of deposit greater than the following: 20 mm for dry snow, 10 mm for wet snow, 3 mm for slush; 3) a change in the available length or width of a runway of 10 per cent or more; 4) any change in the type of deposit or extent of coverage, which requires reclassification in Items F or T of the SNOWTAM; 5) when critical snow banks exist on one or both sides of the runway, any change in the height or distance from centre line; 6) any change in the conspicuity of runway lighting caused by obscuring of the lights; 7) any other conditions known to be significant according to experience or local circumstances. e) The abbreviated heading ‘TTAAiiii CCCC MMYYGGgg (BBB)’ is included to facilitate the automatic processing of SNOWTAM messages in computer databanks. The explanation of these symbols is: TT = data designator for SNOWTAM = SW; AA = geographical designator for Member States, e.g. LF = FRANCE, EG = United Kingdom iiii = SNOWTAM serial number in a four-digit group; CCCC = four-letter location indicator of the aerodrome to which the SNOWTAM refers; MMYYGGgg = date/time of observation/measurement, whereby: MM = month, e.g. January = 01, December = 12; YY = day of the month; GGgg = time in hours (GG) and minutes (gg) UTC; (BBB) = optional group for: Correction to SNOWTAM message previously disseminated with the same serial number = COR. Brackets in (BBB) shall be used to indicate that this group is optional. When reporting on more than one runway and individual dates/times of observation/measurement are indicated by repeated Item B, the latest date/time of observation/measuring shall be inserted in the abbreviated heading (MMYYGGgg). The information groups shall be separated by a space, as illustrated above. f) The text ‘SNOWTAM’ in the SNOWTAM Format and the SNOWTAM serial number in a four-digit group shall be separated by a space, e.g. SNOWTAM 0124. g) For readability purposes for the SNOWTAM message, a linefeed shall be included after the SNOWTAM serial number, after Item A, after the last item referring to the runway (e.g. Item P) and after Item S. Page 85 of 97 2. Item A — Aerodrome location indicator (four-letter location indicator). 3. Item B — Eight-figure date/time group — giving time of observation as month, day, hour and minute in UTC; this item shall always be completed. 4. Item C — Lower runway designator number. 5. Item D — Cleared runway length in metres, if less than published length (see Item T on reporting on part of runway not cleared). 6. Item E — Cleared runway width in metres, if less than published width; if offset left or right of centre line, add (without space) ‘L’ or ‘R’, as viewed from the threshold having the lower runway designation number. 7. Item F — Deposit over total runway length as explained in SNOWTAM Format. Suitable combinations of these numbers may be used to indicate varying conditions over runway segments. If more than one deposit is present on the same portion of the runway, they should be reported in sequence from the top (closest to the sky) to the bottom (closest to the runway). Drifts, depths of deposit appreciably greater than the average values or other significant characteristics of the deposits may be reported under Item T in plain language. The values for each third of the runway shall be separated by an oblique stroke (/), without space between the deposit values and the oblique stroke, e.g.: 47/47/47. . 8. Item G — Mean depth in millimetres deposit for each third of total runway length, or ‘XX’ if not measurable or operationally not significant; the assessment to be made to an accuracy of 20 mm for dry snow, 10 mm for wet snow and 3 mm for slush. The values for each third of the runway shall be separated by an oblique stroke (/), without space between the values and the oblique stroke, e.g.: 20/20/20. 9. Item H — Estimated surface friction on each third of the runway (single digit) in the order from the threshold having the lower runway designation number. Friction measurement devices can be used as part of the overall runway surface assessment. Some Member States may have developed procedures for runway surface assessment which may include the use of information obtained from friction measuring devices and the reporting of quantitative values. In such cases, these procedures shall be published in the AIP and the reporting made in Item T of the SNOWTAM format. The values for each third of the runway are separated by an oblique stroke (/), without space between the values and the oblique stroke, e.g.: 5/5/5. 10. Item J — Critical snow banks. If present, insert height in centimetres and distance from edge of runway in metres, followed (without space) by left (‘L’) or right (‘R’) side or both sides (‘LR’), as viewed from the threshold having the lower runway designation number. 11. Item K — If runway lights are obscured, insert ‘YES’ followed (without space) by ‘L’, ‘R’ or both ‘LR’, as viewed from the threshold having the lower runway designation number. 12. Item L — When further clearance will be undertaken, enter length and width of runway or ‘TOTAL’ if runway will be cleared to full dimensions. 13. Item M — Enter the anticipated time of completion in UTC. 14. Item N — The code (and combination of codes) for Item F may be used to describe taxiway conditions; enter ‘NO’ if no taxiways serving the associated runway are available. 15. Item P — If snow banks are higher than 60 cm, ‘YES’ followed by the lateral distance parting the snow banks (the distance between) in metres shall be entered. Page 86 of 97 16. Item R — The code (and combination of codes) for Item F may be used to describe apron conditions; enter ‘NO’ if the apron is unusable. 17. Item S — The anticipated time of next observation/measurement in UTC shall be entered. 18. Item T — Describe in plain language any operationally significant information but always report on length of uncleared runway (Item D) and extent of runway contamination (Item F) for each third of the runway (if appropriate) in accordance with the following scale: RWY CONTAMINATION 10 PER CENT — if 10% or less of runway contaminated RWY CONTAMINATION 25 PER CENT — if 11–25% of runway contaminated RWY CONTAMINATION 50 PER CENT — if 26–50% of runway contaminated RWY CONTAMINATION 100 PER CENT — if 51–100% of runway contaminated. EXAMPLE OF A COMPLETED SNOWTAM FORMAT GG EHAMZQZX EDDFZQZX EKCHZQZX 070645 LSZHYNYX SWLS0149 LSZH 11070700 (SNOWTAM 0149 A) LSZH B) 11070620 C) 02 D)…P) B) 11070600 C) 09 D)…P) B) 11070700 C) 12 D)…P) R) NO S) 11070920 T) DEICING Definitions of the various types of snow Slush. Water-saturated snow that with a heel-and-toe slap-down motion against the ground will be displaced with a splatter; specific gravity: 0.5 up to 0.8. Combinations of ice, snow and/or standing water may, especially when rain, rain and snow, or snow is falling, produce substances with specific gravities in excess of 0.8. These substances, due to their high water/ice content, will have a transparent rather than a cloudy appearance and, at the higher specific gravities, will be readily distinguishable from slush. Snow (on the ground). a) Dry snow. Snow that can be blown if loose or, if compacted by hand, will fall apart again upon release; specific gravity: up to but not including 0.35. b) Wet snow. Snow that, if compacted by hand, will stick together and tend to or form a snowball; specific gravity: 0.35 up to but not including 0.5. c) Compacted snow. Snow that has been compressed into a solid mass that resists further compression and will hold together or break up into lumps if picked up; specific gravity: 0.5 and over. ____________________ Page 87 of 97  Appendix 3a SNOWTAM FORMAT (applicable as from 5 November 2020) (PRIORITY (ADDRESSES) <≡ (COM INDICATOR) heading) (DATE AND TIME (ORIGINATOR’S (OF FILING) <≡ ( INDICATOR) (SWAA* SERIAL NUMBER) (LOCATION INDICATOR) DATE-TIME OF ASSESSMENT (OPTIONAL GROUP) (Abbreviated heading) S W * * <≡( SNOWTAM (Serial number) <≡ Aeroplane performance calculation section (AERODROME LOCATION INDICATOR) M A) <≡ (DATE/TIME OF ASSESSMENT (Time of completion of assessment in UTC)) M B) (LOWER RUNWAY DESIGNATION NUMBER) M C) (RUNWAY CONDITION CODE (RWYCC) ON EACH RUNWAY THIRD) / / M D) (From Runway Condition Assessment Matrix (RCAM) 0, 1, 2, 3, 4, 5 or 6) (PER CENT COVERAGE CONTAMINANT FOR EACH RUNWAY THIRD) C E) / / DEPTH (mm) OF LOOSE CONTAMINANT FOR EACH RUNWAY THIRD) C F) / / (CONDITION DESCRIPTION OVER TOTAL RUNWAY LENGTH M G) / / (Observed on each runway third, starting from threshold having the lower runway designation number) COMPACTED SNOW DRY DRY SNOW DRY SNOW ON TOP OF COMPACTED SNOW DRY SNOW ON TOP OF ICE FROST ICE SLUSH STANDING WATER WATER ON TOP OF COMPACTED SNOW WET WET ICE WET SNOW WET SNOW ON TOP OF COMPACTED SNOW WET SNOW ON TOP OF ICE (WIDTH OF RUNWAY TO WHICH THE RUNWAY CONDITIONS CODES APPLY, IF LESS O H) <≡≡ THAN PUBLISHED WIDTH) Situational awareness section (REDUCED RUNWAY LENGTH, IF LESS THAN PUBLISHED LENGTH (m)) O I) (DRIFTING SNOW ON THE RUNWAY) O J) (LOOSE SAND ON THE RUNWAY) O K) (CHEMICAL TREATMENT ON RUNWAY) O L) (SNOWBANKS ON THE RUNWAY O M) (If present, distance from runway centreline (m) followed by ‘L’, ‘R’ or ‘LR’ as applicable)) (SNOWBANKS ON A TAXIWAY O N) (If present, distance from the centreline (m) followed by ‘L’, ‘R’ or ‘LR’ as applicable)) (SNOWBANKS ADJACENT TO THE RUNWAY) O O) (TAXIWAY CONDITIONS) O P) (APRON CONDITIONS) O R) (MEASURED FRICTION COEFFICIENT) O S) (PLAIN-LANGUAGE REMARKS) O T) ) <<≡ NOTES: Page 88 of 97  1. *Enter ICAO nationality letters as given in ICAO Doc 7910, Part 2 or otherwise applicable aerodrome identifier. 2. Information on other runways, repeat from B to H. 3. Information in the situational awareness section repeated for each runway, taxiway and apron. Repeat as applicable, when reported. 4. Words in brackets ( ) not to be transmitted. 5. For letters A) to T) refer to the Instructions for the completion of the SNOWTAM format, paragraph 1, item b). SIGNATURE OF ORIGINATOR (not for transmission) INSTRUCTIONS FOR THE COMPLETION OF THE SNOWTAM FORMAT 1. General a) When reporting on more than one runway, repeat Items B to H (aeroplane performance calculation section). b) The letters used to indicate items are only used for reference purpose and should not be included in the messages. The letters, M (mandatory), C (conditional) and O (optional) mark the usage and information and shall be included as explained below. c) Metric units shall be used and the unit of measurement shall not be reported. d) The maximum validity of SNOWTAM is 8 hours. New SNOWTAM shall be issued whenever a new runway condition report is received. e) A SNOWTAM cancels the previous SNOWTAM. f) The abbreviated heading ‘TTAAiiii CCCC MMYYGGgg (BBB)’ is included to facilitate the automatic processing of SNOWTAM messages in computer databanks. The explanation of these symbols is: TT = data designator for SNOWTAM = SW; AA = geographical designator for Member States, e.g. LF = FRANCE, EG = United Kingdom; iiii = SNOWTAM serial number in a four-digit group; CCCC = four-letter location indicator of the aerodrome to which the SNOWTAM refers; MMYYGGgg = date/time of observation/measurement, whereby: MM = month, e.g. January = 01, December = 12; YY = day of the month; GGgg = time in hours (GG) and minutes (gg) UTC; (BBB) = optional group for: Correction, in the case of an error, to a SNOWTAM message previously disseminated with the same serial number = COR. Brackets in (BBB) shall be used to indicate that this group is optional. When reporting on more than one runway and individual dates/times of observation/assessment are indicated by repeated Item B, the latest date/time of observation/assessment shall be inserted in the abbreviated heading (MMYYGGgg). g) The text ‘SNOWTAM’ in the SNOWTAM Format and the SNOWTAM serial number in a four-digit group shall be separated by a space, e.g. SNOWTAM 0124. h) For readability purposes for the SNOWTAM message, a linefeed shall be included after the SNOWTAM serial number, after Item A, and after the aeroplane performance calculation section. Page 89 of 97 i) When reporting on more than one runway, repeat the information in the aeroplane performance calculation section from the date and time of assessment for each runway before the information in the situational awareness section. j) Mandatory information is: 1) AERODROME LOCATION INDICATOR; 2) DATE AND TIME OF ASSESSMENT; 3) LOWER RUNWAY DESIGNATOR NUMBER; 4) RUNWAY CONDITION CODE FOR EACH RUNWAY THIRD; and 5) CONDITION DESCRIPTION FOR EACH RUNWAY THIRD (when runway condition code (RWYCC) is reported 1–5) 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 shall be inserted for each runway and always the lower number. Item D — Runway condition code 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 shall be 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 shall be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item F — Depth of loose contaminant for each runway third. When provided, insert in millimetres for each runway third, separated by an oblique stroke (nn/nn/nn or nnn/nnn/nnn). This information shall only be provided for the following contamination types: — standing water, values to be reported 04, then assessed value. Significant changes 3 mm up to and including 15 mm; — slush, values to be reported 03, then assessed value. Significant changes 3 mm up to and including 15 mm; — wet snow, values to be reported 03, then assessed value. Significant changes 5 mm; and — dry snow, values to be reported 03, then assessed value. Significant changes 20 mm. When the conditions are not reported, this shall be signified by the insertion of ‘NR’ for the appropriate runway Page 90 of 97 third(s). Item G — Condition description for each runway third. Any of the following condition descriptions for each runway third, separated by an oblique stroke, shall be inserted. COMPACTED SNOW DRY SNOW DRY SNOW ON TOP OF COMPACTED SNOW DRY SNOW ON TOP OF ICE FROST ICE SLUSH STANDING WATER WATER ON TOP OF COMPACTED SNOW WET WET ICE WET SNOW WET SNOW ON TOP OF COMPACTED SNOW WET SNOW ON TOP OF ICE DRY (only reported when there is no contaminant) When the conditions are not reported, this shall be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item H — Width of runway to which the runway condition codes apply. The width in metres if less than the published runway width shall be inserted. 3. Situational awareness section Elements in the situational awareness section shall end with a full stop. Elements in the situational awareness section for which no information exists, or where the conditional circumstances for publication are not fulfilled, shall be left out completely. Item I — Reduced runway length. The applicable runway designator and available length in meters shall be inserted (e.g. RWY nn [L] or nn [C] or nn [R] REDUCED TO [n]nnn). This information is conditional when a NOTAM has been published with a new set of declared distances. Item J — Drifting snow on the runway. When reported, ‘DRIFTING SNOW’ shall be inserted. Item K — Loose sand on the runway. When loose sand is reported on the runway, the lower runway designator shall be inserted with a space ‘LOOSE SAND’ (RWY nn or RWY nn[L] or nn[C] or nn[R] LOOSE SAND). Item L — Chemical treatment on the runway. When chemical treatment has been reported applied, the lower runway designator shall be inserted with a space ‘CHEMICALLY TREATED’ (RWY nn or RWY nn[L] or nn[C] or nn[R] CHEMICALLY TREATED). Item M — Snow banks on the runway. When snow banks are reported present on the runway, the lower runway designator shall be inserted with a space ‘SNOWBANK’ and with a space left ‘L’ or right ‘R’ or both sides ‘LR’, followed by the distance in metres from centre line separated by a space ‘FM CL’ (RWY nn or RWY nn[L] or nn[C] or nn[R] SNOWBANK Lnn or Rnn or LRnn FM CL). Page 91 of 97 Item N — Snow banks on a taxiway. When snow banks are present on a taxiway, the taxiway designator shall be inserted with a space ‘SNOWBANK’ and with a space left ‘L’ or right ‘R’ or both sides ‘LR’, followed by the distance in metres from centre line separated by a space FM CL (TWY [nn]n SNOWBANK Lnn or Rnn or LRnn FM CL). Item O — Snow banks adjacent to the runway. When snow banks are reported present, penetrating the height profile in the aerodrome snow plan, the lower runway designator and ‘ADJ SNOWBANKS’ shall be inserted (RWY nn or RWY nn[L] or nn[C] or nn[R] ADJ SNOWBANKS). Item P — Taxiway conditions. When taxiway conditions are reported slippery or poor, the taxiway designator followed by a space ‘POOR’ shall be inserted (TWY [n or nn] POOR or ALL TWYS POOR). Item R — Apron conditions. When apron conditions are reported slippery or poor, the apron designator followed by a space ‘POOR’ shall be inserted (APRON [nnnn] POOR or ALL APRONS POOR). Item S — Measured friction coefficient. Where reported, the measured friction coefficient and friction measuring device shall be inserted. This shall only be reported for Member States that have an established programme of runway friction measurement using a Member-State-approved friction measuring device. Item T — Plain language remarks. EXAMPLE OF COMPLETED SNOWTAM FORMAT Example SNOWTAM 1 GG EADBZQZX EADNZQZX EADSZQZX 170100 EADDYNYX SWEA0149 EADD 02170055 (SNOWTAM 0149 EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET SNOW ) Example SNOWTAM 2 GG EADBZQZX EADNZQZX EADSZQZX 170140 EADDYNYX SWEA0150 EADD 02170135 (SNOWTAM 0150 EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET SNOW 02170135 09R 5/4/3 100/50/75 NR/06/06 WET/SLUSH/SLUSH ) Example SNOWTAM 3 GG EADBZQZX EADNZQZX EADSZQZX 170229 EADDYNYX SWEA0151 EADD 02170225 (SNOWTAM 0151 EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET SNOW Page 92 of 97 02170135 09R 5/4/3 100/50/75 NR/06/06 WET/SLUSH/SLUSH 02170225 09C 3/2/1 75/100/100 06/12/12 SLUSH/WET SNOW/WET SNOW RWY 09L SNOWBANK R20 FM CL. RWY 09R ADJ SNOWBANKS. TWY B POOR. APRON NORTH POOR) Example SNOWTAM 4 GG EADBZQZX EADNZQZX EADSZQZX 170350 EADDYNYX SWEA0152 EADD 02170345 (SNOWTAM 0152 EADD 02170345 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/SLUSH 02170134 09R 5/4/3 100/50/75 NR/06/06 WET/SLUSH/SLUSH 02170225 09C 3/2/1 75/100/100 06/12/12 SLUSH/WET SNOW/WET SNOW 35 DRIFTING SNOW. RWY 09L LOOSE SAND. RWY 09R CHEMICALLY TREATED. RWY 09C CHEMICALLY TREATED.) ____________________ Page 93 of 97  Appendix 4 ASHTAM FORMAT (PRIORITY (ADDRESSEE INDICATOR(S))1 INDICATOR) (COM heading) (DATE AND TIME (ORIGINATOR’S ( OF FILING) ( INDICATOR) (VA*2 SERIAL NUMBER) (LOCATION DATE/TIME OF ISSUANCE (OPTIONAL GROUP) (Abbreviated INDICATOR) heading) V A *2 *2 ASHTAM (SERIAL NUMBER) (FLIGHT INFORMATION REGION AFFECTED) A) (DATE/TIME (UTC) OF ERUPTION) B) (VOLCANO NAME AND NUMBER) C) (VOLCANO LATITUDE/LONGITUDE OR VOLCANO RADIAL AND DISTANCE FROM NAVAID) D) (VOLCANO LEVEL OF ALERT COLOUR CODE, INCLUDING ANY PRIOR LEVEL OF ALERT COLOUR CODE) 3 E) (EXISTENCE AND HORIZONTAL/VERTICAL EXTENT OF VOLCANIC ASH CLOUD) 4 F) (DIRECTION OF MOVEMENT OF ASH CLOUD)4 G) (AIR ROUTES OR PORTIONS OF AIR ROUTES AND FLIGHT LEVELS AFFECTED) H) (CLOSURE OF AIRSPACE AND/OR AIR ROUTES OR PORTIONS OF AIR ROUTES, AND ALTERNATIVE AIR ROUTES I) AVAILABLE) (SOURCE OF INFORMATION) J) (PLAIN-LANGUAGE REMARKS) K) NOTES: 1. See also Appendix 5 regarding addressee indicators used in predetermined distribution systems. 2. *Enter ICAO nationality letter as given in ICAO Doc 7910, Part 2. 3. See paragraph 3.5 below. 4. Advice on the existence, extent and movement of volcanic ash cloud G) and H) may be obtained from the volcanic ash advisory centre(s) responsible for the FIR concerned. 5. Item titles in brackets ( ) not to be transmitted. SIGNATURE OF ORIGINATOR (not for transmission) Page 94 of 97  INSTRUCTIONS FOR THE COMPLETION OF THE ASHTAM FORMAT 1. General 1.1 The ASHTAM provides information on the status of activity of a volcano when a change in its activity is, or is expected to be of operational significance. This information is provided using the volcano level of alert colour code given in 3.5 below. 1.2 In the event of a volcanic eruption producing ash cloud of operational significance, the ASHTAM also provides information on the location, extent and movement of the ash cloud and the air routes and flight levels affected. 1.3 Issuance of an ASHTAM giving information on a volcanic eruption, in accordance with section 3 below, should not be delayed until complete information A to K is available but should be issued immediately following receipt of notification that an eruption has occurred or is expected to occur, or a change in the status of activity of a volcano of operational significance has occurred or is expected to occur, or an ash cloud is reported. In the case of an expected eruption, and hence no ash cloud evident at that time, items A to E should be completed and items F to I indicated as ‘not applicable’. Similarly, if a volcanic ash cloud is reported, e.g. by special air-report, but the source volcano is not known at that time, the ASHTAM should be issued initially with items A to E indicated as ‘unknown’, and items F to K completed, as necessary, based on the special air-report, pending receipt of further information. In other circumstances, if information for a specific field A to K is not available indicate ‘NIL’. 1.4 The maximum period of validity of ASHTAM is 24 hours. New ASHTAM shall be issued whenever there is a change in the level of alert. 2. Abbreviated heading 2.1 Following the usual ‘Aeronautical fixed – telecommunications network (AFTN)’ communications header, the abbreviated heading ‘TT AAiiii CCCC MMYYGGgg (BBB)’ shall be included to facilitate the automatic processing of ASHTAM messages in computer databanks. The explanation of these symbols is: TT = data designator for ASHTAM = VA; AA = geographical designator for States, e.g. NZ = New Zealand; iiii = ASHTAM serial number in a four-figure group; CCCC = four-letter location indicator of the flight information region concerned; MMYYGGgg = date/time of report, whereby: MM = month, e.g. January = 01, December = 12; YY = day of the month; GGgg = time in hours (GG) and minutes (gg) UTC; (BBB) = Optional group for correction to an ASHTAM message previously disseminated with the same serial number = COR. Brackets in (BBB) shall be used to indicate that this group is optional. Page 95 of 97 3. Content of ASHTAM 3.1 Item A — Flight information region affected, plain-language equivalent of the location indicator given in the abbreviated heading, in this example: ‘Auckland Oceanic FIR’. 3.2 Item B — Date and time (UTC) of first eruption. 3.3 Item C — Name of volcano, and number of volcano as listed in ICAO Doc 9691 Manual on Volcanic Ash, Radioactive Material and Toxic Chemical Clouds, Appendix H, and on the World Map of Volcanoes and Principal Aeronautical Features. 3.4 Item D — Latitude/Longitude of the volcano in whole degrees or radial and distance of volcano from NAVAID, as listed in the ICAO Doc 9691 Manual on Volcanic Ash, Radioactive Material and Toxic Chemical Clouds, Appendix H, and on the World Map of Volcanoes and Principal Aeronautical Features. 3.5 Item E — Colour code for level of alert indicating volcanic activity, including any previous level of alert colour code as follows: Level of alert colour code Status of activity of volcano GREEN Volcano is in normal, non-eruptive state. ALERT or, after a change from a higher alert level: Volcanic activity considered to have ceased, and volcano reverted to its normal, non-eruptive state. YELLOW Volcano is experiencing signs of elevated unrest above known background levels. ALERT or, after a change from higher alert level: Volcanic activity has decreased significantly but continues to be closely monitored for possible renewed increase. ORANGE Volcano is exhibiting heightened unrest with increased likelihood of eruption. ALERT or, Volcanic eruption is underway with no or minor ash emission [specify ash-plume height, if possible]. RED Eruption is forecasted to be imminent with significant emission of ash into the atmosphere ALERT likely. or, Eruption is underway with significant emission of ash into the atmosphere [specify ash- plume height, if possible]. The colour code for the level of alert indicating the status of activity of the volcano and any change from a previous status of activity shall be provided to the area control centre by the responsible vulcanological agency in the Member State concerned, e.g. ‘RED ALERT FOLLOWING YELLOW’ OR ‘GREEN ALERT FOLLOWING ORANGE’. 3.6 Item F — If volcanic ash cloud of operational significance is reported, the horizontal extent and base/top of the ash cloud shall be indicated using latitude/longitude (in whole degrees) and altitudes in Page 96 of 97 thousands of metres (feet) and/or radial and distance from source volcano. Information initially may be based only on special air-report, but subsequent information may be more detailed based on advice from the responsible meteorological watch office and/or volcanic ash advisory centre. 3.7 Item G — Forecast direction of movement of the ash cloud at selected levels shall be indicated based on advice from the responsible meteorological watch office and/or volcanic ash advisory centre. 3.8 Item H — Air routes and portions of air routes and flight levels affected, or expected to become affected, shall be indicated. 3.9 Item I — Closure of airspace, air routes or portions of air routes, and availability of alternative routes, shall be indicated. 3.10 Item J — Source of the information, e.g. ‘special air-report’ or ‘vulcanological agency’, etc. The source of information shall always be indicated, whether an eruption has actually occurred or ash cloud reported, or not. 3.11 Item K — Any operationally significant information, additional to the foregoing, shall be included in plain language. ______________________ Page 97 of 97  ANNEX VI Draft Annex VI to draft Commission Regulation (EU) …/… amending Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight and Regulation (EU) No 139/2014 laying down requirements and administrative procedures related to aerodromes ANNEX XI — SPECIFIC REQUIREMENTS FOR PROVIDERS OF PROCEDURE DESIGN (Part-ASD) to Regulation (EU) 2017/373 is amended as follows: 1. Annex XI (Part-ASD) is replaced as follows: ‘ANNEX XI SPECIFIC REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (Part-FPD) SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (FPD.OR) Section 1 — General requirements FPD.OR.100 Flight procedure design (FPD) services (a) A flight procedure design services provider shall perform any or all of the following activities: (1) design and documentation of flight procedures; (2) validation of flight procedures. In this context, the FPD provider shall use aeronautical data and aeronautical information that meet the requirements of accuracy, resolution, and integrity as specified in the aeronautical data catalogue in accordance with Appendix 1 to Annex III (Part-ATM/ANS.OR) to this Regulation. (b) If aeronautical data is not provided by an authoritative source or does not meet the applicable data quality requirements (DQRs), such aeronautical data may be originated by the FPD provider. In this context, such aeronautical data shall be validated by the FPD provider originating it. FPD.OR.105 Management system In addition to ATM/ANS.OR.B.005, the FPD provider shall establish and maintain a management system that includes control procedures for: Page 1 of 7 (a) data acquisition; (b) flight procedure design in accordance with design criteria as set out in FPD.TR.100; (c) flight procedure design documentation; (d) stakeholders consultation; (e) ground validation and, when appropriate, flight validation of flight procedure; (f) identification of tools, including configuration management and tools qualification, as necessary; and (g) maintenance and periodic review of the flight procedure(s), as applicable. FPD.OR.110 Record-keeping In addition to ATM/ANS.OR.B.030, the FPD provider shall include in its record-keeping system the elements indicated in FPD.OR.105. FPD.OR.115 Technical and operational competence and capability (a) In addition to ATM/ANS.OR.B.005(a)(6), the FPD provider shall ensure that its flight procedure designers: (1) have successfully completed a training course that provides competency in flight procedure design; (2) are suitably experienced to successfully apply the theoretical knowledge; and (3) complete successfully continuation training. (b) When flight validation is performed, the FPD provider certified to provide flight validation shall ensure that it is undertaken by a competent pilot. (c) In addition to ATM/ANS.OR.B.030, the FPD provider shall maintain records of all the training completed by the employed flight procedure designers and make such records available on request: (1) to the flight procedure designers concerned; and (2) in agreement with the flight procedure designers, to the new employer when a flight procedure designer is employed by a new entity. FPD.OR.120 Required interfaces An FPD provider shall ensure the necessary formal arrangements with: (a) aeronautical data sources; (b) other service providers; (c) aerodrome operators; and (d) aircraft operators. Page 2 of 7  SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (FPD.TR) Section 1 — General requirements FPD.TR.100 Flight procedure design criteria The flight procedures shall be designed using design criteria specified in Appendix 1 to this Annex so as to ensure safe aircraft operations. The design criteria shall permit the establishment of appropriate obstacle clearance for flight procedures, where required. FPD.TR.105 Coordinates and aeronautical data (a) In addition to ATM/ANS.OR.A.090, geographical coordinates indicating latitude and longitude shall be determined and reported to the aeronautical information services provider(s) (AIS provider(s)) in terms of the World Geodetic System — 1984 (WGS-84) geodetic reference datum or equivalent. Those geographical coordinates that have been transformed into WGS-84 coordinates by mathematical means and whose accuracy of original field work does not meet the specifications of the aeronautical data catalogue laid down in Appendix 1 to Annex III (Part-ATM/ANS.OR) to this Regulation shall be identified. (b) The order of accuracy of the field work and the determinations and calculations derived therefrom shall be such that the resulting operational navigation data for the phases of flight are within the maximum deviations with respect to an appropriate reference frame, as specified in Appendix 1 to Annex III (Part-ATM/ANS.OR) to this Regulation. Page 3 of 7 2. New Appendix 1 to Annex XI (Part-FDP) is added as follows: ‘Appendix 1 REQUIREMENTS FOR AIRSPACE STRUCTURES AND FLIGHT PROCEDURES CONTAINED THEREIN SECTION I Specifications for flight information regions, control areas, control zones and flight information zones (a) FLIGHT INFORMATION REGIONS Flight information regions shall: (1) be delineated to cover the whole of the air route structure to be served by such regions; and (2) include all airspace within its horizontal limits, except when limited by an upper flight information region. (b) CONTROL AREAS (1) Control areas shall be delineated so as to encompass sufficient airspace to contain the flight paths of those instrument flight rules (IFR) flights or portions thereof to which the applicable parts of the air traffic control (ATC) service are provided, taking into account the capabilities of the navigation aids normally used in that area. (2) A lower limit of a control area shall be established at a height above the ground or water of not less than 200 m (700 ft). (3) An upper limit of a control area shall be established when either: (i) ATC service will not be provided above such upper limit; or (ii) the control area is situated below an upper control area, in which case, the upper limit shall coincide with the lower limit of the upper control area. (c) CONTROL ZONES (1) The horizontal limits of a control zone shall encompass at least those portions of the airspace, which are not within control areas, that contains the paths of IFR flights arriving at and departing from aerodromes to be used under instrument meteorological conditions (IMC). (2) If located within the horizontal limits of a control area, the control zone shall extend upwards from the surface of the earth to at least the lower limit of the control area. (d) FLIGHT INFORMATION ZONES (1) The horizontal limits of a flight information zone shall encompass at least those portions of the airspace, which are neither within control areas nor within control zone, that contains the paths of IFR and/or VFR flights arriving at and departing from aerodromes. Page 4 of 7  (2) If located within the horizontal limits of a control area, the flight information zone shall extend upwards from the surface of the earth to at least the lower limit of the control area. SECTION II Identification of navigation specifications and of ATS routes other than standard departure and arrival routes (a) When ATS routes are established, a protected airspace along each ATS route and a safe spacing between adjacent ATS routes shall be provided. (b) ATS routes shall be identified through designators. (c) When identifying navigation specifications and ATS routes other than standard departure and arrival routes, the designation system used shall: (1) permit the identification of any ATS route in a simple and unique manner; (2) avoid redundancy; (3) be usable by both ground and airborne automation systems; (4) permit utmost brevity in operational use; and (5) provide for a sufficient possibility of extension to cater for any future requirements without the need for fundamental changes; (d) Basic ATS route designators shall be assigned in accordance with the following principles: (1) the same basic designator shall be assigned to a main trunk route throughout its entire length, irrespective of terminal control areas, States or regions traversed; (2) where two or more trunk routes have a common segment, the segment in question shall be assigned each of the designators of the routes concerned, except where this would introduce difficulties in the provision of air traffic services (ATS), in which case, by common agreement, one designator only shall be assigned; and (3) a basic designator assigned to one route shall not be assigned to any other route. SECTION III Identification of standard departure and standard arrival routes and associated procedures (a) When identifying standard departure and standard arrival routes and associated procedures, it shall be ensured that: (1) the system of designators shall permit the identification of each route in a simple and unambiguous manner; (2) each route shall be identified by a plain language designator and a corresponding coded designator; and Page 5 of 7  (3) in voice communications, the designators shall be easily recognisable as relating to a standard departure or standard arrival route and shall not create any difficulties in pronunciation for pilots and ATS personnel. (b) When composing designators for standard departure and standard arrival routes and associated procedures, the following shall be used: (1) a plain language designator; (2) a basic indicator; (3) a validity indicator that shall be a number from 1 to 9; (4) a route indicator that shall be one letter of the alphabet; the letters ‘I’ and ‘O’ shall not be used; and (5) a coded designator of a standard departure or standard arrival route, instrument or visual. (c) Assignment of designators (1) Each route shall be assigned a separate designator. (2) To distinguish between two or more routes that relate to the same significant point (and are therefore assigned the same basic indicator), a separate route indicator as described in (b)(4) shall be assigned to each route. (d) Assignment of validity indicators (1) A validity indicator shall be assigned to each route to identify the route that is currently in effect. (2) The first validity indicator to be assigned shall be the number ‘1’. (3) Whenever a route is amended, a new validity indicator, which consists of the next higher number, shall be assigned. The number ‘9’ shall be followed by the number ‘1’. SECTION IV Establishment and identification of significant points (a) Significant points shall be established for the purpose of defining an ATS route or flight procedure and/or in relation to the ATS requirements for information on the progress of aircraft in flight. (b) Significant points shall be identified by designators. SECTION V Minimum flight altitudes Minimum flight altitudes shall be determined for each ATS route and control area and shall be provided for promulgation. These minimum flight altitudes shall provide a minimum obstacle clearance within the areas concerned. SECTION VI Page 6 of 7  Identification and delineation of prohibited, restricted and danger areas When prohibited areas, restricted areas or danger areas are established, upon initial establishment, they shall be given an identification, and full details shall be provided for promulgation.’. Page 7 of 7  ANNEX VII Draft Annex VII to Regulation (EU) …/… amending Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight and Regulation (EU) No 139/2014 laying down requirements and administrative procedures related to aerodromes ANNEX III — Part Organisation Requirements — Aerodrome Operators (Part-ADR.OR) and ANNEX IV — Part Operations Requirements — Aerodromes (Part-ADR.OPS) to Regulation (EU) No 139/2014 are amended as follows: 1. Annex III (Part-ADR.OR) to Regulation (EU) No 139/2014 is amended as follows: a. Point ADR.OR.B.015(b)(2)(ii) is replaced as follows: ‘(ii) the type of operations at the aerodrome and the associated airspace; and’. b. ADR.OR.B.025(a)(1)(iii) is replaced as follows: ‘(iii) that the flight procedures of the aerodrome have been approved in accordance with Regulation (EU) 2017/373.’. c. and ADR.OR.B.040(a)(1) is replaced as follows: ‘(1) affecting the terms of the certificate, its certification basis, the flight procedures associated with the aerodrome and safety critical aerodrome equipment;’. d. ADR.OR.D.007 is replaced as follows: ‘ADR.OR.D.007 Management of aeronautical data and aeronautical information (a) As part of its management system, the aerodrome operator shall implement and maintain a quality management system covering: (1) its aeronautical data activities; and (2) its aeronautical information provision activities. (b) The aerodrome operator shall, as part of its management system, establish a security management system to ensure the security of operational data it receives, or produces, or otherwise employs, so that access to that operational data is restricted only to those authorised. (c) The security management system shall define: (1) the procedures relating to data security risk assessment and mitigation, security monitoring and improvement, security reviews and lesson dissemination; (2) the means designed to detect security breaches and to alert personnel with appropriate security warnings; and Page 1 of 4  (3) the means of controlling the effects of security breaches and of identifying recovery action and mitigation procedures to prevent reoccurrence. (d) The aerodrome operator shall ensure the security clearance of its personnel with respect to aeronautical data security. (e) The aerodrome operator shall take the necessary measures to protect its aeronautical data against cyber security threats.’ 2. Annex IV (Part-ADR.OPS) to Regulation (EU) No 139/2014 is amended as follows: a. ADR.OPS.A.010 is replaced as follows: ‘ADR.OPS.A.010 Data quality requirements The aerodrome operator shall have formal arrangements with the organisations with which it exchanges aeronautical data and/or aeronautical information and shall ensure the following: (a) all data relevant to the aerodrome and available services shall be provided with the required quality; data quality requirements (DQRs) shall be complied with at data origination and maintained during data transmission; (b) the accuracy of aeronautical data shall be as specified in the aeronautical data catalogue; (c) the integrity of aeronautical data shall be maintained throughout the data process from origination to transmission; based on the integrity classification specified in the aeronautical data catalogue, procedures shall be put in place so that: (1) for routine data, corruption is avoided throughout the processing of the data; (2) for essential data, corruption does not occur at any stage of the entire process and additional processes are included, as needed, to address potential risks in the overall system architecture to ensure data integrity at that level; and (3) for critical data, corruption does not occur at any stage of the entire process and additional integrity assurance processes are included to fully mitigate the effects of faults identified by thorough analysis of the overall system architecture as potential data integrity risks; (d) the resolution of the aeronautical data is commensurate with the actual data accuracy; (e) the traceability of the aeronautical data; (f) the timeliness of the aeronautical data, including any limits on the effective period; (g) the completeness of the aeronautical data; and (h) the format of the delivered data meets the specified requirements.’. Page 2 of 4 b. New ADR.OPS.A.020 is added as follows: ‘ADR.OPS.A.020 Common reference systems For the purpose of air navigation, the aerodrome operator shall use the: (a) World Geodetic System — 1984 (WGS-84) as the horizontal reference system; (b) mean sea level (MSL) datum as the vertical reference system; and (c) Gregorian calendar and coordinated universal time (UTC) as the temporal reference systems.’ c. New ADR.OPS.A.025 is added as follows: ‘ADR.OPS.A.025 Data error detection and authentication When originating, processing or transmitting data to the aeronautical information service (AIS) provider, the aerodrome operator shall: (a) ensure that digital data error detection techniques are used during the transmission and/or storage of aeronautical data in order to support the applicable data integrity levels; and (b) ensure that the transfer of aeronautical data is subject to a suitable authentication process such that recipients are able to confirm that the data or information has been transmitted by an authorised source.’. d. New ADR.OPS.A.030 is added as follows: ‘ADR.OPS.A.030 Aeronautical data catalogue When originating, processing or transmitting data to the AIS provider, the aerodrome operator shall ensure that the aeronautical data of Appendix 1 to Annex III (Part- ATM/ANS.OR) to Regulation (EU) 2017/373 conform to the data catalogue specifications.’. e. New ADR.OPS.A.035 is added as follows: ‘ADR.OPS.A.035 Data validation and verification When originating, processing or transmitting data to the AIS provider, the aerodrome operator shall ensure that validation and verification techniques are employed so that the aeronautical data meets the associated DQRs. In addition: (a) the verification shall ensure that the aeronautical data is received without corruption and that the aeronautical data process does not introduce corruption; (b) aeronautical data and aeronautical information entered manually shall be subject to independent verification to detect any errors that may have been introduced; and (c) when using aeronautical data to obtain or calculate new aeronautical data, the initial data shall be verified and validated, except when provided by an authoritative source.’. Page 3 of 4 f. New ADR.OPS.A.040 is added as follows: ‘ADR.OPS.A.040 Error handling requirements The aerodrome operator shall ensure that: (a) errors identified during data origination and after data delivery are addressed, corrected or resolved; and (b) priority is given to managing errors in critical and essential aeronautical data.’. g. New ADR.OPS.A.045 is added as follows: ‘ADR.OPS.A.045 Metadata The aerodrome operator shall ensure that metadata include, as a minimum: (a) the identification of the organisations or entities performing any action of originating, transmitting or manipulating the aeronautical data; (b) the action performed; and (c) the date and time the action was performed.’. h. New ADR.OPS.A.050 is added as follows: ‘ADR.OPS.A.050 Data transmission The aerodrome operator shall ensure that aeronautical data is transmitted by electronic means.’. i. New ADR.OPS.A.055 is added as follows: ‘ADR.OPS.A.055 Tools and software When originating, processing or transmitting aeronautical data to the AIS provider, the aerodrome operator shall ensure that tools and software used to support or automate aeronautical data processes perform their functions without adversely impacting the quality of the aeronautical data.’. Page 4 of 4 Draft Annex X to ED Decision 201X/XXX/R ‘Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Regulation (EU) 2017/373’ Annex XIV 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: — deleted text is struck through; — new or amended text is highlighted in grey; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged. Page 1 of 9 1. GM2 to Article 1 ‘Subject matter and scope’ is added as follows: GM1 Article 1 Subject matter and scope1 DESIGN OF FLIGHT PROCEDURES AND DESIGN OF AIRSPACE STRUCTURES (AIRSPACE DESIGN) (a) Article 8b(1) and (6)(a) of Regulation (EC) No 216/2008 as well as point 2(i) of Annex Vb (Essential Requirements) to said Regulation address the obligation in respect of “airspace design”. It requires “airspace structures and flight procedures shall be properly designed, surveyed and validated before they can be deployed and used by aircraft.” (b) The designation of airspace is Member States obligation, where civil and military national authorities are involved. The designation of airspace should include, but not limited to the design of airspace structure, the classification of the airspace and its approval. (c) Airspace design contains two aspects: (1) design of flight procedures; and (2) design of airspace structures ; (d) Member States shall ensure that flight procedure design service provider intending to design flight procedures for aerodromes or airspace under the authority of that Member States meets the requirements established in this Regulation. Therefore, flight procedure design service provider shall be granted a certificate and be entitled to exercise the privileges granted within the scope of that certificate, where it complies and continues to comply, in addition to the requirements referred to in Article 8b(1) of Regulation (EC) No 216/2008, with the following requirements of Article 6(k) to Regulation (EU) 2017/373. (e) The certification and oversight of the design of airspace structure 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 Appendixes 2 and 3 to Article 3. 2. GM1 Article 2 ‘Definitions’ is amended as follows: GM1 Article 2 Definitions GENERAL (a) Article 3(q) of Regulation (EC) No 216/2008 defines ATM/ANS as ‘the air traffic management functions as defined in Article 2(10) of Regulation (EC) No 549/2004, air navigation services defined in Article 2(4) of that Regulation, 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 Regulation (EU) No 677/2011. 1 Before the adoption of the new EASA Basic Regulation. Page 2 of 9 (e) The designation of airspace is Member States obligation, where civil and military national authorities are involved. The designation of airspace should include, but not limited to, the design of airspace structure, the classification of the airspace and its approval. (f) The oversight of the design of airspace structure 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 Appendixes 2 and 3 to Article 3. (g) Member States shall ensure that flight procedure design service provider intending to design flight procedures for aerodromes or in airspace under the authority of that Member States meets the requirements established in this Regulation. Therefore, flight procedure design service provider shall be granted a certificate and be entitled to exercise the privileges granted within the scope of that certificate, where it complies and continues to comply, in addition to the requirements referred to in Article 8b(1) of Regulation (EC) No 216/2008, with the following requirements laid down Article 6(k) to regulation (EU) 2017/373. 3. GM1 and GM2 associated to Article 3 ‘Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions’ are added as follows: GM1 Article 3(1) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions AERONAUTICAL INFORMATION SERVICES (a) Member States ensure that aeronautical information services are provided as required by Annex VI for the entire territory of the Member State as well as those areas over the high seas in which the Member State is responsible for the provision of air traffic services. (b) For this purpose, Member States either: (1) provide an aeronautical information service; or (2) agree with one or more other State(s) for the provision of a joint service; or (3) delegate the provision of aeronautical information services while remaining responsible for the aeronautical data and aeronautical information provided. (c) If the Member State entrusts more than one service provider with the provision of the aeronautical information services, the scope of each service provider is clearly defined and duplication is avoided. GM2 Article 3(1) Provision of ATM/ANS, flight procedure design and airspace structure design , and ATM network functions AIRSPACE STRUCTURE Airspace structure should means 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; (b) airspace restrictions, namely danger, restricted and prohibited areas; (c) radio mandatory zones, transponder mandatory zones; and Page 3 of 9 (d) Other airspaces specified by the competent authority when defining the airspace change process, such as e.g. flight information zones, temporary segregated areas, temporary reserved areas or free route airspace. 4. AMC1 and GM1 associated to Article 3(5) ‘Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions’ are added as follows: AMC1 Article 3(5) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions AERONAUTICAL INFORMATION — DATA ORIGINATION (a) In order to ensure that parties originating data and aeronautical information comply with the provisions relevant to them, Member States should ensure that, at national level, such parties can document data origination activities, especially their working methods and operating procedures. (b) In carrying out its obligations, the Competent Authority (CA) should establish that parties originating aeronautical data and aeronautical information have met the applicable requirements. This should be achieved through periodic audits, assessments and as part of any pre-existing CA approvals, certification or licensing schemes. (c) Contracted activities should include services provided by parties originating aeronautical data and aeronautical information. As part of the certification process and continuing oversight of certificated aerodromes, the CA should seek evidence that such parties, contracted by a service provider or an aerodrome operator, are meeting the applicable requirements. (d) The CA should take implementing measures to ensure that parties originating aeronautical data and aeronautical information not currently regulated by the CA under any pre-existing approvals, certification, or licensing scheme, are compliant with the applicable requirements. These measures should include the following options: (1) The inclusion of a declaration by the parties originating aeronautical data and aeronautical information in the formal arrangements that the applicable requirements have been met, or not; (2) An assessment by the CA of the formal arrangements between the AIS provider/aerodrome operators and the parties originating aeronautical data and aeronautical information. Such parties that do not declare compliance with the applicable requirements in Regulation (EU) 2017/373 or to the data quality requirements in Regulation (EU) No 139/2014 in the formal arrangements should be subject to independent intervention by the CA, and appropriate corrective actions or enforcement measures taken; (3) It should be determined that the aeronautical data and aeronautical information provided to the AIS provider/aerodrome operator by the party originating aeronautical data and aeronautical information, does not uphold the declaration of compliance provided by it in the formal arrangements. Such concerned should be subject to independent intervention by the CA, and appropriate corrective actions or enforcement measures taken. Page 4 of 9 GM1 Article 3(5) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions AERONAUTICAL INFORMATION SERVICES Certification of a service provider for the provision of aeronautical information services only confirms the compliance of the service provider with the applicable requirements of this Regulation and does not constitute a delegation from the Member State for the provision of the service as described in GM1 to article 3. 5. AMC1, AMC2, AMC3 and GM1 associated to Article 3(6) ‘Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions’ are added as follows: AMC1 Article 3(6) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions AIRSPACE The designation of the particular portions of the airspace should be as follows: (a) flight information regions and flight information zones (b) control areas and control zones. AMC2 Article 3(6) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions AERODROMES The designation of the particular aerodromes should be as follows: (a) Controlled aerodromes; and (b) Aerodrome flight information services (AFIS) aerodromes. AMC3 Article 3(6) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions AIRSPACE 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. GM1 Article 3(6) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions DESIGNATION - GENERAL (a) The airspace where air traffic services is provided is classified and designated in accordance requirements found at Commission Implementing Regulation (EU) 923/2012, 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 is 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. Page 5 of 9  (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. 6. GM1 and GM2 associated to Article 3(7) ‘Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions’ are added as follows: GM1 Article 3(7) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions GENERAL — DESIGN PROCESS OF AIRSPACE STRUCTURES AND FLIGHT PROCEDURES CONTAINED THEREIN (a) An airspace change is a change to an airspace structure and/or the flight procedures contained within, if the flight procedure or change thereto makes necessary a change to the 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 in accordance with ICAO Doc. 9859, Safety Management Manual (SMM); (ii) addressing airspace capacity needs; (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) A service 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) 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: Page 6 of 9  (i) service providers; (ii) airspace users; (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 a safety assessment will be carried out before implementing 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 provider(s) needs to perform a safety assessment as per ATS.OR.205 to 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) fast time simulation; (iii) real time simulation; (iv) live ATC trials; (v) flight simulation; (vi) data analytical tools; (vii) statistical analysis; (viii) collision risk modelling; (ix) noise and emissions modelling; (x) expert judgement; and (xi) flight trials. (7) State’s approval, The airspace change proposal should be submitted to the State’s authority for assessment addressing the following: (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; and Page 7 of 9  (e) supporting maps, charts and diagrams; and (f) Airspace and infrastructure requirements; (C) Validation report. (ii) Safety 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 AIP, changes in the procedures of the ATS providers, etc. (9) maintenance and periodic review GM2 Article 3(7) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions GENERAL — INTERACTIONS BETWEEN AIRSPACE CHANGE PROCESS AND FLIGHT PROCEDURE DESIGN PROCESS The flight procedure design process is embedded in the airspace change process. 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 are effectively the same that the flight procedure design provider applies. However, 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. Page 8 of 9  Airspace change Initiation of an airspace change drivers Data collection Data acquisition Development of initial airspace change proposal Flight Procedure Design criteria Design Consultation Flight Procedure Design Decision & Documentation Documentation Consultation Validation Validation State s approval (Ground/Flight) Implementation FPD Process (Put in operation) (FPD Provider) Undertake post-implementation review (Maintenance and periodic review) Airspace Change Process (Change Initiator) Figure 1 — Interactions between airspace change process and flight procedure design process 7. AMC1 and GM1 associated to Article 3(8) ‘Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions’ are added as follows: AMC1 Article 3(8) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions PERIODIC REVIEW Periodic review should be conducted at an interval not exceeding five years. GM1 Article 3(8) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions PERIODIC REVIEW Periodic reviewed should be performed in a reasonable period after the application of this Regulation to ensure that the design criteria and applicable requirements are met. Page 9 of 9  Draft Annex X to ED Decision 201X/XXX/R ‘Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-ATM/ANS.AR on requirements for competent authorities — oversight of services and other ATM network functions’ Annex II 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: — deleted text is struck through; — new or amended text is highlighted in grey; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged. 1. GM2 ATM/ANS.AR.C.020 is amended as follows: GM2 ATM/ANS.AR.C.020 Issue of certificates EXAMPLES OF LIMITATIONS IN SERVICES (a) Limitations for the provision of ILS Signal in Space could be: (1) CAT I; (2) CAT II; and (3) CAT III. (b) Limitations for the provision of Global Navigation Satellite System (GNSS) signal could be: (1) based on the system used to provide Signal-in-Space: (i) GNSS Core System; (ii) Satellite-Based Augmentation System (SBAS); and (iii) Ground-Based Augmentation System (GBAS); and/or (2) based on the type of operations supported (e.g. en-route, en-route terminal, NPA, APV-I, APV-II, Cat I, from ICAO Annex 10) (c) Limitations for the Aeronautical Mobile Service (air–ground communication) could be: (1) for flight information services; (2) for area control service; (3) for approach control service; and (4) for aerodrome control service. (d) Limitations for the provision of data from the secondary surveillance radar (SSR) could be: (1) mode A/C; and (2) mode S. (e) Limitations for the provision of data from automatic dependant surveillance (ADS) could be: (1) ADS-C; and Page 1 of 2  (2) ADS-B. (f) Limitations for the provision of flight procedure design services could be: (1) Conventional procedures; (2) Performance-Based Navigation (PBN) procedure; and (3) Procedures for helicopters. Page 2 of 2  Draft Annex X to ED Decision 201X/XXX/R ‘Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Annex III (Part-ADR-OR) to Regulation (EU) No 139/2014 on organisation requirements — aerodrome operators’ Annex III to ED Decision 2014/012/R is amended as follows: 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 grey; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged. 1. AMC1 ADR.OR.D.007(b) is deleted: AMC1 ADR.OR.D.007(b) Management of aeronautical data and aeronautical information SECURITY MANAGEMENT FOR AERONAUTICAL DATA AND AERONAUTICAL INFORMATION PROVISION ACTIVITIES (a) The security management objectives should be: (1) to ensure the security of aeronautical data and aeronautical information received, produced, or otherwise employed so that it is protected from interference, and access to it is restricted only to those authorised; and (2) to ensure that the security management measures meet appropriate national, EU, or international requirements for critical infrastructure and business continuity, and international standards for security management, including: (i) ISO/IEC 17799:2005 — Information technology — Security techniques — Code of practice for information security management; (ii) ISO 28000:2007: — Specification for security management systems for the supply chain. (b) Regarding the ISO standards, the relevant certificates issued by an appropriately accredited organisation, are considered as an Acceptable Means of Compliance. 2. GM1 ADR.OR.D.007(b) is added as follows: GM1 ADR.OR.D.007(b) Management of aeronautical data and aeronautical information INFORMATION SECURITY THREAT Information security threat may be any circumstance or event with the potential to adversely impact the operation, systems and/or constituents due to human action (accidental, casual or purposeful, intentional or unintentional, mistaken) resulting from unauthorised access, use, disclosure, denial, disruption, modification, or destruction of information and/or information system interfaces. This should include malware and the effects of external systems on dependent systems, but does not include physical threats. Page 1 of 12 3. AMC1 ADR.OPS.A.010 is amended as follows: AMC1 ADR.OPS.010 Data quality requirements GENERAL REQUIREMENTS (a) The integrity of aeronautical data should be maintained throughout the data process from survey/origin to the next intended user. Based on the applicable integrity classification, the validation and verification procedures should: (1) for routine data: avoid corruption throughout the processing of the data; (2) for essential data: assure corruption does not occur at any stage of the entire process and may include additional processes as needed to address potential risks in the overall system architecture to further assure data integrity at this level; and (3) for critical data: assure corruption does not occur at any stage of the entire process and include additional integrity assurance procedures to fully mitigate the effect of faults identified by thorough analysis of the overall system architecture as potential data integrity risks. (b) The aerodrome operator should determine and report aerodrome-related aeronautical data in accordance with the accuracy and integrity requirements set in the following tables: Accuracy Integrity Latitude and longitude Data Type Classification 30 m Aerodrome reference point routine surveyed/calculated 3m Navaids located at the aerodrome essential surveyed 0.5 m Obstacles in Area 3 essential surveyed Obstacles in Area 2 (the part within the 5m essential aerodrome boundary) surveyed 0.3 m Runway thresholds critical surveyed 1m Runway end (flight path alignment point) critical surveyed 1m Runway centre line points critical surveyed 0.5 m Runway-holding position critical surveyed Taxiway centre line/parking guidance line 0.5 m essential points surveyed 0.5 m Taxiway intersection marking line essential surveyed Page 2 of 12  0.5 m Exit guidance line essential surveyed 1m Apron boundaries (polygon) routine surveyed 1m De-icing/anti-icing facility (polygon) routine surveyed 0.5 m Aircraft stand points/INS checkpoints routine surveyed Table 1 – Latitude and longitude Accuracy Integrity Elevation/altitude/height Data type Classification 0.5 m Aerodrome elevation essential surveyed WGS-84 geoid undulation at aerodrome 0.5 m essential elevation position surveyed 0.5 m Runway threshold, non-precision approaches essential surveyed WGS-84 geoid undulation at runway threshold, 0.5 m essential non-precision approaches surveyed 0.25 m Runway threshold, precision approaches critical surveyed WGS-84 geoid undulation at runway threshold, 0.25 m critical precision approaches surveyed 0.25 m Runway centre line points critical surveyed 1m Taxiway centre line/parking guidance line points essential surveyed Obstacles in Area 2 (the part within the 3m essential aerodrome boundary) surveyed 0.5 m Obstacles in Area 3 essential surveyed Distance measuring equipment/precision 3m essential (DME/P) surveyed Table 2 – Elevation/Altitude/Height Accuracy Integrity Declination/variation Data type Classification Page 3 of 12  1 degree VHF Navaid Station Declination essential surveyed 1 degree Aerodrome magnetic variation essential surveyed 1 degree ILS localizer antenna magnetic variation essential surveyed 1 degree MLS azimuth antenna magnetic variation essential surveyed Table 3 – Declination and magnetic variation Accuracy Integrity Bearing Data type Classification 1/100 degree ILS localizer alignment essential surveyed 1/100 degree MLS zero azimuth alignment essential surveyed 1/100 degree Runway bearing (True) routine surveyed Table 4 - Bearing Accuracy Integrity Length/distance/dimension Data type Classification Runway length 1m critical surveyed Runway width 1m essential surveyed Displaced threshold distance 1m routine surveyed Stopway length and width 1m critical surveyed Clearway length and width 1m essential surveyed Landing distance available 1m critical surveyed Take-off run available 1m critical surveyed Take-off distance available 1m critical surveyed Accelerate-stop distance available 1m critical surveyed Runway shoulder width 1m essential surveyed Page 4 of 12  Taxiway width 1m essential surveyed Taxiway shoulder width 1m essential surveyed ILS localizer antenna-runway end, distance 3m routine calculated ILS glide slope antenna-threshold, distance along 3m routine centre line calculated ILS marker-threshold distance 3m essential calculated ILS DME antenna-threshold, distance along 3m essential centre line calculated MLS azimuth antenna-runway end, distance 3m routine calculated MLS elevation antenna-threshold, distance along 3m routine centre line calculated MLS DME/P antenna-threshold, distance along 3m essential centre line calculated Table 5 – Length/distance/dimension (c) Accuracy requirements for aeronautical data should be based upon a 95 % confidence level and, in that respect, three types of positional data should be identified: surveyed points (e.g. runway threshold), calculated points (mathematical calculations from the known surveyed points of points in space, fixes) and declared points (e.g. flight information region boundary points). (d) (g) Protection of electronic aeronautical data while stored or in transit, should be totally monitored by the cyclic redundancy check (CRC). To achieve protection of the integrity level of critical, and essential aeronautical data as classified in (a)(1) and (a)(2) above, a 32- or 24-bit CRC algorithm should apply respectively. (h) To achieve protection of the integrity level of routine aeronautical data as classified in (a)(3) above, a 16-bit CRC algorithm should apply. (i)(a) The aerodrome operator should implement the procedures to: (1) monitor data relevant to the aerodrome and available services originating from the aerodrome operator, and promulgated by the relevant air traffic services providers; (2) notify the relevant aeronautical information services, and air traffic services providers of any changes necessary to ensure correct and complete data relevant to the aerodrome, and available services. (j)(b) Where processes or parts of processes used in the origination, production, storage, handling, processing, transfer and distribution of aeronautical data and aeronautical information are subject to automation they should be: (1) automated to a level commensurate with the context of the data process; Page 5 of 12  (2) automated to optimise the allocation and interaction of human and machine to achieve a high degree of safety and quality benefits of the process; (3) designed to avoid the introduction of data errors; and (4) designed to detect errors in received/input data. 4. AMC2 ADR.OPS.A.010 is amended as follows: AMC2 ADR.OPS.010 Data quality requirements FORMAL ARRANGEMENTS (…) (b) Content of formal arrangements Such formal arrangements should include the following minimum content: (1) the scope of aeronautical data or aeronautical information to be provided; (2) the quality requirements for each data item supplied according to the aeronautical data catalogue; (3) the required method(s) for demonstrating that the data provided conforms with the specified requirements; (4) the nature of action to be taken in the event of discovery of a data error or inconsistency in any data provided; (5) the following minimum criteria for notification of data changes: (i) criteria for determining the timeliness of data provision based on the operational or safety significance of the change; (ii) any prior notice of expected changes; and (iii) the means to be adopted for notification; (6) the party responsible for documenting data changes; (7) the means to resolve any potential ambiguities caused where different formats are used to data exchange details such as format or format change processes aeronautical data or aeronautical information; (8) any limitations on the use of data; (9) requirements for the production of data origination quality reports by data providers to facilitate verification of data quality by the data users; (10) metadata to be provided requirements; and (11) contingency requirements concerning the continuity of data provision. (…) 5. AMC3 ADR.OPS.A.010 is inserted as follows: AMC3 ADR.OPS.010 Data quality requirements CONTRACTED ACTIVITIES Page 6 of 12 In case of contracted activities to external organisations for the origination of aeronautical data and aeronautical information, data origination requirements for such organisations are to be found in ATM/ANS.OR.085 of Annex III of Commission Implementing Regulation (EU) 2017/373. 6. GM2 ADR.OPS.A.010 is inserted as follows: GM2 ADR.OPS.A.010 Data quality requirements DISTRIBUTION OF AERONAUTICAL INFORMATION The obligation to comply with the relevant provisions of ADR.OPS.A.010 (Data quality requirements) shall not inhibit the urgent distribution of aeronautical information necessary to ensure the safety of flight. It is recognised that, in this case, it is not always possible to comply with all the relevant provisions. However, it is also not possible to determine a priori in all cases where this exception may apply, hence this shall be dependent on a case by case individual assessment made by competent staff. 7. GM1 ADR.OPS.A.020(a) is inserted as follows: GM1 ADR.OPS.A.020(a) Common reference systems HORIZONTAL REFERENCE SYSTEM — WGS-84 A reference system provides a definition of a co-ordinate system in terms of the position of an origin in space, the orientation of an orthogonal set of Cartesian axes, and a scale. A terrestrial reference system defines a spatial reference system in which positions of points anchored on the Earth’s solid surface have coordinates. Examples are: WGS-84, ITRS/European Terrestrial Reference System (ETRS) and national reference systems. WGS-84 defines, inter alia, a conventional terrestrial reference system, a reference frame and a reference ellipsoid. WGS-84 is currently the reference system ICAO requires for geo-referencing aeronautical information. Further explanation and guidance may be found in Annex B (Horizontal reference systems) to EUROCONTROL Specifications for the Origination of Aeronautical Data, Volume 2: Guidance material (EUROCONTROL-SPEC- 154, Edition 1.0 of 04/02/2013). 8. GM2 ADR.OPS.A.020(a) is inserted as follows: GM2 ADR.OPS.A.020(a) Common reference systems TEMPORARY NON-COMPLIANCE OF GEOGRAPHICAL CO-ORDINATES In those particular cases where geographical co-ordinates have been transformed into WGS-84 coordinates by mathematical means and whose accuracy of original field work does not meet the applicable requirements contained in the aeronautical data catalogue, they should be identified until the time when they can be compliant. 9. AMC1 ADR.OPS.A.020(b) is inserted as follows: AMC1 ADR.OPS.A.020(b) Common reference systems VERTICAL REFERENCE SYSTEM (a) An aerodrome operator should use the Earth Gravitational Model — 1996 (EGM-96), as the global gravity model. Page 7 of 12 (b) When a geoid model other than the EGM-96 model is used, a description of the model used, including the parameters required for height transformation between the model and EGM-96, should be provided in the AIP. 10. GM1 ADR.OPS.A.020(b) is inserted as follows: GM1 ADR.OPS.A.020(b) Common reference systems VERTICAL REFERENCE SYSTEM Further explanation and guidance may be found in Annex C (Vertical reference systems) to EUROCONTROL Specifications for the Origination of Aeronautical Data, Volume 2 (EUROCONTROL-SPEC-154, Edition 1.0 of 04/02/2013). 11. GM2 ADR.OPS.A.020(b) is inserted as follows: GM2 ADR.OPS.A.020(b) Common reference systems MEAN SEA LEVEL (a) The geoid globally most closely approximates MSL. It is defined as the equipotential surface in the gravity field of the Earth which coincides with the undisturbed MSL extended continuously through the continents. (b) Gravity-related heights (elevations) are also referred to as ‘orthometric heights’, while distances of points above the ellipsoid are referred to as ‘ellipsoidal heights’. (c) Global and local geoids differ in their origin: global geoids consider only the long- and middle-wave part of the Earth’s gravity field, whilst local geoids also consider the short-wave part of the gravity field. Global geoids are used when consistent orthometric heights, over long distances (continent or earth surveying), are required. Currently, the world’s best global geoid model is EGM 200846. It was determined using satellite tracking, gravity anomalies and satellite altimetry. Its accuracy is in the range of ± 0.05 m (oceans) and ± 0.5 m (on land). This accuracy is higher in flat regions than in topographically mountainous terrain, such as the Alps. (d) For local engineering applications and cadastre-surveying, global geoids are not as accurate as needed. For such applications, local geoid models are calculated. These can only be developed using local field measurements. They offer centimetre accuracy over several hundred kilometres, with a high resolution. Local geoids are not suitable for height comparison over large distances since they are based on different origins and reference heights (different equipotential levels). Further explanation and guidance may be found in Annex C (Vertical reference systems) to EUROCONTROL Specifications for the Origination of Aeronautical Data, Volume 2: Guidance material (EUROCONTROL-SPEC-154, Edition 1.0 of 04/02/2013). 12. GM1 ADR.OPS.A.020(c) is inserted as follows: GM1 ADR.OPS.A.020(c) Common reference systems TEMPORAL REFERENCE SYSTEM (a) A value in the time domain is a temporal position measured relative to a temporal reference system. Page 8 of 12 (b) ISO Standard 8601 specifies the use of the Gregorian calendar and 24-hour local or UTC for information interchange, while ISO Standard 19108 prescribes the Gregorian calendar and UTC as the primary temporal reference system for use with geographic information. 13. GM1 ADR.OPS.A.025 is inserted as follows: GM1 ADR.OPS.A.025 Data error detection and authentication DEFINING DATA SECURITY REQUIREMENTS (a) Transmission of data via electronic/digital means (e.g. file transfer protocol (FTP) sites, web downloads, or email) may be subject to malicious attack that can corrupt the integrity of data for its intended use. Provision of means to mitigate the intentional corruption of digitally transmitted data may already exist within the organisational construct and operating procedures of participating entities. This section provides requirements to address data security. (b) The objective of data security is to ensure that data is received from a known source and that there is no intentional corruption during processing and exchange of data. (c) Records shall be maintained to show what data security provisions have been implemented. (d) Provisions supporting this objective may include: (1) implementation of technical data security measures to provide authentication and prevent intentional corruption during exchange of data (e.g. secure hashes, secure transmissions, digital signatures); and (2) Implementation of organisational data security measures to protect processing resources and prevent intentional corruption during processing of data. 14. GM2 ADR.OPS.A.025 is inserted as follows: GM2 ADR.OPS.A.025 Data error detection and authentication DATA PROCESSING More explanation and guidance may be found in Appendix C (Guidance on compliance with data processing requirements) of EUROCAE ED-76A. 15. GM1 ADR.OPS.A.030 is inserted as follows: GM1 ADR.OPS.A.030 Aeronautical Data Catalogue GENERAL The aeronautical data catalogue presents the scope of data that can be collected and maintained by the aeronautical information services providers and provides a common terminology that can be used by data originators and service providers. 16. AMC1 ADR.OPS.A.035 is inserted as follows: AMC1 ADR.OPS.A.035 Data verification and validation GENERAL (a) The processes should define the means used to: (1) confirm that the data has been received without corruption; Page 9 of 12  (2) ensure that stored data is protected from corruption; and (3) confirm that originated data has not been corrupted prior to being stored. (b) The processes should define the: (1) actions to be taken when data fails a verification or validation check; (2) tools required for the verification and validation process; (3) methods used to verify received data; (4) methods by which data quality is preserved; 17. GM1 ADR.OPS.A.035 is inserted as follows: GM1 ADR.OPS.A.035 Data verification and validation DATA PROCESSING (a) Validation (1) Validation is the activity where a data element is checked as having a value that is fully applicable to the identity ascribed to the data element, or where a set of data elements are checked as being acceptable for their intended use. (2) The application of validation techniques considers the entire aeronautical data chain. This includes the validation performed by prior data chain participants and any requirements levied on the data supplier. (3) Examples of validation techniques include: (i) Validation by application One method of validation is to apply data under test conditions. In certain cases, this may not be practical. Validation by application is considered to be the most effective form of validation. For example, flight inspection of final approach segment data prior to publication can be used to ensure that the published data is acceptable. (ii) Logical consistency Logical consistency validates by comparing two different data sets or elements and identifying inconsistencies between values based on operative rules (e.g. business rules). (iii) Semantic consistency Semantic consistency validates by comparing data to an expected value or range of values for the data characteristics. (iv) Validation by sampling Validation by sampling evaluates a representative sample of data and applies statistical analysis to determine the confidence in the data quality. (b) Verification (1) Verification is a process for checking the integrity of a data element whereby the data element is compared to another source, either from a different process or from a different point in the same process. While verification cannot ensure that the data is correct, it can be effective to ensure that the data has not been corrupted by the data process. Page 10 of 12  (2) The application of verification techniques considers only the portion of the aeronautical data chain controlled by the organisation. Yet, verification techniques may be applied at multiple phases of the data processing chain. (3) Examples of verification techniques include: (i) Feedback Feedback testing is the comparison between the output and input state of a data set. (ii) Independent redundancy Independent redundancy testing involves processing the same data through two or more independent processes and comparing the data output of each process. (iii) Update comparison Updated data can be compared to its previous version. This comparison can identify all data elements that have changed. The list of changed elements can then be compared to a similar list generated by the supplier. A problem can be detected if an element is identified as changed on one list and not on the other. 18. GM2 ADR.OPS.A.035 is inserted as follows: GM2 ADR.OPS.A.035 Data verification and validation DATA PROTECTION (a) Protection of electronic aeronautical data while stored or in transit, should be totally monitored by the cyclic redundancy check (CRC). (b) To achieve protection of the integrity level of critical, and essential aeronautical data as classified in (a)(1) and (a)(2) above, a 32- or 24-bit CRC algorithm should apply respectively. (c) To achieve protection of the integrity level of routine aeronautical data as classified in (a)(3) above, a 16-bit CRC algorithm should apply. Page 11 of 12 19. GM1 ADR.OPS.A.040 is inserted as follows: GM1 ADR.OPS.A.40 Error handling requirements GENERAL (a) The term ‘error’ is understood as being defective, degraded, lost, misplaced or corrupted data elements, or data elements not meeting stated quality requirements. (b) Guidance on how to detect, identify, report and address/resolve aeronautical data errors may be found in EUROCAE ED-76A, ‘Standards for processing aeronautical data’, June 2015. 20. GM1 ADR.OPS.045 is added as follows: GM1 ADR.OPS.045 Meta data IDENTIFICATION [Placeholder] Page 12 of 12  Draft Annex X to ED Decision 201X/XXX/R ‘Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part -ATM/ANS.OR on common requirements for service providers’ Annex III 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: — deleted text is struck through; — new or amended text is highlighted in grey; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged. Page 1 of 16 1. GM1 ATM/ANS.OR.A.001 is amended as follows: GM1 ATM/ANS.OR.A.001 Scope DEFINITIONS AND SCOPE IN RELATION TO SERVICE PROVIDERS (…) (d) In this Regulation, ‘services’ means those specified in Annex Vb(2) to Regulation (EC) No 216/2008. This Annex includes an additional service (‘airspace design’ that consists of flight procedure design and airspace structure design activities)1 that is neither directly included in the definition of ATM/ANS nor in the definition of ‘Air Traffic Management’ or ‘Air Navigation Service’. (…) (g) Figure 1 indicates both a further breakdown of ATS into air traffic control services (ATC), alerting services, air traffic advisory services, and flight information services and groupings of: (1) air traffic management (ATM): comprising ATS, ASM, and ATFM; (2) air navigation services (ANS): comprising ATS, CNS, MET, and AIS; and (3) airspace flight procedure design services (ASDFPD) and data provision services (DAT) and ATM network functions. (…) ANS air navigation services CNS air traffic management communication service ATS navigation service air traffic services ATC surveillance service air traffic control service - area control service - approach control service - aerodrome control service MET meteorological service air traffic advisory service flight information services - Aerodrome FIS AIS aeronautical information - En-route FIS service ASM DAT airspace management data services ATFM FPD air traffic flow management flight procedure design ATM ATM network func. Services/ ATM network functions Functions Figure 1: The scope of the services, subject to certification, as specified in Annex Vb to Regulation (EC) No 216/2008 and, additionally, the other ATM network functions. (…) 1 To be included before the adoption of the new EASA Basic Regulation. Page 2 of 16  Annex III Annex Annex Annex Annex Annex Annex Annex X Annex Annex Annex (Part-ATM/ANS.OR) IV V VI VII VIII IX (Part- XI XII XIII (Part- (Part- (Part- (Part- (Part- (Part- FPDASM) (Part- (Part- (Part- ATS) MET) AIS) DAT) CNS) ATFM) ASD) NM) PERS) Subpart Subpart Subpart Subpart A B C D Air traffic services providers X X X X (see Note 1) Meteorological services X X X X X providers Aeronautical information X X X X X services providers Data services providers X X X X Communication, X navigation and X X X X surveillance service providers Air traffic flow X management service X X X X providers Airspace management X X X X service providers Airspace design tbd* Flight procedure design X X X X services providers Network Manager X X X X X Page 3 of 16 service providers X (see Note 2) Table 1: Applicability of annexes to service providers X = Applicable annexes for each service provider. Note 1: Section 3 of Annex IV (Part-ATS) only applies to providers of air traffic control services and not to providers of alerting, air traffic advisory, and flight information services. Note 2: The applicability of Annex XIII is dependent upon the scope as specified within each of the subparts of Annex XIII. * to be introduced under RMT.0445, as necessary. Page 4 of 16 2. GM1 ATM/ANS.OR.A.005 is inserted as follows: GM1 ATM/ANS.OR.A.005 Application for a service provider certificate AIS CERTIFICATE — SCOPE OF SERVICE The template for the AIS certificate details the scope of the services that can be included in the certificate. The information below details specific provisions that apply to service providers when certified for such type of service. With regard to Annex VI, the following sections apply to all certified service providers providing aeronautical information services: — Section 1 - General requirements — Section 2 - Data quality requirements — Section 6 - Personnel requirements In addition, the following sections apply to certified service providers providing aeronautical information products and/or for pre-flight information services, as applicable to their scope: — Section 3 - Aeronautical information products — Section 4 - Distribution and pre-flight information services — Section 5 - Aeronautical information products updates 3. GM2 ATM/ANS.OR.A.005 is inserted as follows: GM2 ATM/ANS.OR.A.005 Application for a service provider certificate AIS CERTIFICATE — DELEGATION FROM A MEMBER STATE Certification of an AIS provider confirms the compliance with the requirements of this Regulation and does not constitute a delegation from the Member State for the provision of the service as described in GM1 to Article 3. 4. GM2 ATM/ANS.OR.A.005 is inserted as follows: GM3 ATM/ANS.OR.A.005 Application for a service provider certificate AIS CERTIFICATE — TERRAIN DATA SETS Regulation (EU) No 2017/373 does not require the provision of terrain data to be AIS certified. Terrain data sets are typically originated and maintained by non-aviation entities for general purposes. The provision of terrain data sets for the purpose of air navigation is consequently limited to the mere distribution of a finished product or even only the provision of information on how the product can be obtained. As such, the provision of terrain data, is not subject to an AIS certificate. 5. GM1 ATM/ANS.OR.A.035 is added as follows: GM1 ATM/ANS.OR.A.035 Demonstration of compliance RELEVANT EVIDENCE ATM/ANS.OR.B.005(e) requires ‘The management system shall be proportionate to the size of the service provider and the complexity of its activities, taking into account the hazards and associated risks inherent in those activities.’ Consequently, the relevant evidence to demonstrate compliance with the applicable Page 5 of 16 requirements of this Regulation should be also proportionate to the size of the service provider and the complexity of its activities. 6. AMC1 ATM/ANS.OR.A.040(b) is amended as follows: AMC1 ATM/ANS.OR.A.040(b) Changes — general PROCEDURE FOR DEALING WITH CHANGES REQUIRING PRIOR APPROVAL (…) 7. AMC2 ATM/ANS.OR.A.040(b) is amended as follows: AMC2 ATM/ANS.OR.A.040(b) Changes — general PROCEDURE FOR DEALING WITH CHANGES NOT REQUIRING PRIOR APPROVAL (…) 8. GM1 ATM/ANS.OR.A.040(b) is amended as follows: GM1 ATM/ANS.OR.A.040(b) Changes — general PROCEDURE FOR DEALING WITH CHANGES NOT REQUIRING PRIOR APPROVAL (…) 9. In ATM/ANS.OR.085, the following provisions are added as follows: (…) GM1 ATM/ANS.OR.085 Aeronautical data quality management DISTRIBUTION OF AERONAUTICAL INFORMATION The obligation to comply with the relevant provisions of ATM/ANS.OR.085 (Data quality management) shall not inhibit the urgent distribution of aeronautical information necessary to ensure the safety of flight. It is recognised that, in this case it is not always possible to comply with all the relevant provisions. However, it is also not possible to determine a priori in all cases where this exception may apply, hence this shall be dependent on a case by case individual assessment made by competent staff. GM1 ATM/ANS.OR.A.085(a) Aeronautical data quality management PURPOSE The aeronautical data catalogue presents the scope of data that can be collected and maintained by the aeronautical information services providers and provides a common terminology that can be used by data originators and service providers. GM1 ATM/ANS.OR.A.085(b) Aeronautical data quality management GENERAL Minimum requirements for the processing of aeronautical data may be found in the EUROCAE Document ED-76A, ‘Standards for processing aeronautical data’, June 2015, which aims to assist aeronautical data chain actors. Page 6 of 16 GM1 ATM/ANS.OR.A.085(b)(4) Aeronautical data quality management RESOLUTION (a) Stating that resolution needs to be commensurate with the actual accuracy means that digital data needs to have sufficient resolution to maintain accuracy. Typically, if an accuracy of .1 units is needed, then a resolution of 0.01 or .001 units would enable a data chain to preserve the accuracy without issue. A finer resolution could be misleading as one could assume that it supports a finer accuracy. This factor range of 10 to 100 between accuracy and resolution is applicable regardless of the units of measurements used. (b) The resolution should be enough to capture the accuracy of the data. GM1 ATM/ANS.OR.A.085(b)(5) Aeronautical data quality management TRACEABILITY Traceability is supported by maintaining the metadata. AMC1 ATM/ANS.OR.A.085(b)(8) Aeronautical data quality management FORMAT The specified requirements should be included in the formal arrangements. GM1 ATM/ANS.OR.A.085(c) Aeronautical data quality management ELECTRONIC MEANS The transmission of aeronautical data and aeronautical information may be done by different electronic means avoiding the need of manual interaction with the data itself. AMC1 ATM/ANS.OR.A.085(d) Aeronautical data quality management FORMAL ARRANGEMENTS — CONTENT Formal arrangements should include the following minimum content: (a) the aeronautical data to be provided; (b) the data quality requirements for each data item supplied according to the aeronautical data catalogue; (c) the method(s) for demonstrating that the data provided conforms with the specified requirements; (d) the action to be taken in the event of discovery of a data error or inconsistency in any data provided; (e) the following minimum criteria for notification of data changes: (1) criteria for determining the timeliness of data provision based on the operational or safety significance of the change; (2) any prior notice of expected changes; and (3) the means to be adopted for notification; (f) the party responsible for documenting data changes; (g) data exchange details such as format or format change processes; (h) any limitations on the use of data; (i) requirements for the production of data origination quality reports; (j) metadata to be provided; and Page 7 of 16 (k) contingency requirements concerning the continuity of data provision. GM1 ATM/ANS.OR.A.085(d) Aeronautical data quality management FORMAL ARRANGEMENTS — TEMPLATE AIS providers may use the pre-determined template ‘Data Provision Agreement’ developed by EUROCONTROL (ADQ Formal Arrangement Template, version 1.1. issued on 22 February 2016.) AMC1 ATM/ANS.OR.A.085(g) Aeronautical data quality management TOOLS AND SOFTWARE — EVIDENCE (a) In order to prove that software tools do not adversely impact on the quality of data, the potential software contribution to failure conditions should be analysed and a global analysis process of error cases should be chosen e.g. ‘Failure Modes and Effects Analysis’ (FMEA). (b) During the software development phase, system-level requirements dealing with error cases should be further developed, or detailed, as requirements. GM1 ATM/ANS.OR.A.085(g) Aeronautical data quality management SOFTWARE (a) A means by which ATM/ANS.OR.A.085(g) can be met, is through the validation and verification of software applied to a known executable version of the software in its target operating environment. (b) The validation of software is a process of ensuring that software meets the requirements for the specified application or intended use of the aeronautical data and aeronautical information. (c) The verification of software is an evaluation of the output of an aeronautical data and/or aeronautical information software development process to ensure correctness and consistency with respect to the inputs and applicable software standards, rules and conventions used in that process. GM2 ATM/ANS.OR.A.085(g) Aeronautical data quality management TOOLS AND SOFTWARE — TOOL QUALIFICATION Tools (e.g. software) can be used to eliminate, reduce or automate the activities associated with aeronautical data processes. Tool qualification is the process by which assurance is achieved that tools employed will neither introduce errors into the data nor fail to detect an error. When required, tool qualification shall be performed within the context of the tool’s intended use, using EUROCAE ED-215/RTCA DO-330 with adaptations provided in EUROCAE ED-76A/RTCA DO-200B, Appendix D. The objectives of tool qualification are to: — demonstrate that the tool complies with its requirements; and — ensure that the tool provides equivalence to any activities that it automates and tool qualification is commensurate with the tool’s intended use or the data production process. (a) Determining requirement for tool qualification Tools shall be qualified when data processes are eliminated, reduced or automated by the use of the tool without the output being verified. Only tools that have the ability to insert or fail to detect an error in the aeronautical data process require qualification. The following requirements apply equally to tools obtained ‘off the shelf’ or developed by the data chain participants. Page 8 of 16  — Each proposal for a new tool or for a modification of an existing tool, shall be reviewed to determine whether the tool is required to undergo qualification; and — Where a decision is made that qualification is not required, justification for that decision shall be documented. The tool qualification process may be applied to a single tool, a collection of tools, or one or more functions within a tool. For a tool with multiple functions, if protection between tool functions can be demonstrated, only those functions that are used to eliminate, reduce or automate data processes, and whose outputs are not verified, need to be qualified. Protection is the use of a mechanism to ensure that a tool function cannot adversely impact on another tool function. A tool is qualified where the intention to use the tool is stated in the data processing procedures. A tool is qualified to support data quality, as defined in the DQRs. If a tool is used to provide data compliance with additional or modified DQRs, the need for re-qualification shall be assessed. Figure: Criteria for tool qualification The first question posed is whether or not the tool eliminates, reduces, or automates an activity associated with the aeronautical data chain, which includes any action that is performed to complete an aeronautical data chain functional link. If the answer is yes, the next question is posed, and if no, the tool does not need to be qualified. The second question is whether or not the activity or resultant output of the tool will be adequately verified by a different qualified tool or a manual process. If the answer is no, the next question is posed, and if yes, the tool does not need to be qualified. The third question is whether or not the tool has the ability to insert an error into the aeronautical data contained in the database being processed. If the answer is yes, the tool shall be qualified as a data processing tool. If the answer is no, the next question is posed. The final question posed, for tools that have not yet been identified as needing qualification, is whether or not the tool could theoretically fail to detect an error it was designed to identify. If the answer is yes, the tool shall be qualified as an error detection tool, and if no (which essentially means that the tool was not designed to directly perform modification or verification of any aeronautical data elements), the tool does not need to be qualified. It should be noted that the error detection tool does not need qualification to find any error that may exist in the data, but only errors in the data it is designed to find. (b) Determining tool qualification level Page 9 of 16  When tool qualification is needed, the impact of the tool use in the aeronautical data chain should be assessed in order to determine its tool qualification level (TQL). The appropriate DPAL and TQL are indicated in the table below. Three levels of tool qualification, TQL-3 to TQL-5, are identified based on the tool use and its potential impact on the aeronautical data chain. TQL-3 is the most rigorous level and TQL-5 is the least rigorous level. The objectives, activities, and guidance required for each TQL are described in EUROCAE ED-215/RTCA DO-330 with adaptations provided in Appendix D of this standard (TQL-1 and TQL-2 are not invoked). DPAL Data processing tool Error detection tool 1 TQL-3 TQL-5 2 TQL-4 TQL-5 3 Not required Not required (c) Tools previously qualified under EUROCAE ED-76/RTCA DO-200A If an organisation has tools that were previously qualified under EUROCAE ED-76/RTCA DO-200A and it desires to meet EUROCAE ED-76A/RTCA DO-200B process standards, those tools can continue to be used without additional qualification activities taking place as long as the following conditions are met: — The tool has not changed since its previous qualification; — The tool environment has not changed since its previous qualification; and — The use of the tool to eliminate, reduce or automate activities associated with aeronautical data processes remains the same. Tools previously qualified under EUROCAE ED-76/RTCA DO-200A that have changed and require requalification after a data supplier has transitioned to meet EUROCAE ED-76A/RTCA DO-200B process standards, shall perform that new qualification based on the following guidelines. First, the tool is classified as a data processing or error detection tool. Then, the EUROCAE ED-76A/RTCA DO-200B TQL that the tool corresponds to is determined using Section 2.4.5.2. Based on this determination, one of the three following requirements applies: — For tools categorised as TQL-3, the new tool qualification process shall follow EUROCAE ED-76A/ RTCA DO-200B tool qualification standards. — For tools categorised as TQL-4, the tool qualification process approved under EUROCAE ED-76/ RTCA DO-200A may continue to be used so long as concurrence from the authority granting recognition of compliance with this standard has been obtained/maintained. This concurrence may be granted based on an analysis of the tool addressing one or more of the following concepts:  configuration management of the tool;  effectiveness of problem reporting activity for the tool;  stability and maturity of the tool;  relevance of tool service history environment;  actual error rates and tool service history; and Page 10 of 16   impact of tool modifications. If concurrence cannot be achieved or is not desired, EUROCAE ED-76A/RTCA DO-200B tool qualification standards shall be met. — For tools categorised as TQL-5, the tool qualification process shall follow either EUROCAE ED-76 / RTCA DO-200B tool qualification standards, or the supplier’s previous tool qualification process approved under EUROCAE ED-76/RTCA DO-200A. NOTE: The previous tool qualification data collected using EUROCAE ED-76/RTCA DO-200A tool qualification standards, or a tool’s service history, can be used as an alternate method of compliance with some EUROCAE ED-215/RTCA DO-330 objectives if qualification is being performed against EUROCAE ED-76A/RTCA DO-200B standards. EUROCAE ED-215/RTCA DO-330 provides additional information regarding alternative methods for tool qualification. GM3 ATM/ANS.OR.A.085(g) Aeronautical data quality management TOOLS AND SOFTWARE This GM provides guidance on the application of EUROCAE ED-215/RTCA DO-330 to qualified tools in the aeronautical data processing domain. In the aeronautical data processing domain, EUROCAE ED-215/RTCA DO-330 certification liaison objectives are not applicable. The following terms from EUROCAE ED-215/RTCA DO-330 are changed to the aeronautical data processing domain. They are applicable to the intent of EUROCAE ED-76A/RTCA DO-200B, Appendix D: — Certification credit — replaced by the general statement ‘satisfaction of the applicable RTCA DO- 200B/EUROCAE ED-76A objectives’; — Certification authority — should be understood as approval authority (See EUROCAE ED-76A/RTCA DO- 200B, Section 2.5.1); — Applicant — identifies the entity seeking compliance with EUROCAE ED-76A/RTCA DO-200B requirements; and — Terms such as ‘software life cycle’, ‘software processes’, ‘software plans’, and ‘software’ are used. They refer to the product life cycle, processes, plans, and domain where the tool will be used in the software domain. In the context of this standard, the term ‘software” should be understood as ‘aeronautical databases’, and ‘software life cycle processes’ should be understood as ‘aeronautical data processes’. TQL-1 and TQL-2 are not invoked as they have been assessed as not applicable to the aeronautical data processing domain. Tool development standards (e.g. tool requirements standards, tool design standards, and tool coding standards), as defined in EUROCAE ED-215/RTCA DO-330, are not required under the aeronautical data processing domain. GM4 ATM/ANS.OR.A.085(g) Aeronautical data quality management TOOLS AND SOFTWARE — PROCESSING ADAPTATIONS Tables: — summarising the objectives adapted from EUROCAE ED-215/RTCA DO-330 by showing the applicability of each objective by TQL; Page 11 of 16 — whether the objective is to be implemented with independence; — the output which results from satisfying the objective; — and the control category for each tool life cycle data item, may be found in Appendix D.2 to ED-76A (EUROCAE ED-215/RTCA DO-330 OBJECTIVES AERONAUTICAL DATA PROCESSING ADAPTATIONS) AMC1 ATM/ANS.OR.A.085(i) Aeronautical data quality management VALIDATION AND VERIFICATION — GENERAL (a) The processes should define the means used to: (1) confirm that the data has been received without corruption; (2) ensure that stored data is protected from corruption; and (3) confirm that originated data has not been corrupted prior to being stored. (b) The processes should define the: (1) actions to be taken when data fails a verification or validation check; (2) tools required for the verification and validation process; (3) methods used to verify received data; (4) methods by which data quality is preserved; GM1 ATM/ANS.OR.A.085(i) Aeronautical data quality management VALIDATION AND VERIFICATION (a) Validation (1) Validation is the activity where a data element is checked as having a value that is fully applicable to the identity ascribed to the data element, or where a set of data elements are checked as being acceptable for their intended use. (2) The application of validation techniques considers the entire aeronautical data chain. This includes the validation performed by prior data chain participants and any requirements levied on the data supplier. (3) Examples of validation technique include: (i) Validation by application One method of validation is to apply data under test conditions. In certain cases, this may not be practical. Validation by application is considered to be the most effective form of validation. For example, flight inspection of final approach segment data prior to publication can be used to ensure that the published data is acceptable. (ii) Logical consistency Logical consistency validates by comparing two different data sets or elements and identifying inconsistencies between values based on operative rules (e.g. business rules). (iii) Semantic consistency Page 12 of 16  Semantic consistency validates by comparing data to an expected value or range of values for the data characteristics. (iv) Validation by sampling Validation by sampling evaluates a representative sample of data and applies statistical analysis to determine the confidence in the data quality. (b) Verification (1) Verification is a process for checking the integrity of a data element whereby the data element is compared to another source, either from a different process or from a different point in the same process. While verification cannot ensure that the data is correct, it can be effective to ensure that the data has not been corrupted by the data process. (2) The application of verification techniques considers only the portion of the aeronautical data chain controlled by the organisation. Yet, verification techniques may be applied at multiple phases of the data processing chain. (3) Examples of verification techniques include: (i) Feedback Feedback testing is the comparison between the output and input state of a data set. (ii) Independent redundancy Independent redundancy testing involves processing the same data through two or more independent processes and comparing the data output of each process. (iii) Update comparison Updated data can be compared to its previous version. This comparison can identify all data elements that have changed. The list of changed elements can then be compared to a similar list generated by the supplier. A problem can be detected if an element is identified as changed on one list and not on the other. GM2 ATM/ANS.OR.A.085(i) Aeronautical data quality management VALIDATION AND VERIFICATION TECHNIQUES Validation and verification techniques are employed throughout the data processing chain to ensure that the data meets the associated data quality requirements. More explanatory material may be found in ED-76A ‘Standards for processing aeronautical data’. GM1 ATM/ANS.OR.A.085(j) Aeronautical data quality management DATA ERROR DETECTION TECHNIQUES (a) Digital error detection techniques can be used to detect errors during the transmission or storage of data. An example of a digital error detection technique is the use of cyclic redundancy checks (CRCs). Coding techniques can be effective regardless of the transmission media (e.g. computer disks, modem communication, or internet). (b) Transmission of data via electronic/digital means (e.g. file transfer protocol (FTP) sites, web downloads, or email) may be subject to malicious attack that can corrupt the integrity of data for its intended use. Provision of means to mitigate the intentional corruption of digitally transmitted data may already exist within the organisational construct and operating procedures of participating entities. Page 13 of 16 (c) The objective of data security is to ensure that data is received from a known source and that there is no intentional corruption during processing and exchange of data. (d) Records shall be maintained to show what data security provisions have been implemented. (e) Provisions supporting this objective may include: (1) implementation of technical data security measures to provide authentication and prevent intentional corruption during exchange of data (e.g. secure hashes, secure transmissions, digital signatures); and (2) Implementation of organisational data security measures to protect processing resources and prevent intentional corruption during processing of data. GM2 ATM/ANS.OR.A.085(j) Aeronautical data quality management DATA ERROR PROCESSING More explanation and guidance may be found in Appendix C (Guidance on compliance with data processing requirements) of EUROCAE ED-76A. GM1 ATM/ANS.OR.A.085(l) Aeronautical data quality management ERROR HANDLING (a) The term ‘error’ is understood as being defective, degraded, lost, misplaced or corrupted data elements, or data elements not meeting stated quality requirements. (b) Guidance on how to detect, identify, report and address/resolve aeronautical data errors may be found in EUROCAE ED-76A, ‘Standards for processing aeronautical data’. 10. In ATM/ANS.OR.090, the following provisions are added as follows: (…) GM1 ATM/ANS.OR.A.090(a) Common reference systems for air navigation HORIZONTAL REFERENCE SYSTEM — WGS-84 (a) A reference system provides a definition of a co-ordinate system in terms of the position of an origin in space, the orientation of an orthogonal set of Cartesian axes, and a scale. A terrestrial reference system defines a spatial reference system in which positions of points anchored on the Earth’s solid surface have coordinates. Examples are WGS-84, ITRS/European Terrestrial Reference System (ETRS) and national reference systems. (b) WGS-84 defines, inter alia, a conventional terrestrial reference system, a reference frame and a reference ellipsoid. WGS-84 is currently the reference system ICAO requires for geo-referencing aeronautical information. (c) Further explanation and guidance may be found in Annex B (Horizontal reference systems) to EUROCONTROL Specifications for the Origination of Aeronautical Data, Volume 2: Guidance material (EUROCONTROL-SPEC-154, Edition 1.0 of 04/02/2013). GM2 ATM/ANS.OR.A.090(a) Common reference systems for air navigation TEMPORARY NON-COMPLIANCE OF GEOGRAPHICAL COORDINATES In those particular cases where geographical coordinates have been transformed into WGS-84 coordinates by mathematical means and whose accuracy of original field work does not meet the applicable requirements Page 14 of 16 contained in the aeronautical data catalogue, they should be identified until the time when they can be compliant. AMC1 ATM/ANS.OR.A.090(b) Common reference systems for air navigation VERTICAL REFERENCE SYSTEM (a) A service provider should use the Earth Gravitational Model — 1996 (EGM-96), as the global gravity model. (b) When a geoid model other than the EGM-96 model is used, a description of the model used, including the parameters required for height transformation between the model and EGM-96, should be provided in the AIP. GM1 ATM/ANS.OR.A.090(b) Common reference systems for air navigation MEAN SEA LEVEL (a) The geoid globally most closely approximates MSL. It is defined as the equipotential surface in the gravity field of the Earth which coincides with the undisturbed MSL extended continuously through the continents. (b) Gravity-related heights (elevations) are also referred to as ‘orthometric heights’, while distances of points above the ellipsoid are referred to as ‘ellipsoidal heights’. (c) Global and local geoids differ in their origin: global geoids consider only the long- and middle-wave part of the Earth’s gravity field, whilst local geoids also consider the short-wave part of the gravity field. Global geoids are used when consistent orthometric heights, over long distances (continent or earth surveying), are required. Currently, the world’s best global geoid model is EGM 200846. It was determined using satellite tracking, gravity anomalies and satellite altimetry. Its accuracy is in the range of ± 0.05 m (oceans) and ± 0.5 m (on land). This accuracy is higher in flat regions than in topographically mountainous terrain, such as the Alps. (d) For local engineering applications and cadastre-surveying, global geoids are not as accurate as needed. For such applications, local geoid models are calculated. These can only be developed using local field measurements. They offer centimetre accuracy over several hundred kilometres, with a high resolution. Local geoids are not suitable for height comparison over large distances since they are based on different origins and reference heights (different equipotential levels). (e) Further explanation and guidance may be found in Annex C (Vertical reference systems) to EUROCONTROL Specifications for the Origination of Aeronautical Data, Volume 2: Guidance material (EUROCONTROL-SPEC-154, Edition 1.0 of 04/02/2013). GM1 ATM/ANS.OR.A.090(b) Common reference systems for air navigation VERTICAL REFERENCE SYSTEM Further explanation and guidance may be found in Annex C (Vertical reference systems) to EUROCONTROL Specifications for the Origination of Aeronautical Data, Volume 2 (EUROCONTROL-SPEC-154, Edition 1.0 of 04/02/2013). GM1 ATM/ANS.OR.A.090(c) Common reference systems for air navigation TEMPORAL REFERENCE SYSTEM (a) A value in the time domain is a temporal position measured relative to a temporal reference system. Page 15 of 16 (b) ISO Standard 8601 specifies the use of the Gregorian calendar and 24-hour local or UTC for information interchange, while ISO Standard 19108 prescribes the Gregorian calendar and UTC as the primary temporal reference system for use with geographic information. Page 16 of 16  Draft Annex X to ED Decision 201X/XXX/R ‘Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Annex V to Regulation (EU) 2017/373 on specific requirements for providers of meteorological services (Part-MET)’ Annex V 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: — deleted text is struck through; — new or amended text is highlighted in grey; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged. 1. GM1 MET.OR.100 is amended as follows: GM1 MET.OR.100 Meteorological data and information DATA AND INFORMATION RELIABILITY Owing to the variability of meteorological elements in space and time, to limitations of observing techniques and to limitations caused by the definitions of some of the elements, the specific value of any of the elements given in a forecast is understood to be the most probable value which the element is likely to assume during the period of the forecast. Similarly, when the time of occurrence or change of an element is given in a forecast, this time is understood to be the most probable time. Owing to the variability of meteorological elements in space and time, to limitations of observing techniques, and to limitations caused by the definitions of some of the elements, the specific value of any of the elements given in a meteorological report or in a forecast is understood to be the best approximation to the actual conditions at the time of observation or the most probable value that the element is likely to assume during the period of the forecast, respectively. Similarly, when the time of occurrence or change of an element is given in a forecast, this time is understood to be the most probable time. 2. AMC1 MET.OR.100(a) is amended as follows: AMC1 MET.OR.100(a) Meteorological data and information INFORMATION TO BE PROVIDED (...) (a) the provision in air traffic services units of displays related to semi-automatic observing systems or automatic observing systems; (...) Page 1 of 34 3. GM1 MET.OR.105(b) is added as follows: GM1 MET.OR.105(b) Retention of meteorological information GENERAL The competent authority determines who may be provided with meteorological information about inquiries and investigations concerning aviation. 4. GM1 MET.OR.110 is amended as follows: GM1 MET.OR.110 Meteorological information exchange requirements GENERAL Operational meteorological information is disseminated to international OPMET databanks and the centres for the operation of the aeronautical fixed service satellite distributionInternet-based services. 5. GM2 MET.OR.110 is amended as follows: GM2 MET.OR.110 Meteorological information exchange requirements OPMET DATABANK The list of relevant meteorological exchange requirements for OPMET can be found in theTABLE MET II- 1, TABLE MET II-2, TABLE MET II-3, and TABLE MET II-EUR-1 of Volume II ofFASID tables in ICAO Doc 7754 (EUROPEAN (EUR) AIR NAVIGATION PLAN ANP). 6. AMC2 MET.OR.200(a)(3) is amended as follows: GM1AMC2 MET.OR.200(a)(3) Meteorological reports and other information METAR INTERVALS — NON-SCHEDULED INTERNATIONAL CAT (a) For aerodromes not serving scheduled international commercial air transport operations, the dissemination of hourly METAR and SPECI, as well as the criteria to provide SPECI, should be agreed between the competent authority and the meteorological services provider an aeronautical meteorological station may disseminate hourly METAR. (b) Such dissemination, as well as the criteria to provide SPECI, should be agreed between the competent authority and the meteorological services provider. 7. AMC1 MET.OR.210 is amended as follows: AMC1 MET.OR.210 Observing meteorological elements DISPLAY Where automated equipment forms part of semi-automatic observing system or automatic observing system, displays of data which are made available to the local ATS units should be a subset of and displayed parallel to those available in the aeronautical meteorological stations or meteorological offices. In those displays, each meteorological element should be annotated to identify, as appropriate, the locations for which the element is representative. Page 2 of 34 8. AMC2 MET.OR.210 is amended as follows: AMC2 MET.OR.210 Observing meteorological elements CLIMATOLOGICAL INFORMATIONPROCESSING OF METEOROLOGICAL OBSERVATIONS (...) 9. GM1 MET.OR.220(a) is amended as follows: GM1 MET.OR.220(a) Aerodrome forecasts DISSEMINATION OF TAF TAF and amendments thereto are disseminated to international OPMET databanks and the centres designated for the operation of the aeronautical fixed service satellite distribution systemsInternet- based services. 10. GM1 MET.OR.240(a)(2) is inserted: GM1 MET.OR.240(a)(2) Information for use by operator or flight crew GENERAL For aerodromes not serving scheduled international commercial air transport operations within Europe: (a) an aeronautical meteorological station may disseminate METAR on an hourly basis, as well as SPECI, as necessary; and (b) such information should be made available and may include TREND. 11. AMC1 MET.OR.250(a) is amended as follows: AMC1 MET.OR.250(a) SIGMET messages FIR AND CTA Meteorological watch offices whose area of responsibility encompasses more than one FIR and/or CTA should provide separate SIGMET messages for each FIR and/or CTA. 12. AMC2 MET.OR.250(a) is deleted. 13. GM1 MET.OR.250(a) is amended as follows: GM1 MET.OR.250(a) SIGMET messages DISSEMINATION (a) SIGMET messages are disseminated to meteorological watch offices and WAFCs and to other meteorological offices. SIGMET messages for volcanic ash are also disseminated to VAACs. (b) SIGMET messages are disseminated to international OPMET databanks and the centres designated for the operation of the aeronautical fixed service satellite distribution systems Internet-based services. Page 3 of 34 14. AMC1 MET.OR.250(c) is amended as follows: AMC1 MET.OR.250(c) SIGMET messages SOURCE SIGMET messages concerning volcanic ash clouds and tropical cyclones should be based on advisory information provided by VAACs and tropical cyclone advisory centres (TCACs), respectively. 15. AMC1 MET.OR.255(a) is deleted. 16. GM1 MET.OR.255(a) is amended as follows: GM1 MET.OR.255(a) AIRMET messages DISSEMINATION (a) AIRMET messages are disseminated to meteorological watch offices in adjacent flight information regions and to other meteorological watch offices or aerodrome meteorological offices, as agreed by the competent authorities concerned. (b) AIRMET messages are transmitted to international operational meteorological databanks and the centres for the operation of the aeronautical fixed service Internet-based services. 17. AMC1 MET.TR.200(a) is amended as follows: AMC1 MET.TR.200(a) Meteorological reports and other information TEMPLATE FOR THE LOCAL ROUTINE REPORTS AND LOCAL SPECIAL REPORTS Local routine reports and local special reports should be issued in abbreviated plain language, in accordance with the below template. Template for the local routine report (MET REPORT) and local special (SPECIAL) reports (SPECIAL) Key: M = inclusion mandatory, part of every message; C = inclusion conditional, dependent on meteorological conditions; O = inclusion optional. Element Detailed content Template(s) Examples Identification of Type of report MET REPORT or SPECIAL MET REPORT the type of report (M) SPECIAL Location indicator ICAO location nnnn YUDO (M) indicator (M) Time of the Day and actual nnnnnnZ 221630Z observation (M) time of the observation in UTC Page 4 of 34 Identification of an Automated AUTO AUTO automated report report identifier (C) (C) Surface wind (M) Name of the WIND WIND 240/4MPS element (M) (WIND 240/8KT) Runway (O) RWY nn[L] or RWY nn[C] or RWY nn[R] WIND RWY 18 TDZ 190/6MPS Runway section TDZ (WIND RWY 18 TDZ 190/12KT) (O) Wind direction nnn/ VRB BTN nnn/ C WIND VRB1MPS (M) WIND CALM AND nnn/ A or VRB L (WIND VRB2KT) M WIND VRB BTN 350/ AND Wind speed (M) [ABV]n[n][n]MPS (or [ABV]n[n]KT) 050/1MPS (WIND VRB BTN 350/ AND Significant speed MAX[ABV]nn[n] MNMn[n] 050/2KT) variations (C) WIND 270/ABV49MPS Significant VRB BTN nnn/ — (WIND 270/ABV99KT) directional AND nnn/ variations (C) WIND 120/3MPS MAX9 MNM2 Runway section MID (O) (WIND 120/6KT MAX18 MNM4) Wind direction nnn/ VRB BTN nnn/ C WIND 020/5MPS VRB BTN 350/ (O) AND 070/ AND nnn/ A or VRB L (WIND 020/10KT VRB BTN 350/ AND 070/) M Wind speed (O) [ABV]n[n][n]MPS (or [ABV]n[n]KT) WIND RWY 14R MID 140/6MPS Significant speed MAX[ABV]nn[n] MNMn[n] (WIND RWY 14R MID 140/12KT) variations (C) WIND RWY 27 TDZ 240/8MPS Significant VRB BTN nnn/ — directional MAX14 MNM5 END 250/7MPS AND nnn/ variations (C) (WIND RWY 27 TDZ 240/16KT Runway section END MAX28 MNM10 END 250/14KT) (O) Wind direction nnn/ VRB BTN nnn/ C (O) AND nnn/ A or VRB L M Wind speed (O) [ABV]n[n][n]MPS (or [ABV]n[n]KT) Page 5 of 34  Significant speed MAX[ABV]nn[n] MNMn[n] variations (C) Significant VRB BTN nnn/ — directional AND nnn/ variations (C) Visibility (M) Name of the VIS C VIS 350M element (M) A CAVOK Runway (O) RWY nn[L] or RWY nn[C] or RWY nn[R] V VIS 7KM O VIS 10KM Runway section TDZ K VIS RWY 09 TDZ 800M (O) END 1200M VIS RWY 18C TDZ 6KM RWY 27 Visibility (M) n[n][n][n]M or n[n]KM TDZ 4000M Runway section MID (O) Visibility (O) n[n][n][n]M or n[n]KM Runway section END (O) Visibility (O) n[n][n][n]M or n[n]KM Runway visual Name of the RVR RVR RWY 32 400M range (C) element (M) RVR RWY 20 1600M Runway (C) RWY nn[L] or RWY nn[C] or RWY nn[R] RVR RWY 10L BLW 50M RVR RWY 14 ABV 2000M Runway section TDZ RVR RWY 10 BLW 150M (C) RVR RWY 12 ABV 1200M Runway visual [ABV or BLW] nn[n][n]M RVR RWY 12 TDZ 1100M MID range (M) ABV 1400M RVR RWY 16 TDZ 600M MID Runway section MID 500M END 400M (C) RVR RWY 26 500M RWY 20 800M Runway visual [ABV or BLW] nn[n][n]M range (C) Runway section END (C) Runway visual [ABV or BLW] nn[n][n]M range (C) Page 6 of 34 Present weather Intensity of FBL or — (C) present weather MOD or (C) HVY Characteristics DZ or RA or FG or BR or MOD RA and type of SN or SG or SA or DU or HVY TSRA present weather (C) PL or DS or HZ or FU or HVY DZ SS or FZDZ or VA or SQ or FBL SN FZUP or FC or PO or TS or HZ FZRA or SHGR BCFG or BLDU or BLSA or FG or BLSN or DRDU or DRSA VA or DRSN or FZFG or SHGS or SHRA MIFG or PRFG or MIFG or // SHSN or SHUP or HVY TSRASN TSGR or TSGS FBL SNRA or TSRA or TSSN or FBL DZ FG 12 TSUP or UP HVY SHSN BLSN HVY TSUP // Cloud (M) Name of the CLD CLD NSC element (M) CLD SCT 300M OVC 600M Runway (O) RWY nn[L] or RWY nn[C] or RWY nn[R] (CLD SCT 1000FT OVC 2000FT) CLD OBSC VER VIS 150M (CLD OBSC VER VIS 500FT) CLD BKN TCU 270M (CLD BKN TCU 900FT) CLD RWY 08R BKN 60M RWY 26 BKN 90M (CLD RWY 08R BKN 200FT RWY 26 BKN 300FT) CLD /// CB ///M (CLD /// CB ///FT) CLD /// CB 400M (CLD /// CB 1200FT) CLD NCD Page 7 of 34  Cloud amount FEW or OBSC NSC or NCD (M) or SCT or vertical visibility BKN or (O) OVC or /// Cloud type (C) CB or TCU — or /// Height of cloud n[n][n][n]M [VER VIS base or the value n[n][n]M(or (or of vertical VER VIS n[n][n][n]FT) visibility (C) n[n][n][n]FT)] or or ///M VER VIS (or ///M ///FT) (or VER VIS ///FT) Air temperature Name of the T (M) element (M) T17 TMS08 Air temperature [MS]nn (M) Name of the DP element (M) Dew-point DP15 temperature (M) DPMS18 Dew-point [MS]nn temperature (M) Pressure values Name of the QNH (M) element (M) QNH 0995HPA QNH 1009HPA QNH (M) nnnnHPA Name of the QFE QNH 1022HPA QFE 1001HPA element (O) QNH 0987HPA QFE RWY 18 0956HPA QFE (O) [RWY nn[L] or RWY nn[C] or RWY nn[R]] nnnnHPA RWY 24 0955HPA [RWY nn[L] or RWY nn[C] or RWY nn[R] nnnnHPA] Supplementary Significant CB or TS or MOD TURB or SEV TURB or WS or GR or FC IN APCH information (C) meteorological SEV SQL or MOD ICE or SEV ICE or FZDZ or FZRA or WS IN APCH 60M-WIND phenomena (C) SEV MTW or SS or DS or BLSN or FC Page 8 of 34  360/13MPS Location of the IN APCH [n[n][n][n]M-WIND nnn/n[n]MPS] or WS RWY 12 phenomena (C) IN CLIMB-OUT [n[n][n][n]M-WIND nnn/n[n]MPS] (IN APCH [n[n][n][n]FT-WIND nnn/n[n]KT] or REFZRA IN CLIMB-OUT [n[n][n][n]FT-WIND nnn/n[n]KT]) or CB IN CLIMB-OUT RETSRA RWY nn[L] or RWY nn[C] or RWY nn[R] Recent weather REFZDZ or REFZRA or REDZ or RE[SH]RA or RERASN (C) or RE[SH]SN or RESG or RESHGR or RESHGS or REBLSN or RESS or REDS or RETSRA or RETSSN or RETSGR or RETSGS or REFC or REPL or REUP or REFZUP or RETSUP or RESHUP or REVA or RETS Page 9 of 34 Trend forecast (O) Name of the TREND TREND NOSIG element (M) TREND BECMG FEW 600M (TREND BECMG FEW 2000FT) TREND TEMPO 250/18 MPS MAX25 (TREND TEMPO 250/36KT MAX50) TREND BECMG AT1800 VIS 10KM NSW TREND BECMG TL1700 VIS 800M FG TREND BECMG FM1030 TL1130 CAVOK TREND TEMPO TL1200 VIS 600M BECMG AT1230 VIS 8KM NSW CLD NSC TREND TEMPO FM0300 TL0430 MOD FZRA TREND BECMG FM1900 VIS 500M HVY SNRA TREND BECMG FM1100 MOD SN TEMPO FM1130 BLSN TREND BECMG AT1130 CLD OVC 300M (TREND BECMG AT1130 CLD OVC 1000FT) TREND TEMPO TL1530 HVY SHRA CLD BKN CB 360M (TREND TEMPO TL1530 HVY SHRA CLD BKN CB 1200FT) Change indicator N BECMG or TEMPO (M) O Period of change S FMnnnn and/or TLnnnn or ATnnnn (C) I G Wind (C) nnn/[ABV]n[n][n]MPS [MAX[ABV]nn[n]] (or nnn/[ABV]n[n]KT [MAX[ABV]nn]) Page 10 of 34 Visibility (C) VIS n[n][n][n]M or C VIS n[n]KM A V O K Weather FBL or — NSW phenomenon: MOD or intensity (C) HVY Weather DZ or FG or phenomenon: RA or BR or characteristics and SN or SA or type (C) SG or DU or PL or HZ or DS or FU or SS or VA or FZDZ or FZRA or SQ Or SHGR or SHGS or PO or SHRA or SHSN or TSGR or TSGS or FC or TSRA or TSSN TS or BCFG or BLDU or BLSA or BLSN or DRDU or DRSA or DRSN or FZFG or MIFG or PRFG Name of the CLD element (C) Cloud amount FEW or SCT or OBSC NSC and vertical BKN or OVC visibility (C) Cloud type (C) CB or TCU — Height of cloud n[n][n][n]M (or [VER VIS base or the value n[n][n][n]FT) n[n][n]M (or of vertical VER VIS visibility (C) n[n][n][n]FT)] Page 11 of 34 18. GM1 MET.TR.200(a) is amended as follows: GM1 MET.TR.200(a) Meteorological reports and other information RANGES AND RESOLUTIONS — LOCAL ROUTINE REPORTS AND LOCAL SPECIAL REPORTS (a) The ranges and resolutions for the numerical elements included in the local routine reports and local special reports are shown below. Ranges and resolutions for the numerical elements included in local routine reports and local special reports Element elements included in the local Range Resolution routine reports and local special reports Runway: (no units) 01–-36 1 Wind direction: °true 010–-360 10 Wind speed: MPS 1–-99* 1 KT 1–-199* 1 Visibility: M 0–-750 50 M 800–-4 900 100 KM 5–-9 1 KM 10–- 0 (fixed value: 10 KM) Runway visual range: M 0–-375 25 M 400–-750 50 M 800–-2 000 100 Vertical visibility: M 0–-75** 15 M 90–-600 30 FT 0–-250** 50 FT 300–-2 000 100 Clouds: height of cloud base: M 0–-75** 15 M 90–3 000-2 970 30 M 3 000-6 000 300 FT 0–-250** 50 FT 300–10 000-9 900 100 FT 10 000-20 000 1 000 Air temperature; °C –80 –- +60 1 Dew-point temperature: QNH; QFE: hPa 0500–-1 100 1 Page 12 of 34  * There is no aeronautical requirement to report surface wind speeds of 100 kt (50 m/s) or more; however, provision has been made for reporting wind speeds up to 199 kt (99 m/s) for non- aeronautical purposes, as necessary. ** Under circumstances as specified in AMC1 MET.TR.205(e)(13); otherwise a resolution of 100 ft (30 m) is to be used. (...) 19. AMC1 MET.TR.200(a)(4) is amended as follows: AMC1 MET.TR.200(a)(4) Meteorological reports and other information AUTOMATED REPORTING Local routine reports and local special reports and METAR from automatic observing systems should be identified with the word ‘AUTO’. 20. GM1 MET.TR.200(a)(4) is amended as follows: GM1 MET.TR.200(a)(4) Meteorological reports and other information AUTOMATED REPORTING METAR, local routine reports and local special reports from automatic observing systems may be used as agreed between the aeronautical meteorological stations and the users. 21. AMC1 MET.TR.200(a)(12) is amended as follows: AMC1 MET.TR.200(a)(12) Meteorological reports and other information SUPPLEMENTARY INFORMATION — SEMI-AUTOMATIC OBSERVING SYSTEM (a) In local routine reports and local special reports and in METAR when reported by a semi- automatic observing system, the following recent weather phenomena should be reported, up to a maximum of three groups, in the supplementary information: (...) (b) In local routine reports and local special reports when reported by a semi-automatic observing system, the following significant meteorological conditions, or combinations thereof, should be reported in the supplementary information: (...) 22. AMC2 MET.TR.200(a)(12) is amended as follows: AMC2 MET.TR.200(a)(12) Meteorological reports and other information SUPPLEMENTARY INFORMATION — AUTOMATIC OBSERVING SYSTEM In local routine reports and local special reports and in METAR reported by an automatic observing system, the following recent weather phenomena should be reported, up to a maximum of three groups, in the supplementary information: (...) Page 13 of 34 23. AMC3 MET.TR.200(a)(12) is amended as follows: AMC3 MET.TR.200(a)(12) Meteorological reports and other information SUPPLEMENTARY INFORMATION — WIND SHEAR Information on wind shear should be included as supplementary information in local routine reports and local special reports and in METAR, where local circumstances so warrant. 24. GM1 MET.TR.200(b) is amended as follows: GM1 MET.TR.200(b) Meteorological reports and other information EXAMPLE OF LOCAL SPECIAL REPORT Local special report: SPECIAL YUDO 151115Z WIND 050/25KT MAX37 MNM10 VIS 1200M RVR RWY 05 ABV 1800M HVY TSRA CLD BKN CB 500FT T25 DP22 QNH 1018HPA1008HPA TREND TEMPO TL1200 VIS 600M BECMG AT1200 VIS 8KM NSW NSC Meaning: Special report for Donlon/International* issued on the 15th of the month at 1115 UTC; surface wind direction 050 degrees; wind speed 25 knots gusting between 10 and 37 knots; visibility 1 200 metres along the runway; Runway visual range above 1 800 metres at the threshold on runway 05; thunderstorm with heavy rain; broken cumulonimbus cloud at 500 feet; air temperature 25 degrees Celsius; dew-point temperature 22 degrees Celsius; QNH 1 008 hectopascals; TREND during next 2 hours; visibility along the runway temporarily 600 metres from 1 115 to 1 200, becoming at 12.00 UTC visibility along the runway 8 kilometres, thunderstorm ceases and nil significant weather and nil significant cloud. * Fictitious location 25. AMC1 MET.TR.205(d) is amended as follows: AMC1 MET.TR.205(d) Reporting of meteorological elements PRESENT WEATHER PHENOMENA — AUTOMATIC OBSERVING SYSTEM In local routine reports and local special reports and in METAR reported by an automatic observing system, the following types of present weather phenomena should be reported, using their respective abbreviations and relevant criteria, as appropriate: (...) Page 14 of 34 26. AMC2 MET.TR.205(d) is amended as follows: AMC2 MET.TR.205(d) Reporting of meteorological elements PRESENT WEATHER PHENOMENA — SEMI-AUTOMATIC OBSERVING SYSTEM In local routine reports and local special reports and in METAR reported by a semi-automatic observing system, the following types of present weather phenomena should be reported, using their respective abbreviations and relevant criteria, as appropriate: (...) 27. AMC3 MET.TR.205(d) is amended as follows: AMC3 MET.TR.205(d) Reporting of meteorological elements PRESENT WEATHER PHENOMENA — UNIDENTIFIED PRECIPITATION (UP) In automated local routine reports and local special reports and in METAR, in addition to drizzle (DZ), rain (RA) and snow (SN), the abbreviation ‘UP’ should be used for unidentified precipitation when the type of precipitation cannot be identified by the automatic observing system. 28. AMC1 MET.TR.205(d)(3) is amended as follows: AMC1 MET.TR.205(d)(3) Reporting of meteorological elements PRESENT WEATHER PHENOMENA — ADDITIONAL CHARACTERISTICS (a) In local routine reports and local special reports and in METAR, only when reported by a semi- automatic observing system, the following characteristics of present weather phenomena, as necessary, should be reported using their respective abbreviations and relevant criteria, as appropriate: (a)(1) Shower (SH): used to report showers. Showers observed in the vicinity of the aerodrome should be reported as ‘VCSH’ without qualification regarding type or intensity of precipitation. (b)(2) Blowing (BL): used with types of present weather phenomena raised by the wind to a height of 6 ft (2 m) or more above the ground. (c)(3) Low drifting (DR): used with types of present weather phenomena raised by the wind to less than 6 ft (2 m) above ground level. (d)(4) Shallow (MI): less than 6 ft (2 m) above ground level. (e)(5) Patches (BC): fog patches randomly covering the aerodrome. (f)(6) Partial (PR): a substantial part of the aerodrome covered by fog while the remainder is clear. (b) In automated local routine reports, local special reports and METAR, when showers (SH) referred to above cannot be determined based upon a method that takes account of the presence of convective cloud, the precipitation should not be characterised by ‘SH’. Page 15 of 34 29. AMC2 MET.TR.205(d)(3) is amended as follows: AMC2 MET.TR.205(d)(3) Reporting of meteorological elements PRESENT WEATHER PHENOMENA — INTENSITY In local routine reports and local special reports and METAR, the relevant intensity or, as appropriate, the proximity to the aerodrome of the reported present weather phenomena should be indicated as follows: (...) 30. AMC1 MET.TR.205(e)(1) is amended as follows: AMC1 MET.TR.205(e)(1) Reporting of meteorological elements CLOUD — HEIGHT OF CLOUD BASE In local routine reports and local special reports and in METAR: (...) 31. AMC1 MET.TR.210(a) is amended as follows: AMC1 MET.TR.210(a) Observing meteorological elements SURFACE WIND (a) When local routine reports and local special reports are used for departing or arriving aircraft, the surface wind observations for these reports should be representative of conditions along the runway or the touchdown zone respectively. (...) 32. AMC1 MET.TR.210(a)(1) is amended as follows: AMC1 MET.TR.210(a)(1) Observing meteorological elements SURFACE WIND — SITING (...) (c) Sensors for surface wind observations for local routine reports and local special reports should be sited to give the best practicable indication of conditions along the runway and touchdown zones. (...) 33. AMC1 MET.TR.210(a)(3) is amended as follows: AMC1 MET.TR.210(a)(3) Observing meteorological elements SURFACE WIND — AVERAGING The averaging period for measuring variations from the mean wind speed (gusts) reported in accordance with MET.TR.205(a)(3)(iii) should be 3 seconds for local routine reports, local special reports, METAR, and for wind displays used for depicting variations from the mean wind speed (gusts) in ATS units. Page 16 of 34 34. AMC1 MET.TR.210(b)(1) is amended as follows: AMC1 MET.TR.210(b)(1) Observing meteorological elements VISIBILITY — GENERAL (a) When local routine reports and local special reports are used for departing aircraft, the visibility observations for these reports should be representative of the conditions along the runway. (b) When local routine reports and local special reports are used for arriving aircraft, the visibility observations for these reports should be representative of the touchdown zone of the runway. (...) 35. GM1 MET.TR.210(b)(4)(ii) is corrected in title to read GM1 MET.TR.210(b)(4). 36. AMC1 MET.TR.210(c)(2) is amended as follows: AMC1 MET.TR.210(c)(2) Observing meteorological elements RUNWAY VISUAL RANGE (RVR) — RUNWAY LIGHT INTENSITY (...) (c) For local routine report and local special reports, the light intensity to be used for the computation should be: 37. AMC1 MET.TR.210(d)(1) is amended as follows: AMC1 MET.TR.210(d)(1) Observing meteorological elements PRESENT WEATHER — GENERAL (a) For local routine reports and local special reports, the present weather information should be representative of the conditions at the aerodrome. (...) 38. AMC1 MET.TR.210(e) is amended as follows: AMC1 MET.TR.210(e) Observing meteorological elements CLOUDS — GENERAL (a) Cloud observations for local routine reports and local special reports should be representative of the conditions at the runway threshold(s) in use. (...) 39. AMC1 MET.TR.210(e)(2) is amended as follows: AMC1 MET.TR.210(e)(2) Observing meteorological elements CLOUDS — SITING (...) Page 17 of 34  (b) For local routine reports and local special reports, in the case of aerodromes with precision approach runways, sensors for cloud amount and height of cloud base should be sited to give the best practicable indications of the cloud amount and height of cloud base at the threshold of the runway in use. For that purpose, a sensor should be installed at a distance of less than 4 000 ft (1 200 m) before the landing threshold. 40. AMC1 MET.TR.210(f) is amended as follows: AMC1 MET.TR.210(f) Observing meteorological elements AIR TEMPERATURE AND DEW-POINT TEMPERATURE Observations of air temperature and dew-point temperature for local routine reports and local special reports and METAR should be representative of the whole runway complex. 41. AMC3 MET.TR.215(a) is amended as follows: AMC3 MET.TR.215(a) Forecasts and other information AUTOMATED PRE-FLIGHT INFORMATION SYSTEMS (...) (c) use access and interrogation procedures based on abbreviated plain language and, as appropriate, ICAO location indicators, and aeronautical meteorological code data-type designators prescribed by WMO, or based on a menu-driven user interface, or other appropriate mechanisms as agreed between the meteorological service providerauthority and the operators concerned; and (...) 42. AMC1 MET.TR.215(e) is amended as follows: AMC1 MET.TR.215(e) Forecasts and other information FLIGHT DOCUMENTATION (a) Where the forecasts are supplied in chart form, flight documentation for low-level flights, including those in accordance with the visual flight rules, operating up to flight level 100 or up to flight level 150 in mountainous areas or higher, where necessary, should contain the following as appropriate to the flight: (1) information from relevant SIGMET and AIRMET messages; (...) 43. GM3 MET.TR.220 is amended as follows: GM3 MET.TR.220 Aerodrome forecasts ACCURACY OF TAF (...) Page 18 of 34  Element to be Operationally desirable accuracy of Minimum percentage of cases within forecast forecasts range TAF Wind direction ± 20° 80 % of cases Wind speed ± 2.5 m/s (5 kt) 80 % of cases Visibility ± 200 m up to 800 m 80 % of cases ± 30 % between 800 m and 10 km Precipitation Occurrence or non-occurrence 80 % of cases Cloud amount One category below 450 m (1 500 ft) 70 % of cases Occurrence or non-occurrence of BKN or OVC between 450 m (1 500 ft) and 3 000 m (10 000 ft) Cloud height ± 30 m (100 ft) up to 300 m (1 000 ft) 70 % of cases ± 30 % betweenabove 300 m (1 000 ft) and 3 000 m (10 000 ft) Air temperature ± 1°C 70 % of cases 44. AMC1 MET.TR.220(b) is deleted. 45. GM1 MET.TR.220(b) is deleted. 46. AMC1 MET.TR.220(d) is inserted: AMC1 MET.TR.220(d) Aerodrome forecasts TAF — DIGITAL FORM Terminal aerodrome forecasts (TAFs) should be disseminated in digital form. 47. GM1 MET.TR.220(d) is replaced as follows: GM1 MET.TR.220(d) Aerodrome forecasts TAF — DIGITAL FORM (a) When TAF is disseminated in digital form, this is in addition to the TAF code form. Page 19 of 34  (b) Guidance on the information exchange model, GML, and metadata profile is provided in ICAO Doc 10003 ‘Manual on the Digital Exchange of Aeronautical Meteorological Information’. 48. GM1 MET.TR.225(c)(2)(iii) is amended as follows: GM1 MET.TR.225(c)(2)(iii) Forecasts for landing VISIBILITY In TREND forecasts appended to local routine reports and local special reports, visibility refers to the forecast visibility along the runway(s). 49. AMC1 MET.TR.235 is amended as follows: AMC1 MET.TR.235 Aerodrome warnings and wind shear warnings and alerts AERODROME WARNINGS — FORMAT (...) Template for aerodrome warnings Key: M = inclusion mandatory, part of every message; C = inclusion conditional, included whenever applicable. (...) 50. GM1 MET.TR.235 is amended as follows: GM1 MET.TR.235 Aerodrome warnings and wind shear warnings and alerts RANGES AND RESOLUTIONS — AERODROME WARNINGS (...) Ranges and resolutions for the numerical elements included in volcanic ash and tropical cyclone advisory messages, SIGMET/, AIRMET, messages and aerodrome warning and wind shear warnings (...) 51. GM1 MET.TR.235(c) is amended as follows: GM1GM3 MET.TR.235(c) Aerodrome warnings and wind shear warnings and alerts DETECTION OF WIND SHEAR (...) 52. AMC1 MET.TR.250(a) is deleted. Page 20 of 34 53. AMC2 MET.TR.250(a) is amended as follows: AMC2AMC1 MET.TR.250(a) SIGMET messages AIRSPACE In cases where the airspace is divided into a flight information region (FIR) and an upper-flight information region (UIR), the SIGMET message should be identified by the location indicator of the ATS unit serving the FIR. 54. GM1 MET.TR.250(a) is amended as follows: GM1 MET.TR.250(a) SIGMET messages FLIGHT INFORMATION REGION The SIGMET message applies to the whole airspace within the lateral limits of the FIR, i.e. to the FIR and to the UIR. The particular areas and/or flight levels affected by the meteorological phenomena causing the issuance of the SIGMET message are given in the text of the message. 55. GM2 MET.TR.250(a) is amended as follows: GM2 MET.TR.250(a) SIGMET messages EXAMPLE OF SIGMET MESSAGES, AND THE CORRESPONDING CANCELLATIONS SIGMET YUDD SIGMET 2 VALID 101200/101600 YUSO – YUDD SHANLON FIR/UIR OBSC TS FCST S OF N54 AND E OF W012 TOP FL390 MOV E 20 KT WKN FCST 1600Z S OF N54 AND E OF W010 Cancellation of SIGMET YUDD SIGMET 3 VALID 101345/101600 YUSO– YUDD SHANLON FIR/UIR CNL SIGMET 2 101200/101600 Page 21 of 34 56. GM3 MET.TR.250(a) is amended as follows: GM3 MET.TR.250(a) SIGMET messages EXAMPLE OF SIGMET MESSAGE FOR TROPICAL CYCLONE YUCC SIGMET 3 VALID 251600/252200 YUDO — YUCC AMSWELL FIR TC GLORIA PSN N2706 W07306 CB OBS AT 1600Z N2706 W07306 CB TOP FL500 WI 150NM250NM OF TC CENTRE TOP FL500MOV NW 10KT NC FCST AT 2200Z TC CENTRE PSN N2740 W07345 Meaning: The third SIGMET message issued for the AMSWELL* flight information region (identified by YUCC Amswell area control centre) by the Donlon/International* meteorological watch office (YUDO) since 0001 UTC; the message SIGMET is valid from 16.00 UTC to 22.00 UTC on the 25th of the month; tropical cyclone Gloria at 27 degrees 6 minutes north and 73 degrees 6 minutes west; cumulonimbus was observed at 16.00 UTC within 250 nautical miles of the centre of the tropical cyclone with top at flight level 500; no changes in intensity are expected; at 22.00 UTC, the centre of the tropical cyclone is forecast to be located at 27 degrees 40 minutes north and 73 degrees 45 minutes west. was observed at 1600 UTC at 27 degrees 6 minutes north and 73 degrees 6 minutes west with cumulonimbus top at flight level 500 within 150 nautical miles of the centre; the tropical cyclone is expected to move northwestwards at 10 knots and not to undergo any changes in intensity; the forecast position of the centre of the tropical cyclone at 2200 UTC is expected to be at 27 degrees 40 minutes north and 73 degrees 45 minutes west. * Fictitious locations 57. GM4 MET.TR.250(a) is amended as follows: GM4 MET.TR.250(a) SIGMET messages EXAMPLE OF SIGMETMESSAGE FOR VOLCANIC ASH YUDD SIGMET 2 VALID 211100/211700 YUSO — YUDD SHANLON FIR/UIR VA ERUPTION MT ASHVAL PSN S1500 E07348 VA CLD OBS AT 1100Z APRX 220KM BY 35KM50KM WID LINE BTN S1500 E07348 — S1530 E07642 FL310/450 MOV SE 35KTINTSF FCST AT 1700Z VA CLDAPRX 50KM WID LINE BTN S1506 E07500 — S1518 E08112 — S1712 E08330 — S1824 E07836 Meaning: The second SIGMET message issued for the SHANLON* flight information region (identified by YUDD Shanlon area control centre/upper flight information region) by the Shanlon/International* meteorological watch office (YUSO) since 0001 UTC; the messageSIGMET is valid from 11.00 UTC to 17.00 UTC on the 21st of the month; volcanic ash eruption of Mount Ashval* located at 15 degrees south and 73 degrees 48 minutes east; volcanic ash cloud observed at 11.00 UTC in an approximate area of 220 km by 35 kmapproximately 50 km wide line between 15 degrees south and 73 degrees 48 minutes east, and 15 degrees 30 minutes south and 76 degrees 42 minutes east; between flight levels 310 and 450, the volcanic ash cloud is expected to move south-eastwards at 35 knots; intensifying at 17.00 UTC, the volcanic ash cloud is forecast to be located in an approximately 50 km wide line Page 22 of 34  betweenin an area bounded by the following points: 15 degrees 6 minutes south and 75 degrees east, 15 degrees 18 minutes south and 81 degrees 12 minutes east, and 17 degrees 12 minutes south and 83 degrees 30 minutes east and 18 degrees 24 minutes south and 78 degrees 36 minutes east. * Fictitious locations 58. GM5 MET.TR.250(a) is amended as follows: GM5 MET.TR.250(a) SIGMET messages EXAMPLE OF SIGMET MESSAGE FOR RADIOACTIVE CLOUD YUCC SIGMET 2 VALID 201200/201600 YUDO — YUCC AMSWELL FIR RDOACT CLD OBS AT 1155Z WI S5000 W14000 — S5000 W13800 — S5200 W13800 — S5200 W14000 — S5000 W14000 SFC/FL100 STNR WKN FCST AT 1600Z WI S5200 W14000 — S5200 W13800 — S5300 W14000 — S5200 W14000 Meaning: The second SIGMET message issued for the AMSWELL* flight information region (identified by YUCC Amswell area control centre) by the Donlon/International* meteorological watch office (YUDO) since 00.01 UTC; the message SIGMET is valid from 12.00 UTC to 16.00 UTC on the 20th of the month; radioactive cloud was observed at 11.55 UTC within an area bounded by 50 degrees 0 minutes south and 140 degrees 0 minutes west to 50 degrees 0 minutes south and 138 degrees 0 minutes west to 52 degrees 0 minutes south and138 degrees 0 minutes west to 52 degrees 0 minutes south and 140 degrees 0 minutes west to 50 degrees 0 minutes south and 140 degrees 0 minutes west and between the surface and flight level 100; the radioactive cloud is expected to remain stationary and to weaken in intensity; at 16.00 UTC, the radioactive cloud is forecast to be located within an area bounded by 52 degrees 0 minutes south 140 degrees 0 minutes west to 52 degrees 0 minutes south 138 degrees 0 minutes west to 53 degrees 0 minutes south 138 degrees 0 minutes west to 53 degrees 0 minutes south 140 degrees 0 minutes west to 52 degrees 0 minutes south 140 degrees 0 minutes west. * Fictitious locations 59. GM6 MET.TR.250(a) is amended as follows: GM6 MET.TR.250(a) SIGMET messages EXAMPLE OF SIGMET MESSAGE FOR SEVERE TURBULENCE YUCC SIGMET 5 VALID 221215/221600 YUDO — YUCC AMSWELL FIR SEV TURB OBS AT 1210Z N2020 W07005 FL250 MOV E 20KT WKNINTSF FCST AT 1600Z S OF N2020 AND E OF W06950 Meaning: The fifth SIGMET message issued for the AMSWELL* flight information region (identified by YUCC Amswell area control centre) by the Donlon/International* meteorological watch office (YUDO) since 00.01 UTC; the message SIGMET is valid from 12.15 UTC to 16.00 UTC on the 22nd of the month; severe turbulence was observed at 12.10 UTC 20 degrees 20 minutes north and 70 degrees 5 minutes west at flight level 250; the turbulence is expected to move eastwards at 20 knots and to weakenstrengthen in Page 23 of 34  intensity; forecast position at 16.00 UTC, the severe turbulence is forecast to be located south of 20 degrees 20 minutes north and east of 69 degrees 50 minutes west. * Fictitious locations 60. AMC1 MET.TR.250(c) is amended as follows: AMC1 MET.TR.250(c) SIGMET messages SEQUENCE NUMBER (a) The three-character sequence number should be constructed using a single letter identifying the phenomenon, followed by two numeric characters corresponding to the number of SIGMET issued for that phenomenon for the specified flight information region since 00.01 UTC on the day concerned. (a)(b) The letters to be used as the first character for the SIGMET sequence number to indicate the specified en-route weather phenomena which may affect the safety of aircraft operationsfor which the SIGMET has been issued should be: (...) 61. AMC2 MET.TR.250(c) is deleted. 62. AMC1 MET.TR.250(d) is amended as follows: AMC1 MET.TR.250(d) SIGMET messages (...) 63. GM1 MET.TR.250(d) is amended as follows: GM1 MET.TR.250(d) SIGMET messages (...) 64. AMC1 MET.TR.250(f) is amended as follows: AMC1 MET.TR.250(f) SIGMET messages SIGMET — DIGITAL FORM SIGMET messages should be disseminated in a digital form, in addition to the abbreviated plain language. 65. GM1 MET.TR.250(f)(1) is amended as follows: GM1 MET.TR.250(f)(1) SIGMET messages SIGMET — DIGITAL FORM (a) When SIGMET is disseminated in digital form, this is in addition to the SIGMET code form. Page 24 of 34  (b) Guidance on the information exchange model, GML, and the metadata profile is provided in the Manual on the Digital Exchange of Aeronautical Meteorological Information (ICAO Doc 10003). 66. AMC1 MET.TR.250(g) is added: AMC1 MET.TR.250(g) SIGMET FORMAT SIGMET, when issued in graphical format, should be as specified below: (a) SIGMET FOR TROPICAL CYCLONE — MODEL STC (b) SIGMET FOR VOLCANIC ASH — MODEL SVA (c) SIGMET FOR PHENOMENA OTHER THAN TROPICAL CYCLONE AND VOLCANIC ASH — MODEL SGE Page 25 of 34 Page 26 of 34 67. GM1 MET.TR.255(a) is amended as follows: GM1 MET.TR.255(a) AIRMET messages EXAMPLE OF AIRMET MESSAGE FOR MODERATE MOUNTAIN WAVE YUCC AIRMET 2 VALID 221215/221600 YUDO — YUCC AMSWELL FIR MOD MTW OBS AT 1205Z N48 E010 FL080 STNR NC Meaning: The second AIRMET message issued for the AMSWELL* flight information region (identified by YUCC Amswell area control centre) by the Donlon/International* meteorological watch office (YUDO) since 00.01 UTC; the message AIRMET is valid from 12.15 UTC to 16.00 UTC on the 22nd of the month; moderate mountain wave was observed at 12.05 UTC at 48 degrees north and 10 degrees east at flight level 080; the mountain wave is expected to remain stationary and not to undergo any changes in intensity. * Fictitious locations 68. GM2 MET.TR.255(a) is amended as follows: GM2 MET.TR.255(a) AIRMET messages EXAMPLE OF AIRMET MESSAGES, AND THE CORRESPONDING CANCELLATIONS (...) 69. GM1 MET.TR.255(b) is amended as follows: GM1 MET.TR.255(b) AIRMET messages (...) 70. GM1 MET.TR.255(c) is amended as follows: GM1 MET.TR.255(c) AIRMET messages (...) 71. GM1 MET.TR.255(d) is amended as follows: GM1 MET.TR.255(d) AIRMET messages (...) 72. AMC1 MET.TR.255(e) is added: AMC1 MET.TR.255(e) AIRMET AIRMET — DIGITAL FORM AIRMET should be disseminated in digital form. Page 27 of 34 73. GM1 MET.TR.255(e) is added: GM1 MET.TR.255(e) AIRMET AIRMET — DIGITAL FORM (a) When AIRMET is disseminated in digital form, this is in addition to the AIRMET code form. (b) Guidance on the information exchange model, GML, and metadata profile is provided in the Manual on the Digital Exchange of Aeronautical Meteorological Information (ICAO Doc 10003). 74. AMC1 MET.TR.260 is amended as follows: AMC1 MET.TR.260 Area forecasts for low-level flights AMENDMENT OF LOW-LEVEL FORECASTS (...) (c) The graphical part of an SIGWX chart should depict the weather situation at the beginning of the validity period. Significant changes of initial weather parameters should be depicted together with time intervals determining the duration of expected changes. 75. GM1 MET.TR.265(a) is amended as follows: GM1 MET.TR.265(a) Volcanic ash advisory centres (VAACs) responsibilities EXAMPLES OF ADVISORY MESSAGE FOR VOLCANIC ASH VA ADVISORY DTG: 20160614/0925Z VAAC: LONDON VOLCANO: HEKLA 372070 PSN: N6359 W01942 AREA: ICELAND SUMMIT ELEV: 1491M ADVISORY NR: 2016/002 INFO SOURCE: ICELAND MET OFFICE AVIATION COLOUR CODE: RED ERUPTION DETAILS: EXERCISE EXERCISE EXERCISE ERUPTION ONGOING, PLUME TO 14KM OBS VA DTG: 14/0900Z OBS VA CLD: SFC/FL200 N6421 W02030 - N6421 W01900 - N6315 W01856 - N6303 W02025 - N6421 W02030 FL200/350 N6423 7W02021 - N6423 W01854 - N6309 W01856 - N6309 W02022 - N6423 W02021 FL350/550 N6422 W02023 - N6422 W01856 - N6304 W01854 - N6306 W02023 - N6422 W02023 FCST VA CLD +6HR: 14/1500Z SFC/FL200 N6423 W01822 - N6138 W01826 - N6135 W02205 - N6423 W02213 - N6423 W01822 FL200/350 N6425 W01814 - N6051 W01825 - N6050 W02348 - N6424 W02055 - N6425 W01814 FL350/550 N6419 W01737 - N6109 W01753 - N6116 W02234 - N6423 W02108 - N6419 W01737 FCST VA CLD +12HR: 14/2100Z SFC/FL200 N6449 W02121 - N6441 W01717 - N5921 W01659 - N5922 W02419 - N6449 W02121 FL200/350 N6441 W02002 - N6227 W01556 - N5831 W01927 - N5833 Page 28 of 34  W02629 - N6441 W02002 FL350/550 N6448 W01941 - N6117 W01507 - N5846 W02024 - N5910 W02520 - N6448 W01941 FCST VA CLD +18HR: 15/0300Z SFC/FL200 N6554 W02018 - N6053 W01348 - N5542 W02046 - N5606 W02724 - N6554 W02018 FL200/350 N6446 W01949 - N6039 W01415 - N5535 W02019 - N5538 W02851 - N6446 W01949 FL350/550 N6500 W01928 - N5918 W01407 - N5516 W02235 - N5927 W02532 - N6500 W01928 RMK: EXERCISE EXERCISE EXERCISE T+0 CONFIDENCE HIGH, PLUME HEIGHT OBTAINED BY MOBILE RADAR NXT ADVISORY: WILL BE ISSUED BY 20160614/1200Z Note: the example above is based upon an Exercise and is appropriately noted. During a real event the references to Exercise would be omitted. VA ADVISORY DTG: 20171010/1200Z VAAC: TOULOUSE VOLCANO: CAMPI FLEGREI 211010 PSN: N4049 E01408 AREA: ITALY SUMMIT ELEV: 458M ADVISORY NR: 2017/03 INFO SOURCE: INGV AVIATION COLOUR CODE: RED ERUPTION DETAILS: EXERCISE VOLCITA 2017 EXERCISE THE VOLCANO ACTIVITY IS DECREASING OBS VA DTG: 10/0600Z OBS VA CLD: SFC/FL100 N4135 E01325 - N4155 E01410 - N4155 E01610 - N4000 E01655 - N4005 E01335 - N4135 E01325 FL100/390 N4130 E01335 - N4150 E01410 - N4115 E01645 - N3940 E01925 - N3715 E01800 - N3745 E01630 - N3910 E01500 - N4000 E01335 - N4130 E01335 MOV SE 20KT FCST VA CLD +6HR: 10/1800Z SFC/FL100 N4150 E01255 - N4220 E01535 - N4115 E01845 - N3940 E01955 - N3820 E01915 - N4000 E01235 - N4150 E01255 FL100/390 N4135 E01310 - N4120 E02050 - N3750 E02335 - N3520 E02215 - N3525 E01935 - N3840 E01640 - N3945 E01255 - N4135 E01310 FCST VA CLD +12HR: 11/0000Z SFC/FL100 N4150 E01210 - N4215 E01530 - N4130 E01935 - N3925 E02200 - N3700 E02125 - N3830 E01650 - N3920 E01220 - N4150 E01210 FL100/390 N4130 E01310 - N4140 E02020 - N4030 E02400 - N3645 E02555 - N3455 E02350 - N3810 E01820 - N3935 E01255 - N4130 E01310 FCST VA CLD +18HR: 11/0600Z SFC/FL100 N4125 E01255 - N4120 E01820 - N4000 E02405 - N3530 E02430 - N3540 E02220 - N3725 E01845 - N3840 E01320 - N4115 E01255 - N4125 E01255 FL100/390 N4135 E01300 - N4145 E02010 - N4115 E02650 - N3900 E03105 - N3250 E02805 - N3720 E01830 - N3845 E01340 - N4135 E01300 RMK: EXERCISE EXERCISE EXERCISE Page 29 of 34  NXT ADVISORY: NO FURTHER ADVISORY Note: the example above is based on an exercise and is appropriately noted. During a real event, the references to ‘exercise’ would be omitted. FVFE01 RJTD 230130 VA ADVISORY DTG: 20080923/0130Z VAAC: TOKYO VOLCANO: KARYMSKY 1000-13 PSN: N5403 E15927 AREA: RUSSIA SUMMIT ELEV: 1536M ADVISORY NR: 2008/4 INFO SOURCE: MTSAT-1R KVERT KEMSD AVIATION COLOUR CODE: RED ERUPTION DETAILS: ERUPTION AT 20080923/0000Z FL300 REPORTED OBS VA DTG: 23/0100Z OBS VA CLD: FL250/300 N5400 E15930 — N5400 E16100 — N5300 E15945 MOV SE 20KT SFC/FL200 N5130 E16130 — N5130 E16230 — N5230 E16230 — N5230 E16130 MOV SE 15KT FCST VA CLD +6 HR: 23/0700Z FL250/350 N5130 E16030 — N5130 E16230 — N5330 E16230 — N5330 E16030 SFC/FL180 N4830 E16330 — N4830 E16630 — N5130 E16630 — N5130 E16330 FCST VA CLD +12 HR: 23/1300Z SFC/FL270 N4830 E16130 — N4830 E16600 — N5300 E16600 — N5300 E16130 FCST VA CLD +18 HR: 23/1900Z NO VA EXP RMK: LATEST REP FM KVERT (0120Z) INDICATES ERUPTION HAS CEASED. TWO DISPERSING VA CLD ARE EVIDENT ON SATELLITE IMAGERY NXT ADVISORY: 20080923/0730Z 76. AMC1 MET.TR.265(b) is added: AMC1 MET.TR.265(b) Volcanic ash advisory centres (VAACs) responsibilities VOLCANIC ASH ADVISORY — DIGITAL FORM Volcanic ash advisory should be disseminated in digital form. Page 30 of 34 77. GM1 MET.TR.265(b) is added: GM1 MET.TR.265(b) Volcanic ash advisory centres (VAACs) responsibilities VOLCANIC ASH ADVISORY — DIGITAL FORM (a) When volcanic ash advisory is disseminated in digital form, this is in addition to the volcanic ash advisory code form. (b) Guidance on the information exchange model, GML, and metadata profile is provided in ICAO Doc 10003 ‘Manual on the Digital Exchange of Aeronautical Meteorological Information’. 78. GM1 MET.TR.265(b)(2) is deleted. 79. AMC1 MET.TR.265(c) is added: AMC1 MET.TR.265(c) Volcanic ash advisory centres (VAACs) responsibilities VOLCANIC ASH ADVISORY INFORMATION — GRAPHICAL FORMAT The volcanic ash advisory information listed in Appendix 6 of Annex V (Part-MET) to Regulation (EU) 2017/373, when prepared in graphical format, should be as specified below. Example of volcanic ash advisory in graphical format from the London VAAC. Note: the example above is based on an exercise and is labelled accordingly. During a real event, the references to ‘exercise’ would be omitted. Page 31 of 34  Example of volcanic ash advisory in graphical format from the Toulouse VAAC. Note: the example above is based on an exercise and is labelled accordingly. During a real event, the references to ‘exercise’ would be omitted. 80. AMC1 MET.TR.270(b) is deleted. 81. GM1 MET.TR.270(b) is deleted. 82. GM2 MET.TR.270(b) is amended as follows: GM2GM1 MET.TR.270(b) Tropical cyclone advisory centres (TCACs) responsibilities EXAMPLE FOR ADVISORY MESSAGE FOR TROPICAL CYCLONES TC ADVISORY DTG:20170214/0600z TCAC:REUNION TC:DINEO NR:4 PSN:S2220 E03849 MOV:SW 05KT C:985HPA Page 32 of 34  MAX WIND:50KT FCST PSN +06HR:14/1200Z S2236 E03831 FCST MAX WIND +06HR:55KT FCST PSN +12HR:14/1800Z S2251 E03812 FCST MAX WIND +12HR:60KT FCST PSN +18HR:15/0000Z S2304 E03748 FCST MAX WIND +18HR:70KT FCST PSN +24HR:15/0600Z S2316 E03712 FCST MAX WIND +24HR:80KT RMK:NIL NXT MSG:20170214/1200Z Note: the example above is based on a real event. TC ADVISORY DTG: 20040925/1600Z TCAC: YUFO TC: GLORIA NR: 01 PSN: N2706 W07306 MOV: NW 12KT C: 965HPA MAX WIND: 73KT FCST PSN +6 HR: 25/2200Z N2748 W07350 FCST MAX WIND +6 HR: 73KT FCST PSN +12 HR: 26/0400Z N2830 W07430 FCST MAX WIND +12 73KT HR: FCST PSN +18 HR: 26/1000Z N2852 W07500 FCST MAX WIND +18 70KT HR: FCST PSN +24 HR: 26/1600Z N2912 W07530 FCST MAX WIND +24 60KT HR: RMK: NIL NXT MSG: 20040925/2000Z 83. AMC1 MET.TR.270(c) is added: AMC1 MET.TR.270(c) Tropical cyclone advisory centres (TCACs) responsibilities TROPICAL-CYCLONE ADVISORY — DIGITAL FORM Tropical-cyclone advisory should be disseminated in digital form. Page 33 of 34 84. GM1 MET.TR.270(c) is added: GM1 MET.TR.270(c) Tropical cyclone advisory centres (TCACs) responsibilities TROPICAL-CYCLONE ADVISORY — DIGITAL FORM (a) When tropical cyclone advisory is disseminated in digital form, this is in addition to the tropical cyclone advisory code form. (b) Guidance on the information exchange model, GML, and metadata profile is provided in ICAO Doc 10003 ‘Manual on the Digital Exchange of Aeronautical Meteorological Information’. 85. AMC1 MET.TR.270(d) is added: AMC1 MET.TR.270(d) Tropical cyclone advisory centres (TCACs) responsibilities TROPICAL CYCLONE ADVISORY INFORMATION — GRAPHICAL FORMAT The tropical cyclone advisory information listed in Appendix 7 of Annex V (Part-MET) to Regulation (EU) 2017/373, when prepared in graphical format, should be as specified below. Example of tropical cyclone advisory in graphical format from the La Réunion TCAC. Note: the example above is based on a real event. Page 34 of 34  Draft Annex X to ED Decision 201X/XXX/R ‘Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-AIS on specific requirements for providers of aeronautical information services’ Annex VI to ED Decision 2017/001/R is replaced as follows: 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 grey; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged. Page 1 of 30  Table of contents AMC/GM TO PART-AIS ......................................................................................................................................... 5 SPECIFIC REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES ..................... 5 SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (AIS.OR)...........................................................................................................................5 GM1 to Annex VI — Part-AIS ...................................................................................................................................5 GM1 to Annex VI — Part-AIS ...................................................................................................................................5 Section 1 — General requirements .........................................................................................................................5 GM1 AIS.OR.100 Aeronautical information management ....................................................................................5 GM1 AIS.OR.105(c) Responsibilities of aeronautical information services providers ...........................................5 GM1 AIS.OR.105(d) Responsibilities of aeronautical information services providers ..........................................5 GM1 AIS.OR.105(e) Responsibilities of aeronautical information services providers ..........................................6 Section 2 — Data quality management ...................................................................................................................6 GM1 to Section 2 — General requirements ............................................................................................................6 GM1 AIS.OR.200 General.......................................................................................................................................6 AMC1 AIS.OR.200(c) General.................................................................................................................................6 AMC1 AIS.OR.205 Formal arrangements...............................................................................................................6 AMC1 AIS.OR.210(a) Exchange of aeronautical data and aeronautical information ............................................7 GM1 AIS.OR.210(a) Exchange of aeronautical data and aeronautical information ..............................................7 GM1 AIS.OR.210(a) Exchange of aeronautical data and aeronautical information ..............................................7 GM1 AIS.OR.210(b) Exchange of aeronautical data and information ...................................................................7 AMC1 AIS.OR.215 Tools and software...................................................................................................................7 GM1 AIS.OR.215 Tools and software.....................................................................................................................8 GM2 AIS.OR.215 Tools and software.....................................................................................................................8 GM3 AIS.OR.215 Aeronautical data and aeronautical information ....................................................................11 GM4 AIS.OR.A.215 Aeronautical data and aeronautical information .................................................................11 GM1 AIS.OR.225 Metadata..................................................................................................................................12 GM1 AIS.OR.230(a) Data error detection and authentication ............................................................................12 GM1 AIS.OR.230(b) Data error detection and authentication ............................................................................12 GM1 AIS.OR.230 Data error detection and authentication.................................................................................12 GM1 AIS.OR.230 Data error detection and authentication.................................................................................12 AMC1 AIS.OR.235 Error reporting and corrective action ....................................................................................13 Section 3 — Aeronautical information products ...................................................................................................14 GM1 AIS.OR.300 Aeronautical information products .........................................................................................14 Chapter 1 — Aeronautical information in a standardised presentation ...............................................................14 AMC1 AIS.OR.325 Aeronautical charts ................................................................................................................14 GM1 AIS.OR.325 Aeronautical charts ..................................................................................................................14 GM1 AIS.OR.330(b) NOTAM ................................................................................................................................14 Chapter 2 — Digital data sets ................................................................................................................................15 GM1 AIS.OR.335(a) General — digital data sets .................................................................................................15 GM1 AIS.OR.335(a) General ................................................................................................................................15 GM1 AIS.OR.345 AIP data set ..............................................................................................................................15 GM1 to AIS.OR.350 Terrain and obstacle data ....................................................................................................15 Page 2 of 30 GM2 AIS.OR.350 Terrain and obstacle data ........................................................................................................15 GM1 AIS.OR.355 Terrain data sets ......................................................................................................................16 GM1 AIS.OR.355(b)(3) Terrain data sets .............................................................................................................16 GM1 AIS.OR.355(b)(4) Terrain data sets .............................................................................................................16 GM1 AIS.OR.360 Obstacle data sets ....................................................................................................................16 Section 4 — Distribution and pre-flight information services...............................................................................16 GM1 AIS.OR.400(a) Distribution services ............................................................................................................16 GM1 AIS.OR.400(c) Distribution services ............................................................................................................17 GM1 AIS.OR.405(a) Pre-flight information services ............................................................................................17 GM1 AIS.OR.405(b) Pre-flight information services ............................................................................................17 Section 5 — Aeronautical information products updates .....................................................................................17 GM1 AIS.OR.505(a) AIRAC ...................................................................................................................................17 GM2 AIS.OR.505(a) AIRAC ...................................................................................................................................17 AMC1 AIS.OR.505(b)(2) AIRAC .............................................................................................................................18 GM1 AIS.OR.515 Data set updates ......................................................................................................................18 Section 6 — Personnel requirements....................................................................................................................18 GM1 AIS.OR.600 General requirements ..............................................................................................................18 SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (AIS.TR) ..................................................................................................................................................................18 Section 2 — General requirements .......................................................................................................................18 GM1 AIS.TR.200(b) General .................................................................................................................................18 AMC1 AIS.TR.200(d) General ...............................................................................................................................19 GM1 AIS.TR.200(g) General .................................................................................................................................19 The format requirements should be specified in the formal arrangements. .......................................................19 AMC1 AIS.TR.210 Exchange of aeronautical data and aeronautical information ...............................................19 GM1 AIS.TR.210 Exchange of aeronautical data and aeronautical information .................................................19 GM1 AIS.TR.220 Validation and verification processes .......................................................................................19 AMC1 AIS.TR.220(a)(2) Verification and validation processes ............................................................................20 AMC1 AIS.TR.225(a) Metadata ............................................................................................................................21 AMC1 AIS.TR.225(b) Metadata ............................................................................................................................21 GM1 AIS.TR.225 Metadata ..................................................................................................................................21 GM1 AIS.TR.240 Data limitations ........................................................................................................................21 Section 3 — Aeronautical information products ...................................................................................................22 GM1 AIS.TR.300(b) General — Aeronautical information products ...................................................................22 AMC1 AIS.TR.305(a) Aeronautical information publication (AIP) .......................................................................22 GM1 AIS.TR.305(c) Aeronautical information publication (AIP)..........................................................................22 AMC1 AIS.TR.305(a) Aeronautical information publication (AIP) .......................................................................23 GM1 AIS.TR.305(a) Aeronautical information publication (AIP) .........................................................................23 GM1 AIS.TR.305(c) Aeronautical information publication (AIP)..........................................................................23 GM2 AIS.TR.305(c) Aeronautical information publication (AIP)..........................................................................23 GM3 AIS.TR.305(c) Aeronautical information publication (AIP)..........................................................................24 AMC1 AIS.TR.310(g) AIP amendment ..................................................................................................................24 GM1 AIS.TR.310(h) AIP amendments ..................................................................................................................24 GM1 AIS.TR.315 AIP supplements .......................................................................................................................25 Page 3 of 30 AMC1 AIS.TR.320(a) AIC ......................................................................................................................................25 GM1 AIS.TR.320(a) AIC ........................................................................................................................................25 GM1 AIS.TR.320(c) AIC.........................................................................................................................................25 GM1 AIS.TR.320(d) AIC ........................................................................................................................................25 AMC1 AIS.TR.330 NOTAM ...................................................................................................................................26 GM1 AIS.TR.330(d) NOTAM .................................................................................................................................26 GM1 AIS.TR.330(u) NOTAM .................................................................................................................................26 Chapter 2 — Digital data sets ................................................................................................................................26 GM1 AIS.TR.335(a) General— Digital data sets ...................................................................................................26 GM1 AIS.TR.335(b) General — Digital data sets..................................................................................................26 GM1 AIS.TR.345(a) AIP data set ..........................................................................................................................26 GM1 AIS.TR.345(b) AIP data set ..........................................................................................................................27 GM1 AIS.TR.350(d) Terrain and Obstacle data — general requirements ...........................................................27 GM1 AIS.TR.355(e) Terrain data set ....................................................................................................................27 GM1 AIS.TR.360(b) Obstacle data set..................................................................................................................27 GM1 AIS.TR.365 Aerodrome mapping data sets .................................................................................................27 GM1 AIS.TR.365(a) Aerodrome mapping data sets .............................................................................................27 GM2 AIS.TR.365(a) Aerodrome mapping data sets .............................................................................................27 GM3 AIS.TR.365(a) Aerodrome mapping data sets .............................................................................................28 GM1 AIS.TR.365(b) Aerodrome mapping data sets.............................................................................................28 GM1 AIS.TR.365(c) Aerodrome mapping data sets .............................................................................................28 GM1 AIS.TR.365(d) Aerodrome mapping data sets.............................................................................................28 GM1 AIS.TR.370 Instrument Flight Procedure data set.......................................................................................28 Section 4 — Distribution and pre-flight information services...............................................................................28 GM1 AIS.TR.400(a) Distribution services .............................................................................................................28 GM2 AIS.TR.400(c) Distribution services .............................................................................................................29 GM1 AIS.TR.405(a) Pre-flight information services .............................................................................................29 GM1 AIS.TR.405(e) Pre-flight information services .............................................................................................29 Section 5 — Aeronautical information products updatesGM1 AIS.TR.500 AIRAC ..............................................29 AMC1 AIS.TR.505(b) AIRAC ..................................................................................................................................29 GM1 AIS.TR.510(a) NOTAM updates ...................................................................................................................30 Page 4 of 30  AMC/GM TO PART-AIS SPECIFIC REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES Reserved SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (AIS.OR) GM1 to Annex VI — Part-AIS ICAO DOC 8126 Guidance material on the organisation and operation of aeronautical information services is contained in ICAO Doc 8126 (Aeronautical Information Services Manual). GM1 to Annex VI — Part-AIS OPERATING PROCEDURE FOR AIS STATIC DATA Guidance material on the AIS Data Process and Static Data Procedures can be found in the AIS Data Process (ADP) and Static Data Procedures (SDP) developed by EUROCONTROL, Edition 2.0 of 17 July 2009. Section 1 — General requirements GM1 AIS.OR.100 Aeronautical information management PURPOSE OF AERONAUTICAL INFORMATION (a) The object of AIS is to ensure the flow of aeronautical data and aeronautical information necessary for global air traffic management (ATM) system safety, regularity, economy and efficiency in an environmentally sustainable manner. (b) The role and importance of aeronautical data and aeronautical information changed significantly with the implementation of area navigation (RNAV), performance-based navigation (PBN), airborne computer-based navigation systems, performance-based communication (PBC), performance-based surveillance (PBS), data link systems and satellite voice communications (SATVOICE). Corrupt, erroneous, late, or missing aeronautical data and aeronautical information can potentially affect the safety of air navigation. GM1 AIS.OR.105(c) Responsibilities of aeronautical information services providers DAT PROVIDER The DAT provider (provider of data services) are not specifically specified in this paragraph as being an entity receiving the aeronautical data and aeronautical information from the AIS provider. However, they are considered as being covered in AIS.OR.105(c)(1). They also receive, assemble, translate, select, format, distribute and/or integrate aeronautical data and information that is released by an authoritative source for use in aeronautical databases on certified aircraft application/equipment. GM1 AIS.OR.105(d) Responsibilities of aeronautical information services providers PROVISION OF PRE-FLIGHT INFORMATION An AIS provider obtains aeronautical data and aeronautical information to enable it to provide pre-flight information service and to meet the need for in-flight information from: Page 5 of 30 (a) the aeronautical information services of other States; (b) other sources that may be available. GM1 AIS.OR.105(e) Responsibilities of aeronautical information services providers AVAILABLE AERONAUTICAL DATA When no data is available to the AIS provider, they will not be transmitted to other AIS providers. Section 2 — Data quality management GM1 to Section 2 — General requirements ED-76A The quality of data is a degree or level of confidence that the data provided meets the requirements of the user. Minimum requirements for the processing of aeronautical data may be found in the EUROCAE Document ED-76A, (Standards for Processing Aeronautical Data), June 2015, which aims to assist aeronautical data chain actors and authorities in meeting their responsibilities. It is intended to be used by organisations seeking approval of the method(s) they use to process or manipulate data. GM1 AIS.OR.200 General AERONAUTICAL DATA CATALOGUE The aeronautical data catalogue presents the scope of data that can be collected and maintained by the AIS providers and provides a common terminology that can be used by data originators and service providers. AMC1 AIS.OR.200(c) General AUTOMATED DATA PROCESSING Where processes or parts of processes used in the origination, production, storage, handling, processing, transfer and distribution of aeronautical data and aeronautical information are subject to automation, they should be: (a) automated to a level commensurate with the context of the data process; (b) automated to optimise the allocation and interaction of human and machine to achieve a high degree of safety and quality benefits of the process; (c) automated to ensure traceability of the performed actions. (d) designed to avoid the introduction of data errors; and (e) designed to detect errors in received/input data. AMC1 AIS.OR.205 Formal arrangements CONTENT Formal arrangements should include the following minimum content: (a) the aeronautical data to be provided; (b) the data quality requirements for each data item supplied according to the aeronautical data catalogue; (c) the method(s) for demonstrating that the data provided conforms with the specified requirements; (d) the action to be taken in the event of discovery of a data error or inconsistency in any data provided; Page 6 of 30 (e) the following minimum criteria for notification of data changes: (1) criteria for determining the timeliness of data provision based on the operational or safety significance of the change; (2) any prior notice of expected changes; and (3) the means to be adopted for notification; (f) the party responsible for documenting data changes; (g) data exchange details such as format or format change processes; (h) any limitations on the use of data; (i) requirements for the production of data origination quality reports ; (j) metadata requirements; and (k) contingency requirements concerning the continuity of data provision. AMC1 AIS.OR.210(a) Exchange of aeronautical data and aeronautical information EXCHANGE MODEL An AIS provider should use the aeronautical information exchange model (AIXM) to enable the management and distribution of aeronautical information services data in digital format. GM1 AIS.OR.210(a) Exchange of aeronautical data and aeronautical information EXCHANGE MODEL Currently, AIXM 5.1 is considered as being the minimum baseline for the exchange of aeronautical data and aeronautical information. More information on the AIXM may be found under http://www.aixm.aero. GM1 AIS.OR.210(a) Exchange of aeronautical data and aeronautical information DIGITAL TERRAIN DATA The existing formats for the exchange of electronic terrain datasets do not fully meet the requirements of the ISO 19100 series on geographic information, therefore the GeoTIFF format with metadata is preferred. Further formats may include Shape file. GM1 AIS.OR.210(b) Exchange of aeronautical data and information ELECTRONIC MEANS The exchange of aeronautical data and aeronautical information may be done by a number of electronic exchanges avoiding the need of manual interaction with the data itself. AMC1 AIS.OR.215 Tools and software EVIDENCE (a) In order to prove that software tools do not adversely impact on the quality of data, the potential software contribution to failure conditions should be analysed and a global analysis process of error cases should be chosen. e.g. ‘Failure Modes and Effects Analysis’ (FMEA). (b) During the software development phase, system-level requirements dealing with error cases should be further developed, or detailed, as requirements. Page 7 of 30 GM1 AIS.OR.215 Tools and software SOFTWARE (a) A means by which AIS.OR.215 can be met, is through the validation and verification of software applied to a known executable version of the software in its target operating environment. (b) The validation of software is a process of ensuring that software meets the requirements for the specified application or intended use of the aeronautical data and aeronautical information. (c) The verification of software is an evaluation of the output of an aeronautical data and/or aeronautical information software development process to ensure correctness and consistency with respect to the inputs and applicable software standards, rules and conventions used in that process. GM2 AIS.OR.215 Tools and software TOOL QUALIFICATION (a) Tools (e.g. software) can be used to eliminate, reduce or automate the activities associated with aeronautical data processes. Tool qualification is the process by which assurance is achieved that tools employed will neither introduce errors into the data nor fail to detect an error. When required, tool qualification shall be performed within the context of the tool’s intended use, using EUROCAE ED- 215/RTCA DO-330 with adaptations provided in EUROCAE ED-76A/RTCA DO-200B, Appendix D. (b) The objectives of tool qualification are to: — demonstrate that the tool complies with its requirements; and — ensure that the tool provides equivalence to any activities that it automates and tool qualification is commensurate with the tool’s intended use or the data production process. (c) Determining requirements for tool qualification (1) Tools shall be qualified when data processes are eliminated, reduced or automated by the use of the tool without the output being verified. Only tools that have the ability to insert or fail to detect an error in the aeronautical data process require qualification. The following requirements apply equally to tools obtained ‘off the shelf’ or developed by the data chain participants. — Each proposal for a new tool or for a modification of an existing tool, shall be reviewed to determine whether the tool is required to undergo qualification; and — Where a decision is made that qualification is not required, justification for that decision shall be documented. (2) The tool qualification process may be applied to a single tool, a collection of tools, or one or more functions within a tool. For a tool with multiple functions, if protection between tool functions can be demonstrated, only those functions that are used to eliminate, reduce or automate data processes, and whose outputs are not verified, need to be qualified. Protection is the use of a mechanism to ensure that a tool function cannot adversely impact on another tool function. A tool is qualified where the intention to use the tool is stated in the data processing procedures. A tool is qualified to support data quality, as defined in the DQRs. If a tool is used to provide data compliance with additional or modified DQRs, the need for re-qualification shall be assessed. Page 8 of 30  Figure: Criteria for tool qualification (3) The first question posed is whether or not the tool eliminates, reduces, or automates an activity associated with the aeronautical data chain, which includes any action that is performed to complete an aeronautical data chain functional link. If the answer is yes, the next question is posed, and if no, the tool does not need to be qualified. (4) The second question is whether or not the activity or resultant output of the tool will be adequately verified by a different qualified tool or a manual process. If the answer is no, the next question is posed, and if yes, the tool does not need to be qualified. (5) The third question is whether or not the tool has the ability to insert an error into the aeronautical data contained in the database being processed. If the answer is yes, the tool shall be qualified as a data processing tool. If the answer is no, the next question is posed. (6) The final question posed, for tools that have not yet been identified as needing qualification, is whether or not the tool could theoretically fail to detect an error it was designed to identify. If the answer is yes, the tool shall be qualified as an error detection tool, and if no (which essentially means that the tool was not designed to directly perform modification or verification of any aeronautical data elements), the tool does not need to be qualified. It should be noted that the error detection tool does not need qualification to find any error that may exist in the data, but only errors in the data it is designed to find. (d) Determining tool qualification level (1) When tool qualification is needed, the impact of the tool use in the aeronautical data chain should be assessed in order to determine its tool qualification level (TQL). (2) The appropriate DPAL and TQL are indicated in the table below. Three levels of tool qualification, TQL-3 to TQL-5, are identified based on the tool use and its potential impact on the aeronautical data chain. TQL-3 is the most rigorous level and TQL-5 is the least rigorous level. (3) The objectives, activities, and guidance required for each TQL are described in EUROCAE ED- 215/RTCA DO-330 with adaptations provided in Appendix D of this standard (TQL-1 and TQL-2 are not invoked). DPAL Data processing tool Error detection tool Page 9 of 30  1 TQL-3 TQL-5 2 TQL-4 TQL-5 3 Not required Not required (e) Tools previously qualified under EUROCAE ED-76/RTCA DO-200A (1) If an organisation has tools that were previously qualified under EUROCAE ED-76/RTCA DO-200A and it desires to meet EUROCAE ED-76A/RTCA DO-200B process standards, those tools can continue to be used without additional qualification activities taking place as long as the following conditions are met: — The tool has not changed since its previous qualification; — The tool environment has not changed since its previous qualification; and — The use of the tool to eliminate, reduce or automate activities associated with aeronautical data processes remains the same. (2) Tools previously qualified under EUROCAE ED-76/RTCA DO-200A that have changed and require requalification after a data supplier has transitioned to meet EUROCAE ED-76A/RTCA DO-200B process standards, shall perform that new qualification based on the following guidelines. (3) First, the tool is classified as a data processing or error detection tool. Then, the RTCA DO- 200B/EUROCAE ED-76A TQL that the tool corresponds to is determined using Section 2.4.5.2. Based on this determination, one of the three following requirements applies: — For tools categorised as TQL-3, the new tool qualification process shall follow EUROCAE ED- 76A/ RTCA DO-200B tool qualification standards. — For tools categorised as TQL-4, the tool qualification process approved under EUROCAE ED- 76/ RTCA DO-200A may continue to be used so long as concurrence from the authority granting recognition of compliance with this standard has been obtained/maintained. This concurrence may be granted based on an analysis of the tool addressing one or more of the following concepts:  configuration management of the tool;  effectiveness of problem reporting activity for the tool;  stability and maturity of the tool;  relevance of tool service history environment;  actual error rates and tool service history; and  impact of tool modifications. If concurrence cannot be achieved or is not desired, EUROCAE ED-76A/RTCA DO-200B tool qualification standards shall be met. — For tools categorised as TQL-5, the tool qualification process shall follow either EUROCAE ED-76 / RTCA DO-200B tool qualification standards, or the supplier’s previous tool qualification process approved under EUROCAE ED-76/RTCA DO-200A. Page 10 of 30  NOTE: The previous tool qualification data collected using EUROCAE ED-76/RTCA DO-200A tool qualification standards, or a tool’s service history, can be used as an alternate method of compliance with some EUROCAE ED-215/RTCA DO-330 objectives if qualification is being performed against EUROCAE ED-76A/RTCA DO-200B standards. EUROCAE ED-215/RTCA DO-330 provides additional information regarding alternative methods for tool qualification. GM3 AIS.OR.215 Aeronautical data and aeronautical information TOOL AND SOFTWARE (1) This GM provides guidance on the application of EUROCAE ED-215/RTCA DO-330 to qualified tools in the aeronautical data processing domain. (2) In the aeronautical data processing domain, EUROCAE ED-215/RTCA DO-330 certification liaison objectives are not applicable. (3) The following terms from EUROCAE ED-215/RTCA DO-330 are changed to the aeronautical data processing domain. They are applicable to the intent of EUROCAE ED-76A/RTCA DO-200B, Appendix D: — Certification credit — replaced by the general statement ‘satisfaction of the applicable EUROCAE ED-76A/ RTCA DO-200B objectives’; — Certification authority — should be understood as approval authority (See EUROCAE ED- 76A/RTCA DO-200B, Section 2.5.1); — Applicant — identifies the entity seeking compliance with EUROCAE ED-76A/RTCA DO-200B requirements; and — Terms such as ‘software life cycle’, ‘software processes’, ‘software plans’, and ‘software’ are used. They refer to the product life cycle, processes, plans, and domain where the tool will be used in the software domain. In the context of this standard, the term ‘software” should be understood as ‘aeronautical databases’, and ‘software life cycle processes’ should be understood as ‘aeronautical data processes’. (4) TQL-1 and TQL-2 are not invoked as they have been assessed as not applicable to the aeronautical data processing domain. (5) Tool development standards (e.g. tool requirements standards, tool design standards, and tool coding standards), as defined in EUROCAE ED-215/RTCA DO-330, are not required under the aeronautical data processing domain. GM4 AIS.OR.A.215 Aeronautical data and aeronautical information TOOL AND SOFTWARE — PROCESSING ADAPTATIONS Tables: — summarising the objectives adapted from EUROCAE ED-215/RTCA DO-330 by showing the applicability of each objective by TQL; — whether the objective is to be implemented with independence; — the output which results from satisfying the objective; — and the control category for each tool life cycle data item, may be found in Appendix D.2 to ED-76A (EUROCAE ED-215/RTCA DO-330 OBJECTIVES AERONAUTICAL DATA PROCESSING ADAPTATIONS) Page 11 of 30 GM1 AIS.OR.225 Metadata PERSONAL DATA When collecting metadata, the protection of individuals with regard to the processing of personal data and on the free movement of such data applies, in accordance with Directive 95/46/EC on Data protection. GM1 AIS.OR.230(a) Data error detection and authentication DATA PROTECTION (a) Digital error detection techniques can be used to detect errors during the transmission or storage of data. (b) An example of a digital error detection technique is the use of cyclic redundancy checks (CRCs). Coding techniques can be effective regardless of the transmission media (e.g. computer disks, modem communication, or internet). GM1 AIS.OR.230(b) Data error detection and authentication DATA SECURITY (a) Transmission of data via electronic/digital means (e.g. file transfer protocol (FTP) sites, web downloads, or email) may be subject to malicious attack that can corrupt the integrity of data for its intended use. Provision of means to mitigate the intentional corruption of digitally transmitted data may already exist within the organisational construct and operating procedures of participating entities. This section provides requirements to address data security. (b) The objective of data security is to ensure that data is received from a known source and that there is no intentional corruption during processing and exchange of data. (c) Records shall be maintained to show what data security provisions have been implemented. (d) Provisions supporting this objective may include: (1) implementation of technical data security measures to provide authentication and prevent intentional corruption during exchange of data (e.g. secure hashes, secure transmissions, digital signatures); and (2) Implementation of organisational data security measures to protect processing resources and prevent intentional corruption during processing of data. GM1 AIS.OR.230 Data error detection and authentication DATA PROCESSING More explanation and guidance may be found in Appendix C (Guidance on compliance with data processing requirements) of EUROCAE ED-76A/RTCA DO-200B. GM1 AIS.OR.230 Data error detection and authentication ERROR (a) The term ‘error’ is understood as being defective, degraded, lost, misplaced or corrupted data elements, or data elements not meeting stated quality requirements. (b) Guidance on how to detect, identify, report and address/resolve aeronautical data errors may be found in EUROCAE ED-76A, ‘Standards for processing aeronautical data’, June 2015. Page 12 of 30 AMC1 AIS.OR.235 Error reporting and corrective action ISO 9001 An EN ISO 9001 certificate, issued by an appropriately accredited organisation, covering all aspects of the AIS quality management system is considered as a sufficient means of compliance in meeting the error reporting and corrective action. GM1 AIS.OR.235 Error reporting and corrective action DATA PROCESSING (a) An AIS provider should have a system for handling errors and anomalies identified during data processing, and those identified after delivery of the data to the users. (b) All problems reported with the data should be analysed and any errors or anomalies documented and resolved or addressed. (c) All errors or anomalies detected in the data should be resolved or addressed prior to delivery. (d) Information concerning any errors in the data that have been delivered should be made available to all affected users. FURTHER GUIDANCE Explanation and guidance on error reporting and corrective action may be found in EUROCAE ED-76A/RTCA DO-200B. AMC1 AIS.OR.250 Consistency requirement DUPLICATED INFORMATION The AIS provider should establish mechanisms to ensure that: (a) previous coordination and explicit agreement with the service providers responsible for the AIPs of the Member States concerned is reached before introducing changes in published border or cross-border data and information (e.g. designated points used in route segments, cross-border areas/airspaces, cross-border entities); and (b) periodic reviews are performed to detect inconsistencies between the AIPs of the Member States concerned. GM1 AIS.OR.250 Consistency requirement CROSS BORDER PROVISIONS (a) Coordination and alignment processes between AIS providers should whenever possible be expanded beyond the AIP content and include all duplicated aeronautical data and information. (b) The AIS provider may identify and maintain a list of the data items and information which should be subject to coordination, for the reference and use by its operational staff. (c) When establishing periodic reviews, the AIS provider may reflect those in formal arrangements established with other AIS providers. Page 13 of 30  Section 3 — Aeronautical information products GM1 AIS.OR.300 Aeronautical information products INFORMATION PROVIDED IN MULTIPLE FORMATS Multiple formats means aeronautical data and aeronautical information provided in different products, such as data sets, electronic or paper products. Chapter 1 — Aeronautical information in a standardised presentation AMC1 AIS.OR.325 Aeronautical charts PRODUCTION Aeronautical charts should be produced in accordance with the specifications contained in ICAO Annex 4, Amendment No 59, in its 11th edition of July 2009. GM1 AIS.OR.325 Aeronautical charts APPROACH AIS.OR.325 provides the context in which the charts are provided. The requirement to provide aeronautical charts is specified in ICAO Annex 4, which has not been transposed in European regulation. GM1 AIS.OR.330(a)(1) NOTAM SHORT DURATION / SHORT NOTICE (a) In the case of NOTAM issuing, the reference to the ‘short duration’ of distributed information should, in general, be understood as being less than 3 months otherwise an AIP supplement would be issued. (b) The reference to ‘short notice’ should be understood as too late for the AIS provider to have an AIP supplement distributed in time. GM1 AIS.OR.330(a)(2) NOTAM TIMELY KNOWLEDGE By timely knowledge it may be considered that the knowledge of the information is "timely" if it reaches the personnel involved with flight operations in time to ensure that the safety, regularity and efficiency of flight operations affected by the information remains ensured. GM1 AIS.OR.330(b) NOTAM EXCEPTIONAL SITUATIONS (a) It is recognised that, in the cases of NOTAM or digital NOTAM that are crucial to ensure the safety of flight, it is not always possible to comply with all the relevant provisions of the Regulation. However, it is also not possible to determine a priori in all cases where this consideration may apply, this is dependent on a case by case individual assessment made by competent AIS staff. (b) If it is determined that it is not possible to comply with all the relevant provisions of the Regulation, the NOTAM Office ensures, at the minimum, that: (1) the party originating the aeronautical data is authorised and/or an eligible/reasonable source; (2) the content is plausible; (3) the data quality requirements are validated post publication, as soon as practicable. Page 14 of 30  Chapter 2 — Digital data sets GM1 AIS.OR.335(a) General — digital data sets AVAILABLE DATA Digital data sets (AIP, terrain, obstacle, aerodrome mapping and instrument flight procedure) are currently not compulsory to be provided by the AIS providers. Similarly to ICAO approach, where the provisions stipulates that these are to be provided only when they are made available to the AIS provider, this requirement does not oblige to the AIS provider to comply with this requirement if such digital data sets are not made available to it. Therefore, this requirement has to be read in the sense that it does not impose a general obligation on the AIS provider. If digital data is made available, this requirement applies. GM1 AIS.OR.335(a) General DATA SET Data items may appear in multiple data sets. GM1 AIS.OR.345 AIP data set PURPOSE The purpose of the AIP data set is to support the initial transition of the ATM domain towards the use of digital data sets instead of paper products. Therefore, its scope is defined considering the likelihood that the data contained in this set is actually being used in digital format by service providers, air traffic control and instrument flight rules /visual flight rules airspace users. GM1 to AIS.OR.350 Terrain and obstacle data GENERAL (a) Useful information for those organisations involved in the origination, processing and provision of electronic terrain and obstacle data, from the point at which the need for origination is identified through to the point when the State makes it available in accordance with the requirements of ICAO Annex 15, can be found in the EUROCONTROL ‘Terrain and Obstacle Data Manual’ (November 2015, Edition 2.1). (b) In addition, the EUROCAE Document ED-98C ‘User Requirements For Terrain And Obstacle Data’ (October 2015) provides guidance for data gathering by data originators, for data processing by data integrators, for implementation by system designers, and for end use by the aviation community (e.g. air carriers, air traffic services, procedure designers). GM2 AIS.OR.350 Terrain and obstacle data NAVIGATION APPLICATIONS (a) Terrain and obstacle data are intended to be used in the following air navigation applications: (1) ground proximity warning system with forward-looking terrain avoidance function and minimum safe altitude warning (MSAW) system; (2) determination of contingency procedures for use in the event of an emergency during a missed approach or take-off; (3) aircraft operating limitations analysis; (4) instrument procedure design (including circling procedure); Page 15 of 30  (5) determination of en-route ‘drift-down’ procedure and en-route emergency landing location; (6) advanced surface movement guidance and control system (A-SMGCS); and (7) aeronautical chart production and on-board databases. (b) The data may also be used in other applications such as flight simulator and synthetic vision systems, and may assist in determining the height restriction or removal of obstacles that pose a hazard to air navigation. GM1 AIS.OR.355 Terrain data sets ADDITIONAL TERRAIN DATA Where additional terrain data is collected to meet other aeronautical requirements, the terrain data sets should be expanded to include this additional data. GM1 AIS.OR.355(b)(3) Terrain data sets TAKE-OFF FLIGHT PATH AREA ‘Take-off flight path area’ is defined in 3.8.2 of ICAO Annex 4. GM1 AIS.OR.355(b)(4) Terrain data sets AERODROME OBSTACLE SURFACES ‘Aerodrome obstacle surfaces’ are defined in the CS and GM for aerodrome design. GM1 AIS.OR.360 Obstacle data sets ADDITIONAL OBSTACLE DATA Where additional obstacle data are collected to meet other aeronautical requirements, the obstacle data sets should be expanded to include these additional data. Section 4 — Distribution and pre-flight information services GM1 AIS.OR.400(a) Distribution services AERONAUTICAL INFORMATION PRODUCTS (a) The distribution of available aeronautical information products to the next intended user differs in the delivery method applied which may either be: (1) physical distribution — the means by which aeronautical data and aeronautical information distribution is achieved through the delivery of a physical package, such as postal services; or (2) direct electronic distribution — the means by which aeronautical data and aeronautical information distribution is achieved automatically through the use of a direct electronic connection between the AIS provider and the next intended user. (b) Different delivery methods and data media may require different procedures to ensure the required data quality. (c) Further guidance on digital dataset distribution can be found in the ICAO Doc 10039 (Manual on system wide information management (SWIM) concept). (d) Global communication networks and web services may be employed for the provision of aeronautical information products. Page 16 of 30 GM1 AIS.OR.400(c) Distribution services NOTAM Further information on the distribution of NOTAM by an aeronautical information services provider may be found in the ‘EUROCONTROL Guidelines — Operating Procedures for AIS Dynamic Data (OPADD)’, Edition 4.0, 17 April 2015. GM1 AIS.OR.405(a) Pre-flight information services COMMUNICATION Pre-flight information may be provided as a verbal briefing or a self-briefing. GM1 AIS.OR.405(b) Pre-flight information services OPERATIONAL SIGNIFICANCE (a) Geographic coverage for pre-flight information services should be determined and periodically reviewed. In general, the coverage zone should be limited to the flight information region (FIR) within which the aerodrome/heliport is located, the FIR(s) adjacent thereto, and all air route or portion of route flown without an intermediate landing, originating at the aerodrome/heliport and extending beyond the FIR(s) mentioned. (b) The elements of the aeronautical information products may be limited to national publications and when practicable, those of immediately adjacent States, provided a complete library of aeronautical information is available at a central location and means of direct communications are available with that library. (c) A recapitulation of valid NOTAM of operational significance and other information of urgent character can be made available to flight crews in the form of plain-language pre-flight information bulletins (PIB). (d) Guidance on the preparation of pre-flight information services and PIB may be found in Chapter 8 of ICAO Doc 8126 (Aeronautical Information Services Manual) and in Chapter 7 of the ‘EUROCONTROL Guidelines — Operating Procedures for AIS Dynamic Data (OPADD)’, Edition 4.0, 17 April 2015. Section 5 — Aeronautical information products updates GM1 AIS.OR.505(a) AIRAC STATIC DATA PROCEDURES (SDP) Further explanations with regard to the application of the AIRAC system can be found in the ‘Procedure for the Assessment of Information for Notification by AIRAC’ (SDP/8), developed by the European organisation for the safety of air navigation – EUROCONTROL, Edition 2.0, 17 July 2009. Additional details can be found in SDP/9, 10 & 13 for specific products. GM2 AIS.OR.505(a) AIRAC SCOPE The AIRAC system should also be used for the provision of information relating to the establishment and withdrawal of, and premeditated significant changes in, the circumstances listed below: (a) Position, height and lighting of navigational obstacles. (b) Hours of service of aerodromes, facilities and services. (c) Customs, immigration and health services. Page 17 of 30 (d) Temporary danger, prohibited and restricted areas and navigational hazards, military exercises and mass movements of aircraft. (e) Temporary areas or routes or portions thereof where the possibility of interception exists. AMC1 AIS.OR.505(b)(2) AIRAC AIRAC information, distributed as physical media, should be sent at least 42 days in advance of the AIRAC effective dates with the objective of reaching recipients at least 28 days in advance of the effective date. GM1 AIS.OR.515 Data set updates GENERAL (a) When made available as a completely re-issued data set, the differences from the previously issued complete data set should be indicated. (b) When temporary changes of short duration are made available as digital data, they should use the same information model as the complete data set. Section 6 — Personnel requirements GM1 AIS.OR.600 General requirements COMPETENCE ‘Competence’ is understood as a situation where the personnel responsible for originating aeronautical data and aeronautical information possess the required level of knowledge, technical and behavioural skills and experience, and language proficiency when required, in order to be authorised to perform their duties. AUTHORISATION The authorisation of personnel is usually done by the AIS provider, but it might be done by another entity depending on the national arrangements for managing the competence and performance of AIS personnel. SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (AIS.TR) Section 2 — General requirements GM1 AIS.TR.200(b) General RESOLUTION (a) The resolution of the data contained in the database may be the same or finer than the publication resolution. (b) Stating that resolution needs to be commensurate with the accuracy means that digital data needs to have sufficient resolution to maintain accuracy. Typically, if an accuracy of .1 units is needed, then a resolution of 0.01 or .001 units would enable a data chain to preserve the accuracy without issue. A finer resolution could be misleading as one could assume that it supports a finer accuracy. This factor range of 10 to 100 between accuracy and resolution is applicable regardless of the units of measurements used. Page 18 of 30 AMC1 AIS.TR.200(d) General RETENTION PERIOD Aeronautical data and associated metadata should be kept for a minimum period of 5 years beyond the validity period of the associated aeronautical information. GM1 AIS.TR.200(g) General FORMAT REQUIREMENTS The format requirements should be specified in the formal arrangements. AMC1 AIS.TR.210 Exchange of aeronautical data and aeronautical information EXCHANGE MODELS (a) The exchange model used should encompass the aeronautical data and aeronautical information to be exchanged. (b) The exchange model used should: (1) use the unified modelling language (UML) to describe the aeronautical information features and their properties, associations and data types; (2) include data value constraints and data verification rules; (3) include provisions for metadata; and (4) include a temporality model to enable capturing the evolution of the properties of an aeronautical information feature during its life cycle. (5) apply a commonly used data encoding format; (6) cover all the features, attributes, data types and associations of the aeronautical information model; and (7) provide an extension mechanism by which groups of users can extend the properties of existing features and add new features which do not adversely affect global standardisation. GM1 AIS.TR.210 Exchange of aeronautical data and aeronautical information ENABLING EXCHANGE (a) The intent of using a commonly used data encoding format, as referred to in AMC1 AIS.TR.210 above, is to ensure interoperability of aeronautical data exchange between agencies and organisations involved in the data processing chain. (b) Examples of commonly used data encoding formats include extensible markup language (XML), geography markup language (GML), and JavaScript object notation (JSON). GM1 AIS.TR.220 Validation and verification processes GENERAL (a) Validation Validation is the activity where a data element is checked as having a value that is fully applicable to the identity ascribed to the data element, or a set of data elements is checked as being acceptable for their intended use. The application of validation techniques considers the entire aeronautical data chain. This includes the validation performed by prior data chain participants and any requirements levied on the data supplier. Page 19 of 30  Providing data integrity has been assured, there is no need to repeat earlier validations as a matter of course. Examples of validation techniques include: (1) Validation by Application: one method of validation is to apply data under test conditions. In certain cases, this may not be practical. Validation by application is considered to be the most effective form of validation. For example, flight inspection of final approach segment data prior to publication can be used to ensure that the published data is acceptable. (2) Logical Consistency: validates by comparing two different data sets or elements and identifying inconsistencies between values based on operative rules (e.g. business rules). (3) Semantic Consistency: validates by comparing data to an expected value or range of values for the data characteristics. (4) Validation by Sampling: evaluates a representative sample of data and applies statistical analysis to determine the confidence in the data quality. (b) Verification Verification is a process for checking the integrity of a data element whereby the data element is compared to another source, either from a different process or from a different point in the same process. While verification cannot ensure that the data is correct, it can be effective to ensure the data has not been corrupted by the data process. The application of verification techniques considers only the portion of the aeronautical data chain controlled by the organisation. Yet, verification techniques may be applied at multiple phases of the data processing chain. Examples of verification techniques include: (1) Feedback testing is the comparison of a data set between its output and input state. (2) Independent Redundancy testing involves processing the same data through two or more independent processes and comparing the data output of each process. (3) Update Comparison: updated data can be compared to its previous version. This comparison can identify all data elements that have changed. The list of changed elements can then be compared to a similar list generated by the supplier. A problem can be detected if an element is identified as changed on one list and not on the other. AMC1 AIS.TR.220(a)(2) Verification and validation processes DATA PROTECTION (a) The processes should define the means used to: (1) confirm that the data has been received without corruption; (2) ensure that stored data is protected from corruption; and (3) confirm that originated data has not been corrupted prior to being stored. (b) The processes should define the: (1) actions to be taken when data fails a verification or validation check; (2) tools required for the verification and validation process; Page 20 of 30  (3) methods used to verify received data; (4) methods by which data quality is preserved. AMC1 AIS.TR.225(a) Metadata DATA ACTION The metadata collected should clearly identify the organisation or entity originating the data, as well as any organisation or entity introducing amendments the data. AMC1 AIS.TR.225(b) Metadata DATA QUALITY REQUIREMENTS The metadata reflecting each action performed involving origination or manipulation of the data should reflect any potential impact to the compliance with the applicable data quality requirements. GM1 AIS.TR.225 Metadata ISO Further explanation on the schema required for describing geographic information and services by means of metadata may be found in the International Organisation for Standardisation, ISO 19115 — Geographic information — Metadata, Part I. GM1 AIS.TR.240 Data limitations ANNOTATION (a) The objective of such an annotation is to notify the users of the AIS products including its aeronautical data that specific quality requirements are not met and may, therefore, compel limitations in the operational use of the relevant aeronautical data. (b) The following principles apply: (1) the solution applies for both the eAIP and paper AIP; (2) the use of the ‘asterisk’ is undesirable because it is already used for WGS-84 issues; (3) the non-compliance covers all parts of the AIP, i.e. textual aeronautical data and charts. (4) non-compliant aeronautical data items shall be individually and explicitly identified and the use of any general statement with the intention to cover a range of data items shall be avoided. (c) The AIP section GEN 1.7 is used to identify non-compliant aeronautical data items. A new sub-header should be introduced at the end of the current section named: “Data non-compliant with European Commission Regulation (EU) No 2017/373”. (d) Within AIP GEN 1.7 the following two alternatives are proposed. The choice of which depends on national practicalities being either based on the amount of annotations to be published or individual existing operational or technical constraints. (1) Annotation Alternative 1: Alternative 1 is recommended if the number of identified non-compliances covers no more than two AIP pages. The relevant non-compliant data items shall be listed in a table, including as a minimum: — specific data item; Page 21 of 30  — AIP section(s) concerned; — reason for non-compliance; — Notes/remarks. Proposed table format: Data Item AIP section Reason for non- Notes/remarks compliance (2) Annotation Alternative 2: Alternative 2 is recommended if the number of non-compliances extends more than two AIP pages. It should then contain a general (global) statement to indicate: “Several data are not compliant with the given regulation – details can be found [choice] attached to the AIP AMDT or online via <link>. The link shall direct the user to a list on the website which must support following minimum requirements: the list must be accessible online. Note: The indication of ‘available on request’ or similar, is clearly insufficient. The list must be kept up to date and fully synchronized (consistent) with the AIP update cycles, as relevant. This list should be in the form of a table as indicated under alternative 1 noting that it will be made available to users as an extra element outside the AIP. Section 3 — Aeronautical information products GM1 AIS.TR.300(b) General — Aeronautical information products TRANSLITERATION OF PLACE NAMES The term ‘when necessary’ means ‘for interoperability purposes’ e.g. in aeronautical information products that are intended to be processed by automated systems (NOTAM, Data sets, etc.). AMC1 AIS.TR.305(a) Aeronautical information publication (AIP) ELECTRONIC FORM The eAIP, eAIP amendments and eAIP supplements should be provided according to the ‘EUROCONTROL Specification for the Electronic Aeronautical Information Publication (eAIP)’, Edition 2.1, 6 October 2015. GM1 AIS.TR.305(c) Aeronautical information publication (AIP) LOCATION FORMAT When listing locations, the city or town should be given in capital letters followed, where the facility is an aerodrome/heliport or is located at an aerodrome/heliport, by an oblique stroke and the name of the aerodrome/heliport in smaller capital letters or lower-case letters. Unless otherwise indicated, the list should be in alphabetical order. Page 22 of 30 AMC1 AIS.TR.305(a) Aeronautical information publication (AIP) ELECTRONIC AIP When provided, the eAIP should be available on a physical distribution medium, such as cd, dvd, etc. and/or online on the internet. GM1 AIS.TR.305(a) Aeronautical information publication (AIP) PRINTED AIP (a) A system of page numbering adaptable to the addition or deletion of sheets should be adopted. The page number should include: (1) an identification of the part of the AIP; (2) the section; and (3) subsection, as applicable, (4) thus creating a separate set of numbers for each subject (e.g. GEN 2.1-3, ENR 4.1-1 or AD 2.2-3). (b) If it is necessary by reason of bulk or for convenience, to publish an AIP in two or more parts or volumes, each of them will indicate that the remainder of the information is to be found in the other part(s) or volume(s). (c) When the AIP is provided in more than one volume, each volume should include: (1) a preface; (2) a record of AIP amendments; (3) a record of AIP supplements; (4) a checklist of AIP pages; and (5) a list of current hand amendments. (d) When the AIP is published as one volume, the above-mentioned subsections should appear only in Part 1 — GEN and the annotation ‘not applicable’ should be entered against each of these subsections in Parts 2 and 3. (e) The AIP should be published in loose-leaf form unless the complete publication is reissued at frequent intervals. GM1 AIS.TR.305(c) Aeronautical information publication (AIP) CHARTS, MAPS OR DIAGRAMS (a) Charts, maps or diagrams should be used, when appropriate, to complement or as a substitute for the tabulations or text of the AIP. (b) Where appropriate, charts produced in conformity with AIS.OR.325 may be used to fulfil this requirement. GM2 AIS.TR.305(c) Aeronautical information publication (AIP) AIP DATA SET When the AIP data set is provided, the following sections of the AIP may be left blank and a reference to the data set availability should be provided: Page 23 of 30 (a) ENR 2.1 FIR, UIR, TMA; (b) ENR 3.1 Lower ATS routes; (c) ENR 3.2 Upper ATS routes; (d) ENR 3.3 Area navigation (RNAV) routes; (e) ENR 3.4 Helicopter routes; (f) ENR 3.5 Other routes; (g) ENR 3.6 En route holding; (h) ENR 4.1 Radio navigation aids — en route; (i) ENR 4.4 Name-code designators for significant points; (j) ENR 4.5 Aeronautical ground lights — en route; (k) ENR 5.1 Prohibited, restricted and danger areas; (l) ENR 5.2 Military exercise and training areas and air defence identification zone (ADIZ); (m) ENR 5.3.1 Other activities of a dangerous nature; (n) ENR 5.5 Aerial sporting and recreational activities; (o) AD 2.17 Air traffic services airspace (p) AD 2.19 Radio navigation and landing aids; (q) AD 3.16 Air traffic services airspace; and (r) AD 3.18 Radio navigation and landing aids. GM3 AIS.TR.305(c) Aeronautical information publication (AIP) OBSTACLE DATA SET When the obstacle data set is provided, the following sections of the AIP may be left blank and a reference to the data set availability should be provided: (a) ENR 5.4 Air navigation obstacles; (b) AD 2.10 Aerodrome obstacles; and (c) AD 3.10 Heliport obstacles. AMC1 AIS.TR.310(g) AIP amendment ANNOTATION OF THE AMENDMENT (a) The annotation in the margin should be done by a thick black vertical line or, where the change incorporated covers one line only or a part of a line, a thick black horizontal arrow. (b) For aeronautical charts, the annotation should be made as a marginal note. GM1 AIS.TR.310(h) AIP amendments EFFECTIVE TIME When an effective time other than 0000 UTC is used, the effective time should also be indicated. Page 24 of 30 GM1 AIS.TR.315 AIP supplements ISSUE OF NOTAM When there is not sufficient time for the distribution of an AIP Supplement, a NOTAM may be issued. AMC1 AIS.TR.320(a) AIC ELECTRONIC FORM When AIC are provided as part of the ‘electronic AIP”, they should comply with the ‘EUROCONTROL Specification for the Electronic Aeronautical Information Publication (eAIP)’, Edition 2.1, 6 October 2015. GM1 AIS.TR.320(a) AIC PRINTED FORM Differentiation and identification of AIC topics according to subjects using colour coding should be practised where the numbers of AIC in force are sufficient to make identification in this form necessary. For example: (a) white — administrative; (b) yellow — ATC; (c) pink — safety; (d) mauve — danger area map; and (e) green — maps/charts. GM1 AIS.TR.320(c) AIC GENERAL (a) AICs are not used to promulgate aeronautical data and aeronautical information that qualifies for inclusion in AIP (including amendments and supplements) or in NOTAM. Nevertheless, AICs can be used to provide detailed information and/or interpretation about data contained in those AI products. (b) Consequently: (1) an AIC is not used to promulgate aeronautical data that are part of the data catalogue; (2) the content of an AIC is not subject to the application of the data quality requirements; (c) AIC can be made available with the electronic AIP for distribution purpose, as long as it is understood that they remain separate aeronautical information products. GM1 AIS.TR.320(d) AIC SNOW PLAN INFORMATION The seasonal AIC on the snow plan, may contain information such as that listed below: (a) a list of aerodromes/heliports where snow clearance is expected to be performed during the coming winter: (1) in accordance with the runway and taxiway systems; or (2) planned snow clearing, deviating from the runway system (length, width and number of runways, affected taxiways and aprons or portions thereof); (b) information concerning any centre designated to coordinate information on the current state of progress of clearance and on the current state of runways, taxiways and aprons; Page 25 of 30 (c) a division of the aerodromes/heliports into SNOWTAM distribution lists in order to avoid excessive NOTAM distribution; (d) an indication, as necessary, of minor changes to the standing snow plan; (e) a descriptive list of clearance equipment; and (f) a listing of what will be considered as the minimum critical snow bank to be reported at each aerodrome/heliport at which reporting will commence. AMC1 AIS.TR.330 NOTAM USE OF OPADD The origination and issuing of NOTAM should be in accordance with the ‘EUROCONTROL Guidelines — Operating Procedures for AIS Dynamic Data (OPADD)’, Edition 4.0, 17 April 2015. GM1 AIS.TR.330(d) NOTAM NOTAM CODE The ICAO NOTAM Code together with significations/uniform abbreviated phraseology, and ICAO Abbreviations are those contained in ICAO Doc 8400 (PANS-ABC). GM1 AIS.TR.330(u) NOTAM CHECKLIST The checklist NOTAM may include the checklist of SUP. Chapter 2 — Digital data sets GM1 AIS.TR.335(a) General— Digital data sets ISO The ISO 19100 series of standards for geographic information may be used as a reference framework. GM1 AIS.TR.335(b) General — Digital data sets DATA PRODUCT SPECIFICATION (a) ISO Standard 19131 specifies the requirements and outline of data product specifications for geographic information. This is intended to facilitate and support the use and exchange of digital data sets between data providers and data users. (b) The data product specification enables air navigation users to evaluate the products and determine whether they fulfil the requirements for their intended use (application). (c) This may include an overview, specification scope, data product identification, data content and structure, reference system, data quality, data capture, data maintenance, data portrayal, data product delivery, additional information, and metadata. GM1 AIS.TR.345(a) AIP data set CONTENT The AIP data set includes the relevant AIP amendment and SUP information. Page 26 of 30 GM1 AIS.TR.345(b) AIP data set PROPERTY There may also be other reasons why a property is not provided, e.g. missing, unknown, withheld, etc. GM1 AIS.TR.350(d) Terrain and Obstacle data — general requirements AREA 4 Where the terrain at a distance greater than 900 m (3 000 ft) from the runway threshold is mountainous or otherwise significant, the length of area 4 should be extended to a distance not exceeding 2 000 m (6 500 ft) from the runway threshold. GM1 AIS.TR.355(e) Terrain data set ATTRIBUTES The following additional terrain feature attributes may be recorded in the terrain data set: (a) Surface type; (b) Penetration level; (c) Known variations. GM1 AIS.TR.360(b) Obstacle data set ATTRIBUTES The following additional obstacle feature attributes may be recorded in the terrain data set: (a) Height; (b) Operations; (c) Effectiveness. GM1 AIS.TR.365 Aerodrome mapping data sets ADDITIONAL GUIDANCE Further information concerning minimum requirements and reference material applicable to the content, origination, publication, and updating of aerodrome mapping information may be found in EUROCAE Documents ED-99D ‘User requirement for aerodrome mapping information’, October 2015, and ED-119C ‘Interchange standards for terrain, obstacle and aerodrome mapping data’, October 2015. GM1 AIS.TR.365(a) Aerodrome mapping data sets AERODROME FEATURES Aerodrome features consist of attributes and geometries, which are characterised as points, lines or polygons. Examples include runway thresholds, taxiway guidance lines and parking stand areas. GM2 AIS.TR.365(a) Aerodrome mapping data sets ADDITIONAL DATA Aerodrome mapping data may be supported by electronic terrain and obstacle data for Area 3 in order to ensure consistency and quality of all geographical data related to the aerodrome. Page 27 of 30 GM3 AIS.TR.365(a) Aerodrome mapping data sets COMMON ACQUISITION TECHNIQUES Electronic terrain and obstacle data pertaining to Area 3 and aerodrome mapping data may be originated using common acquisition techniques and managed within a single geographic information system (GIS). GM1 AIS.TR.365(b) Aerodrome mapping data sets ISO ISO Standard 19100 series on geographic information can be used as a reference framework. GM1 AIS.TR.365(c) Aerodrome mapping data sets ISO ISO Standard 19131 contains standards for data product specification. GM1 AIS.TR.365(d) Aerodrome mapping data sets ISO ISO Standard 19109 contains standards for application schemas, while ISO Standard 19110 describes the feature cataloguing methodology for geographic information. GM1 AIS.TR.370 Instrument Flight Procedure data set ICAO REFERENCE Guidance on the Instrument Flight Procedure data set can be found in PANS-OPS, ICAO Doc 8168, Volume II, 6th edition of 2014 – Part III, Section 2, Chapter 5. Section 4 — Distribution and pre-flight information services GM1 AIS.TR.400(a) Distribution services NOTAM (a) The predetermined distribution system provides for incoming NOTAM (including SNOWTAM and ASHTAM) to be channelled through the AFS direct to designated addressees predetermined by the receiving country concerned while concurrently being routed to the international NOTAM office for checking and control purposes. (b) The addressee indicators for those designated addressees are constituted as follows: (1) First and second letters: The first two letters of the location indicator for the AFS communication centre associated with the relevant international NOTAM office of the receiving country. (2) Third and fourth letters: The letters ‘ZZ’ indicating a requirement for special distribution. (3) Fifth letter: The fifth letter differentiating between NOTAM (letter ‘N’), SNOWTAM (letter ‘S’), and ASHTAM (letter ‘V’). (4) Sixth and seventh letters: Page 28 of 30  The sixth and seventh letters, each taken from the series A to Z, denoting the national and/or international distribution list(s) to be used by the receiving AFS centre. The fifth, sixth and seventh letters replace the three-letter designator YNY which, in the normal distribution system, denotes an international NOTAM office. (5) Eighth letter: The eighth position letter shall be the filler letter ‘X’ to complete the eight-letter addressee indicator. (c) States are to inform the States from which they receive NOTAM of the sixth and seventh letters to be used under different circumstances to ensure proper routing. GM2 AIS.TR.400(c) Distribution services COMMUNICATION PROCEDURES The relevant ICAO communication procedures are those referred to in Annex 10 Volume II ICAO communication procedures. GM1 AIS.TR.405(a) Pre-flight information services AUTOMATION (a) Automated pre-flight information systems providing a harmonised, common point of access by operations personnel, including flight crew members and other aeronautical personnel concerned, to aeronautical information and meteorological information should be established by an agreement between the AIS provider and the meteorological services provider. (b) Where automated pre-flight information systems are used to provide the harmonised, common point of access by operations personnel, including flight crew members and other aeronautical personnel concerned, to aeronautical data, aeronautical information and meteorological information, the AIS provider remains responsible for the quality and timeliness of the aeronautical data and aeronautical information provided by means of such a system. (c) The meteorological services provider concerned remains responsible for the quality of the meteorological information provided by means of such a system in accordance with Annex V - Part-MET. GM1 AIS.TR.405(e) Pre-flight information services NOTAM Although miscellaneous NOTAM is regarded not subject for a briefing but available on request, all NOTAM are to be provided for briefing by default and content reduction should be at user’s discretion. Section 5 — Aeronautical information products updatesGM1 AIS.TR.500 AIRAC Obstacle data sets are not included on the AIRAC requirements because the obstacle life cycle is not following AIRAC. AMC1 AIS.TR.505(b) AIRAC MAJOR CHANGES Whenever major changes are planned and where advance notice is desirable and possible, information should be distributed and/or made available by the AIS provider, whenever practicable, so as to reach recipients at Page 29 of 30 least 56 days in advance of the AIRAC effective date. This should apply to the establishment of, and premeditated major changes in the circumstances listed below, as well as to other major changes if deemed necessary: (a) New aerodromes for international IFR operations; (b) New runways for IFR operations at international aerodromes; (c) Design and structure of the ATS route network; (d) Design and structure of a set of terminal procedures (including change of procedure bearings due to magnetic variation change); (e) Circumstances listed in AIS.TR.505(a) if the entire State or any significant portion thereof is affected or if cross-border coordination is required. GM1 AIS.TR.505(c) AIRAC NIL A synonym of ‘NIL’ (notification) may be ‘non-existent’. This means that when a NIL notification is mentioned in a NOTAM, it should be considered as containing no information. GM1 AIS.TR.510(a) NOTAM updates ADVANCE NOTICE (a) Whenever possible, at least 24 hours’ advance notice is desirable, to permit timely completion of the notification process and to facilitate airspace utilisation planning. (b) At least seven days’ advance notice should be given of the activation of established danger, restricted or prohibited areas and of activities requiring temporary airspace restrictions other than for emergency operations. (c) Notice of any subsequent cancellation of the activities or any reduction of the hours of activity or the dimensions of the airspace should be given as soon as possible. Page 30 of 30  Draft Annex X to ED Decision 201X/XXX/R ‘Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part -FPD on specific requirements for providers of flight procedure design services’ Annex XI to ED Decision 2017/001/R is replaced as follows: Page 1 of 19  Table of contents AMC/GM TO PART-ASDFPD ...................................................................................................................... 4 SPECIFIC REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN ......................................................... 4 SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (FPD.OR) .................................................................................................................................................. 4 AMC1 FPD.OR.100 Flight procedure design services .................................................................................. 4 GM1 FPD.OR.100 Flight procedure design services .................................................................................... 4 GM2 FPD.OR.100 Flight procedure design services .................................................................................... 4 GM3 FPD.OR.100 Flight procedure design services .................................................................................... 4 GM1 to AMC2 FPD.OR.100 Flight procedure design services ..................................................................... 4 GM2 to AMC2 FPD.OR.100 Flight procedure design services ..................................................................... 4 GM1 FPD.OR.105 Management system ...................................................................................................... 5 GM1 FPD.OR.105(a) Management system.................................................................................................. 5 AMC1 FPD.OR.105(c) Management system ................................................................................................ 5 GM1 FPD.OR.105(d) Management system ................................................................................................. 5 GM2 FPD.OR.105(d) Management system ................................................................................................. 6 GM3 FPD.OR.105(d) Management system ................................................................................................. 6 AMC1 FPD.OR.115(a)(1) Technical and operational competence and capability ....................................... 6 GM1 FPD.OR.115(a)(1) Technical and operational competence and capability ......................................... 7 GM2 FPD.OR.115(a)(1) Technical and operational competence and capability ......................................... 7 GM3 FPD.OR.115(a)(1) Technical and operational competence and capability ......................................... 7 AMC1 FPD.OR.115(a)(2) Technical and operational competence and capability ....................................... 7 GM1 to AMC1 FPD.OR.115(a)(1)(ii) (b) Technical and operational competence and capability ................ 7 GM1 FPD.OR.115(a)(3) Technical and operational competence and capability ......................................... 8 GM1 FPD.OR.115(b) Technical and operational competence and capability ............................................. 8 GM1 FPD.OR.120 Required interfaces ........................................................................................................ 8 SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (FPD.TR)8 AMC1 FPD.TR.100 Flight procedure design criteria .................................................................................... 8 AMC2 FPD.TR.100 Flight procedure design criteria .................................................................................... 8 GM1 FPD.TR.100 Flight procedure design criteria ...................................................................................... 8 GM2 FPD.TR.100 Flight procedure design criteria ...................................................................................... 9 GM3 FPD.TR.100 Flight procedure design criteria ...................................................................................... 9 APPENDIX 1 to ANNEX XI (Part-FPD) ....................................................................................................... 10 REQUIREMENTS FOR AIRSPACE STRUCTURES AND FLIGHT PROCEDURES CONTAINED THEREIN AND THEIR DESIGNATION ........................................................................................................................................................ 10 GM1 Specifications for flight information regions, control areas and control zones ............................... 10 GM2 Specifications for flight information regions, control areas and control zones ............................... 10 AMC1 A. FLIGHT INFORMATION REGIONS ................................................................................................ 10 AMC1 B. CONTROL AREAS ......................................................................................................................... 10 AMC2 B. CONTROL AREAS ......................................................................................................................... 10 GM1 B. CONTROL AREAS ........................................................................................................................... 10 Page 2 of 19  AMC1 C. CONTROL ZONES......................................................................................................................... 11 GM1 C. CONTROL ZONES........................................................................................................................... 11 AMC1 (2) Identification of ATS routes other than standard departure and arrival routes....................... 12 GM1 (2) Identification of ATS routes other than standard departure and arrival routes ........................ 12 GM1 to AMC1 (2)(b) Identification of ATS routes other than standard departure and arrival routes ....... 13 AMC1(1)(a) Identification of standard departure and arrival routes and associated procedures ........... 13 AMC1(1)(b) Identification of standard departure and arrival routes and associated procedures ........... 13 AMC1(2)(b) Identification of standard departure and arrival routes and associated procedures ........... 14 AMC1(2)(e) Identification of standard departure and arrival routes and associated procedures ........... 14 GM1 Identification of standard departure and arrival routes and associated procedures ...................... 14 AMC1 Establishment and identification of significant points ................................................................... 16 GM1 Establishment and identification of significant points ..................................................................... 18 GM1 Minimum flight altitudes .................................................................................................................. 19 AMC1 Identification and delineation of prohibited, restricted and danger areas .................................... 19 GM1 Identification and delineation of prohibited, restricted and danger areas ...................................... 19 GM1 DESIGNATION OF THE PORTIONS OF THE AIRSPACE WHERE AIR TRAFFIC SERVICES WILL BE PROVIDED ........................................................................................................................ Error! Bookmark not defined. GM2 DESIGNATION OF THE PORTIONS OF THE AIRSPACE WHERE AIR TRAFFIC SERVICES WILL BE PROVIDED ........................................................................................................................ Error! Bookmark not defined. Page 3 of 19  AMC/GM TO PART-ASDFPD SPECIFIC REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN Reserved SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (FPD.OR) AMC1 FPD.OR.100 Flight procedure design services SOURCE In reference to data souse, please refer to AMC1 DAT.OR.100(a) Aeronautical data and information ‘DATA SOURCE’. GM1 FPD.OR.100 Flight procedure design services GENERAL If a change to the flight procedure(s) results in a change to the functional system of an ATS provider, a safety assessment of the change to the functional system of that ATS provider in accordance with ATS.OR.205 needs to be carried out before the deployment of that flight procedure. In other situations, the organisation performing the safety assessment may vary such as e.g. aerodrome operator as a change of flight procedure(s) at an aerodrome may be performed by the aerodrome operator as per ADR.OR.B.040(f) of Commission Regulation (EU) No 139/2014. GM2 FPD.OR.100 Flight procedure design services DESIGN AND DOCUMENTATION Design and documentation of flight procedures includes maintenance and period review activities. In reference to periodic review, please refer to AMC1 Article 3(6) Provision of ATM/ANS, flight procedure design and airspace structure design, and ATM network functions ‘PERIODIC REVIEW’. GM3 FPD.OR.100 Flight procedure design services VALIDATION OF AERONAUTICAL DATA In reference to validation of aeronautical data, please refer to GM1 DAT.OR.100(a) Aeronautical data and information ‘VALIDATION OF AERONAUTICAL DATA’. GM1 to AMC2 FPD.OR.100 Flight procedure design services NON-AUTHORITATIVE SOURCE In reference to non-authoritative source, please refer to GM1 to AMC1 DAT.OR.100(a) Aeronautical data and information ‘NON-AUTHORITATIVE SOURCE’. GM2 to AMC2 FPD.OR.100 Flight procedure design services SOURCE In reference to data source, please refer to GM2 to AMC1 DAT.OR.100(a) Aeronautical data and information ‘DATA SOURCE’. Page 4 of 19 The first known flight procedure design service provider that uses data coming from other (non-authoritative) sources in the aeronautical data chain, accepts the responsibility of the data originator (i.e. ensuring that the data meets the data quality requirements). GM1 FPD.OR.105 Management system GENERAL ICAO Doc 9906 Vol. 1 ‘Flight Procedure Design Quality Assurance System’ provides guidance for a flight procedure design process. GM1 FPD.OR.105(a) Management system DATA ACQUISITION The flight procedure design process starts with the verification of input data in coordination with affected stakeholders. The following aspects should be addressed: (a) aerodrome, navigation aids, obstacles and terrain coordinates, and elevation data based on trustworthy sources; (b) airspace data and associated requirements; (c) user requirements, i.e. airspace users and air traffic service provider; (d) airport infrastructure and equipment; (e) environmental considerations; and (f) any other information as potentially specified by the competent authority. AMC1 FPD.OR.105(c) Management system FLIGHT PROCEDURE DESIGN DOCUMENTATION Flight procedure design documentation should be kept at least during the lifetime of the flight procedure. GM1 FPD.OR.105(d) Management system VALIDATION (a) The flight procedure may be validated using any of the following methodologies: (1) airspace modelling; (2) fast time simulation; (3) real time simulation; (4) live ATC trials; (5) flight simulation; (6) data analytical tools; (7) statistical analysis; (8) collision risk modelling; (9) noise and emissions modelling; (10) flight trials; and (11) expert judgement. Page 5 of 19 (b) Validation is the necessary final quality assurance step in the flight procedure design. Validation may consist of ground validation and/or flight validation. ICAO Doc 9906 Vol. 5 ‘Validation of Instrument Flight Procedures’ provides guidance for conducting the validation process of instrument flight procedures, including safety, ability to be flown and verification of data accuracy and completeness. Ground validation is always undertaken, but flight validation may not always be required. GM2 FPD.OR.105(d) Management system GROUND VALIDATION (a) Ground validation should be always undertaken to ensure compliance with applicable requirements, i.e. to detect errors in criteria and documentation, and evaluate on the ground, to the extent possible, those elements that could be evaluated in a flight validation whenever necessary. Ground validation should be performed by a person trained in flight procedure design as per FPD.OR.115 other than the one who designed the flight procedure and with appropriate knowledge of flight validation issues. (b) Ground validation should include a systematic review of the steps and calculation involved in the flight procedure design and its impact, aiming at: (1) providing assurance that adequate obstacle clearance has been provided; (2) verifying that the navigation data (e.g. tracks, distances and altitudes to be flown) to be published are correct; (3) conducting an assessment of flyability to determine that the procedure can be safely flown; and (4) evaluating the charting, obstacle clearance and other operational factors. GM3 FPD.OR.105(d) Management system FLIGHT VALIDATION Flight validation should be carried out whenever necessary, based on the results from the ground validation in order to: (a) provide assurance that adequate obstacle clearance has been provided; (b) verify that the navigation data to be published is correct; (c) verify that all required infrastructure supports the procedure (e.g. runway markings, lighting, communications and navigation sources); (d) conduct an assessment of flyability to determine that the procedure can be safely flown; and (e) evaluate the charting, obstacle clearance and other operational factors. AMC1 FPD.OR.115(a)(1) Technical and operational competence and capability TRAINING COURSE The training course should provide the designer with: (a) knowledge of technical rules for the design and the establishment of instrument flight procedures; (b) knowledge of design criteria; (c) knowledge of the Data Catalogue, including the applicable data quality requirements (DQRs); and (d) ability to design flight procedures with the selected tools in accordance with the design criteria. Page 6 of 19 GM1 FPD.OR.115(a)(1) Technical and operational competence and capability TRAINING COURSE An initial training course should be based, as a minimum, on: (a) Commission Implementing Regulation (EU) 2017/373 laying down common requirements for service providers and the oversight in air traffic management/air navigation services and other air traffic management network functions; (b) Commission Implementing Regulation (EU) No 923/2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation; (c) design criteria as defined in FPD.TR.100; (d) ICAO Annex 11 ‘Air Traffic Services’; (e) ICAO Annex 4 ‘Aeronautical Charts’; (f) ICAO Doc 9613 ‘Performance-based Navigation (PBN) Manual; (g) ICAO Doc 9906 ‘Quality Assurance Manual for Flight Procedure Design’; and (h) tools used in the design, which may be acquired as part of the on-the-job training. GM2 FPD.OR.115(a)(1) Technical and operational competence and capability TRAINING COURSE The flight procedure design service provider’s personnel involved in the flight procedure charting and/or coding should have successfully completed a training course that provides a basic level of competency in charting and/or coding. GM3 FPD.OR.115(a)(1) Technical and operational competence and capability TRAINING COURSE ICAO Doc 9906 Vol. 2 ‘Flight Procedure Designer Training’ provides guidance for the establishment of flight procedure designer training and possible content. AMC1 FPD.OR.115(a)(2) Technical and operational competence and capability FLIGHT PROCEDURE DESIGNER EXPERIENCE The flight procedure designer shows suitable experience to demonstrate practical application of theoretical knowledge. This should be achieved by showing either: (a) Proof of recent flight procedure design work, which should include details of specific designs that have been completed and over what period of time; or (b) Proof of sufficient on-the-job training. In doing so, the procedure designer should have undergone a minimum of time on-the-job PANS-OPS design training with a flight procedure design service provider until demonstrating adequate competency in the practical application of design criteria. GM1 to AMC1 FPD.OR.115(a)(1)(ii) (b) Technical and operational competence and capability FLIGHT PROCEDURE DESIGNER EXPERIENCE The on-the-job training is recommended to be minimum 2 years, which period may be substantially reduced in cases where the designer has experience in flight procedures. Page 7 of 19 GM1 FPD.OR.115(a)(3) Technical and operational competence and capability CONTINUATION TRAINING Continuation training aims at addressing changes in the applicable design criteria and regulations. GM1 FPD.OR.115(b) Technical and operational competence and capability COMPETENT PILOT ICAO Doc 9906 Volume 6 ‘Flight Validation Pilot Training and Evaluation (Development of a Flight Validation Pilot Training Programme) provides guidance for the establishment of flight procedure validation pilot training. GM1 FPD.OR.120 Required interfaces FORMAL ARRANGEMENGTS (a) Formal arrangements could be, but not limited, in a form of Service-level agreement (SLA), contract or memorandum of understanding (MoU) that should specify the scope of aeronautical data and aeronautical information to be received/provided. (b) The flight procedure design services provider should demonstrate that formal arrangements with aeronautical data sources are implemented. In this context, procedures should be established to communicate instances of erroneous, inconsistent or missing data. (c) The FPDSP’s procedures should confirm that effective controls are in place to ensure that an unsafe product is not released and that such concerns are communicated to other service providers, aerodrome operators and/or aircraft operators. (d) The FPDSP should demonstrate that a formal arrangements with to other service providers, aerodrome operators and/or aircraft operators is in place to confirm that end user’s requests are clearly defined and subject to review. SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (FPD.TR) AMC1 FPD.TR.100 Flight procedure design criteria DESIGN CRITERIA Flight procedures should be designed in accordance with the design criteria contained in ICAO Doc 8168 (PANS-OPS) Volume II ‘Construction of Visual and Instrument Flight Procedures’, as last amended. AMC2 FPD.TR.100 Flight procedure design criteria REQUIRED NAVIGATION PERFORMANCE AUTHORISATION REQUIRED (RNP AR) PROCEDURE DESIGN CRITERIA When implementing RNP AR approach procedures, these procedures should be designed in accordance with the design criteria contained in ICAO Doc 9905 ‘Required Navigation Performance Authorization Required (RNP AR) Procedure Design Manual’, as last amended. GM1 FPD.TR.100 Flight procedure design criteria NORMAL OPERATIONS The flight procedures design in accordance with PANS-OPS criteria assumes normal operations. It is the responsibility of the aircraft operator to provide contingency procedures for abnormal and emergency operations. Page 8 of 19 GM2 FPD.TR.100 Flight procedure design criteria FLIGHT PROCEDURES IN UPPER FLIGHT INFORMATION REGIONS In cases where an upper flight information region is established, the procedures applicable therein need not be identical with those applicable in the underlying flight information region. GM3 FPD.TR.100 Flight procedure design criteria INSTRUMENT FLIGHT PROCEDURE CONSTRUCTION Additional guidance for the construction of instrument flight procedures can be found in ICAO Doc 9368 ‘Instrument Flight Procedures Construction Manual’. Page 9 of 19  APPENDIX 1 TO ANNEX XI (PART-FPD) REQUIREMENTS FOR AIRSPACE STRUCTURES AND FLIGHT PROCEDURES CONTAINED THEREIN SECTION I Specifications for flight information regions, control areas, control zones and flight information zones GM1 Specifications for flight information regions, control areas and control zones flight information regions, control areas and control zones Whenever possible, a control zone, a control area, and a flight information region should be identified by the name of the unit having jurisdiction over such airspace. GM2 Specifications for flight information regions, control areas and control zones flight information regions, control areas Where it is desirable to limit the number of flight information regions or control areas through which high flying aircraft would otherwise have to operate, a flight information region or control area, as appropriate, should be delineated to include the upper airspace within the lateral limits of a number of lower flight information regions or control areas. AMC1 A. FLIGHT INFORMATION REGIONS LIMITED BY AN UPPER FLIGHT INFORMATION REGION When limited by an upper flight information region, the lower limit specified for the upper flight information region should constitute the upper vertical limit of the flight information region and should coincide with a VFR cruising level as specified in the tables in Appendix 3 to Commission Implementing Regulation (EU) No 923/2012. GM1 A. FLIGHT INFORMATION REGIONS LIMITED BY AN UPPER FLIGHT INFORMATION REGION Control areas, control zones and flight information zones should form part of that flight information region. AMC1 B. CONTROL AREAS LOWER LIMIT The lower limit of a control area should be established at a greater height above the ground or water of not less than 200 m (700 ft), when practicable and desirable in order to allow freedom of action for VFR flights below the control area. AMC2 B. CONTROL AREAS UPPER LIMIT When established, the upper limit of a control area should coincide with a VFR cruising level of the tables in Appendix 3 to Commission Implementing Regulation (EU) No 923/2012. GM1 B. CONTROL AREAS GENERAL Page 10 of 19 (a) When the lower limit of a control area is above 900 m (3 000 ft) mean sea level (MSL), it should coincide with a VFR cruising level of the tables in Appendix 3 to Commission Implementing Regulation (EU) No 923/2012. (b) In a given control area, the lower limit may be established non-uniformly (see Figure A-5 of the ‘Air Traffic Services Planning Manual’ (Doc 9426), Part I, Section 2, Chapter 3). (c) The selected VFR cruising level of the lower limit of a control area should be such that expected local atmospheric pressure variations do not result in a lowering of this limit to a height of less than 200 m (700 ft) above ground or water. (d) In a control area other than one formed by a system of airways, a system of routes may be established to facilitate the provision of air traffic control. AMC1 C. CONTROL ZONES HORIZONTAL LIMITS The horizontal limits of a control zone should extend to at least 9.3 km (5 NM) from the centre of the aerodrome or aerodromes concerned in the directions from which approaches may be made. GM1 C. CONTROL ZONES GENERAL (a) If a control zone is located outside of the horizontal limits of a control area, an upper limit should be established. (b) An upper limit higher than the lower limit of the overlying control area may be established when desired. (c) If it is desired to establish the upper limit of a control zone at a level higher than the lower limit of the control area established above it, or if the control zone is located outside of the lateral limits of a control area, its upper limit should be established at a level which can easily be identified by pilots. When this limit is above 900 m (3 000 ft) MSL, it should coincide with a VFR cruising level of the tables in Appendix 3 to Commission Implementing Regulation (EU) No 923/2012. (d) The selected VFR cruising level of the upper limit of a control zone should be such that the expected local atmospheric pressure variations do not result in a lowering of this limit to a height of less than 200 m (700 ft) above ground or water. (e) A control zone may include two or more aerodromes situated close together. (f) When designing the lateral limits of control zones, aircraft holding in the vicinity of aerodromes are considered as arriving aircraft. GM1 D. FLIGHT INFORMATION ZONES GENERALE A flight information zone should have its horizontal and vertical limits specified. The dimensions of the flight information zone should coincide with those of RMZ and/or TMZ, where established, or they should be increased to provide added safeguards. Page 11 of 19  SECTION II Identification of navigation specifications and the identification of ATS routes other than standard departure and arrival routes AMC1 (2) Identification of ATS routes other than standard departure and arrival routes GENERAL Controlled, advisory and uncontrolled ATS routes, with the exception of standard arrival and departure routes should be identified as follows: (a) The basic designator should consist of one letter of the alphabet followed by a number from 1 to 999. Selection of the letter shall be made from those listed hereunder: (1) ‘A’, ‘B’, ‘G’, ‘R’ for routes, which form part of the regional networks of ATS routes and are not area navigation routes; (2) ‘L’, ‘M’, ‘N’, ‘P’ for area navigation routes, which form part of the regional networks of ATS routes; (3) ‘H’, ‘J’, ‘V’, ‘W’ for routes, which do not form part of the regional networks of ATS routes and are not area navigation routes; and (4) ‘Q’, ‘T’, ‘Y’, ‘Z’ for area navigation routes, which do not form part of the regional networks of ATS routes. (b) The ATS route designator should consist of a basic designator supplemented, if necessary, by: (1) One prefix; where applicable, one supplementary letter may be added as a prefix to the basic designator in accordance with the following: (i) ‘K’ to indicate a low-level route established for use primarily by helicopters; (ii) ‘U’ to indicate that the route or portion thereof is established in the upper airspace; and (iii) ‘S’ to indicate a route established exclusively for use by supersonic aircraft during acceleration, deceleration and while in supersonic flight; (2) One additional letter; When prescribed by the competent authority or on the basis of regional air navigation agreements, a supplementary letter may be added after the basic designator of the ATS route in question in order to indicate the type of service provided in accordance with the following: (i) ‘F’ to indicate that on the route or portion thereof only advisory service is provided; (ii) ‘G’ to indicate that on the route or portion thereof only flight information service is provided. (c) The number of characters required to compose the designator should not exceed six. (d) The number of characters required to compose the designator should, whenever possible, be kept to a maximum of five. GM1 (2) Identification of ATS routes other than standard departure and arrival routes GENERAL (a) Guidance material on the establishment of ATS routes and procedures is contained in ICAO ‘Air Traffic Services Planning Manual’ (Doc 9426). Page 12 of 19 (b) Guidance material on the establishment of ATS routes defined by VOR is contained in Attachment A to ICAO Annex 11. (c) The spacing between parallel tracks or between parallel ATS route centre lines based on performance- based navigation should dependent upon the relevant navigation specification required. (d) When warranted by density, complexity or nature of the traffic, special routes should be established for use by low-level traffic, including helicopters operating to and from helidecks on the high seas. When determining the horizontal spacing between such routes, account should be taken of the navigational means available and the navigation equipment carried on helicopters’ board. GM1 to AMC1 (2)(b) Identification of ATS routes other than standard departure and arrival routes ADDITIONAL LETTER Due to limitations in the display equipment on aircraft board, the supplementary letters ‘F’ or ‘G’, added after the basic designator of the ATS route to indicate the type of service provided, may not be displayed to the pilot. SECTION III Identification of standard departure and arrival routes and associated procedures AMC1(1)(a) Identification of standard departure and arrival routes and associated procedures SYSTEM OF DESIGNATORS When identifying standard departure and arrival routes and associated procedures, the system of designators permits the identification of each route in a simple and unambiguous manner. In doing so, the identification of each route should: (a) makes a clear distinction between: (1) departure routes and arrival routes; (2) departure or arrival routes and other ATS routes; and (3) routes requiring navigation by reference to ground-based radio aids or self-contained airborne aids, and routes requiring navigation by visual reference to the ground; (b) is compatible with ATS and aircraft data processing and display requirements; (c) is of utmost brevity in its operational application; (d) avoids redundancy; and (e) provides sufficient possibility for extension to cater for any future requirements without the need for fundamental changes. AMC1(1)(b) Identification of standard departure and arrival routes and associated procedures PLAIN LANGUAGE DESIGNATOR A plain language designator of a standard departure or arrival route should consist of: (a) a basic indicator; (b) followed by a validity indicator; (c) followed by a route indicator, where required; (d) followed by the word ‘departure’ or ‘arrival’; Page 13 of 19 (e) followed by the word ‘visual’, if the route has been established for use by aircraft operating in accordance with the visual flight rules (VFR) or in accordance with the IFR under VMC. AMC1(2)(b) Identification of standard departure and arrival routes and associated procedures BASIC INDICATOR The basic indicator should be considered the name or name-code of the significant point where a standard departure route terminates or a standard arrival route begins. AMC1(2)(e) Identification of standard departure and arrival routes and associated procedures CODED DESIGNATOR The coded designator of a standard departure or arrival route, instrument or visual, should consist of: (a) the coded designator or name-code of the significant point; (b) followed by the validity indicator; (c) followed by the route indicator, where required. GM1 Identification of standard departure and arrival routes and associated procedures GENERAL (a) Guidance material relating to the establishment of standard departure and arrival routes and associated procedures is contained in ICAO ‘Air Traffic Services Planning Manual’ (Doc 9426). (b) The flight procedure naming convention is contained in ICAO Doc 8168 (PANS-OPS) Volume II ‘Construction of Visual and Instrument Flight Procedures’, as last amended. (c) The plain language designator used for the phraseology is contained in ICAO Doc 4444 (PANS-ATM) ‘Air Traffic Management’, as last amended. (d) The runway designator detailed requirements are contained in ICAO Annex 14 Volume I, Section 5.2.2. (e) Examples of plain language and coded designators for standard departure and arrival routes and associated procedures (1) Example 1: Standard departure route — instrument: Plain language designator: BRECON ONE DEPARTURE Coded designator: BCN 1 Meaning: The designator identifies a standard instrument departure route which terminates at the significant point BRECON (basic indicator). BRECON is a radio navigation facility with the identification BCN (basic indicator of the coded designator). The validity indicator ONE (1 in the coded designator) signifies either that the original version of the route is still in effect or that a change has been made from the previous version NINE (9) to the now effective version ONE (1) (see (d)(3)). The absence of a route indicator (see (b)(4) and (c)(2)) signifies that only one route, in this case a departure route, has been established with reference to BRECON. (2) Example 2: Standard arrival route — instrument: Plain language designator: KODAP TWO ALPHA ARRIVAL Coded designator: KODAP 2 A Meaning: This designator identifies a standard instrument arrival route which begins at the significant point KODAP (basic indicator). KODAP is a significant point not marked by the site of a Page 14 of 19  radio navigation facility and therefore assigned a five-letter name-code in accordance with Appendix 2 to Annex XI. The validity indicator TWO (2) signifies that a change has been made from the previous version ONE (1) to the now effective version TWO (2). The route indicator ALPHA (A) identifies one of several routes established with reference to KODAP and is a specific character assigned to this route. (3) Example 3: Standard departure route — visual: Plain language designator: ADOLA FIVE BRAVO DEPARTURE VISUAL Coded designator: ADOLA 5 B Meaning: This designator identifies a standard departure route with visual portion of flight, which terminates at ADOLA, a significant point not marked by the site of a radio navigation facility. The validity indicator FIVE (5) signifies that a change has been made from the previous version FOUR (4) to the now effective version FIVE (5). The route indicator BRAVO (B) identifies one of several routes established with reference to ADOLA. (f) Examples of plain language and coded designators for approach procedures (1) Example 1: Instrument approach to a runway Plain language designator: RNP ZULU APPROACH RUNWAY ONE EIGHT Coded designator: RNP Z RWY18 Meaning: The designator identifies an RNAV approach procedure to runway 18. The suffix letter ZULU (Z) identifies one of several RNAV approaches established on runway 18 and is a specific character assigned to this procedure. (2) Example 2: Instrument approach to a runway Plain language designator: ILS ZULU APPROACH RUNWAY THREE TWO Coded designator: ILS Z RWY32 Meaning: The designator identifies an ILS approach procedure to runway 32. The suffix letter ZULU (Z) identifies one of several ILS approaches established on runway 32 and is a specific character assigned to this procedure. (3) Example 3: Instrument approach to an helipad Plain language designator: RNP APPROACH TWO THREE TWO Coded designator: RNP 232 Meaning: The designator identifies an RNAV approach procedure to a helipad for which the final approach track is equal to 232°. The absence of suffix letter signifies there is no other RNAV approach to this helipad with the same final approach track. (4) Example 4: Visual approach to a runway Plain language designator: VISUAL APPROACH RUNWAY ONE EIGHT LEFT Coded designator: None Meaning: The designator identifies a visual approach procedure to the runway 18L. (g) In this section, the term ‘route’ is used in the meaning of ‘route and associated procedures’. Page 15 of 19  SECTION IV Establishment and identification of significant points AMC1 Establishment and identification of significant points GENERAL (a) The significant points should, whenever possible, be established with reference to ground-based or space-based radio navigation aids. Where such ground-based or space-based radio navigation aids do not exist, significant points should be established at a location, which can be determined by self- contained airborne navigation aids, or, where navigation by visual reference to the ground is to be effected, by visual observation. Specific points may be designated as ‘transfer of control’ points by agreement between adjacent air traffic control units or control positions concerned. (b) The designator for a significant point should be marked by the site of a radio navigation aid (1) Plain language name for significant points marked by the site of a radio navigation aid (i) Whenever practicable, significant points should be named with reference to an identifiable and preferably prominent geographical location. (ii) In selecting a name for the significant point, care should be taken to ensure that the following conditions are met: (A) the name should not create difficulties in pronunciation for pilots or ATS personnel when speaking in the language used in ATS communications. Where the name of a geographical location in the national language selected for designating a significant point gives rise to difficulties in pronunciation, an abbreviated or contracted version of this name, which retains as much of its geographical significance as possible, should be selected; Example: FUERSTENFELDBRUCK = FURSTY (B) the name should be easily recognisable in voice communications and should be free of ambiguity with those of other significant points in the same general area. In addition, the name should not create confusion with respect to other communications exchanged between air traffic services and pilots; (C) the name should, if possible, consist of at least six letters and form two syllables and preferably not more than three; (D) the selected name should be the same for both the significant point and the radio navigation aid marking it. (2) Composition of coded designators for significant points marked by the site of a radio navigation aid (i) The coded designator should be the same as the radio identification of the radio navigation aid. It should be so composed, if possible, as to facilitate association with the name of the point in plain language. (ii) Coded designators should not be duplicated within 1 100 km (600 NM) of the location of the radio navigation aid concerned, except as noted hereunder. (iii) States’ requirements for coded designators should be notified to the Regional Offices of ICAO for coordination. Page 16 of 19 (c) The designator for a significant point not marked by the site of a radio navigation aid (1) Where a significant point is required at a position not marked by the site of a radio navigation aid, and is used for ATC purposes, it should be designated by a unique five-letter pronounceable ‘name-code’. This name-code designator then serves both as the name as well as the coded designator of the significant point. (2) The name-code designator should be selected so as to avoid any difficulties in pronunciation by pilots or ATS personnel when speaking in the language used in ATS communications. Examples: ADOLA, KODAP (3) The name-code designator should be easily recognisable in voice communications and should be free of ambiguity with those used for other significant points in the same general area. (4) The unique five-letter pronounceable name-code designator assigned to a significant point should not be assigned to any other significant point. When there is a need to relocate a significant point, a new name-code designator should be chosen. In cases when a State wishes to keep the allocation of specific name-codes for reuse at a different location, such name-codes should not be used until after a period of at least six months. (5) States’ requirements for unique five-letter pronounceable name-code designators should be notified to the Regional Offices of ICAO for coordination. (6) In areas where no system of fixed routes is established or where the routes followed by aircraft vary depending on operational considerations, significant points should be determined and reported in terms of World Geodetic System — 1984 (WGS-84) geographical coordinates, except that permanently established significant points serving as exit and/or entry points into such areas should be designated. (d) The significant points are used for reporting purposes (1) In order to permit ATS to obtain information regarding the progress of aircraft in flight, selected significant points may need to be designated as reporting points. (2) In establishing such points, consideration should be given to the following factors: (i) the type of air traffic services provided; (ii) the amount of traffic normally encountered; (iii) the accuracy with which aircraft are capable of adhering to the current flight plan; (iv) the speed of the aircraft; (v) the separation minima applied; (vi) the complexity of the airspace structure; (vii) the control method(s) employed; (viii) the start or end of significant phases of a flight (climb, descent, change of direction, etc.); (ix) transfer of control procedures; (x) safety and search and rescue aspects; (xi) the cockpit and air–ground communication workload. (3) Reporting points should be established either as ‘compulsory’ or as ‘on-request’. Page 17 of 19  (4) In establishing ‘compulsory’ reporting points, the following principles should apply: (i) compulsory reporting points should be limited to the minimum necessary for the routine provision of information to air traffic services units on the progress of aircraft in flight, bearing in mind the need to keep cockpit and controller workload and air–ground communications load to a minimum; (ii) the availability of a radio navigation aid at a location should not necessarily determine its designation as a compulsory reporting point; (iii) compulsory reporting points should not necessarily be established at flight information region or control area boundaries. (5) The designation of compulsory and on-request reporting points shall be reviewed regularly with a view to keeping the requirements for routine position reporting to the minimum necessary to ensure efficient air traffic services. GM1 Establishment and identification of significant points GENERAL (a) When two radio navigation aids operating in different bands of the frequency spectrum are situated at the same location, their radio identifications are normally the same. (b) ‘On-request’ reporting points may be established in relation to the requirements of air traffic services for additional position reports when traffic conditions so demand. (c) The ICAO International Codes and Routes Designators (ICARD) system is used to manage the allocation of unique five-letter name codes (5LNC) for significant points. They are notified to the Regional Offices of ICAO for coordination and registration on the ‘ICAO five-letter name codes and route designators (ICARD)’ data base system. (d) Additional details on the use of the ICARD system and associated database can be found in the ‘ICAO codes and route designators. Five-Letter Name-Codes. Guidelines’. Page 18 of 19  SECTION V Minimum flight altitudes GM1 Minimum flight altitudes GENERAL (a) An altitude determined and published for each segment of the route which provides the required Minimum Obstacle clearance (MOC) above obstacles contained inside the obstacle clearance areas. Detailed obstacle clearance criteria are contained in PANS-OPS (Doc 8168), Volume II. (b) Procedure altitude should be considered as a specified altitude flown operationally at or above the minimum obstacle clearance altitude and established to accommodate a stabilized descent at a prescribed descent gradient/angle in the intermediate or final approach segment. SECTION VI Identification and delineation of prohibited, restricted and danger areas AMC1 Identification and delineation of prohibited, restricted and danger areas IDENTIFICATION OF PROHIBITED, RESTRICTED AND DANGER AREAS (a) The identification shall be used to identify the area in all subsequent notifications pertaining to that area. (b) The identification shall be composed of a group of letters and figures as follows: (1) nationality letters for location indicators assigned to the State or territory which has established the airspace; (2) the letter ‘P’ for prohibited area, the letter ‘R’ for restricted area, and the letter ‘D for danger area as appropriate; (3) a number, unduplicated within the State or territory concerned.= (c) To avoid confusion, identification numbers shall not be reused for a period of at least one year after cancellation of the area to which they refer. GM1 Identification and delineation of prohibited, restricted and danger areas PROHIBITED, RESTRICTED AND DANGER AREAS (a) When a prohibited, restricted or danger area is established, the area should be as small as practicable and be contained within simple geometrical limits, so as to permit ease of reference by all concerned. (b) Nationality letters are those contained in ICAO Document ‘Location Indicators’ (Doc 7910). Page 19 of 19  Draft Annex X to ED Decision 201X/XXX/R ‘Guidance Material (GM) to Annex I to Regulation (EU) 2017/373 on definitions of terms used in Annexes II to XIII to Regulation (EU) 2017/373’ Annex I 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: — deleted text is struck through; — new or amended text is highlighted in grey; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged. (…) GM1 (29a) ‘Assemble’ AERONAUTICAL DATA The assemble phase includes checking the data and ensuring that detected errors and omissions are rectified. (…) GM1 (30a) ‘ATS route’ TYPES OF ATS ROUTES (a) The term ‘ATS route’ is used to mean variously ‘airway’, ‘advisory route’, ‘controlled route’, ‘uncontrolled route’ (i.e. VFR routes or corridors), ‘arrival or departure route’, etc. (b) An ATS route is defined by route specifications, which include an ATS route designator, the track to or from significant points (waypoints), distance between significant points, reporting requirements and the minimum flight altitude. GM1 (38b) ‘Confidence level’ AERONAUTICAL DATA The interval is usually referred to as the accuracy of the estimate. GM1 (39b) ‘Controlled airspace’ AIRSPACE CLASSIFICATION Details of the airspace classifications could be found in Commission Implementing Regulation (EU) No 923/2012, Section 6 ‘Airspace classification’ and SERA.6001 ‘Classification of airspaces’ and in Appendix 4 ‘ATS airspace classes — services provided and flight requirements’ to the same Regulation and in the associated Acceptable Means of Compliance and Guidance Material. GM1 (40h) ‘Data product specification’ AERONAUTICAL DATA A data product specification provides a description of the universe of discourse and a specification for mapping the universe of discourse to a data set. It may be used for production, sales, end-use or other purpose. Data product specification provides a means by which the content of a data set is precisely specified. A data product specification supports the party generating a data set by providing information as to what exactly should be included within the data set. The content of the data product specification is closely related to the metadata. Page 1 of 2 The users of the data may determine, by comparing their data product specification with the metadata, how the data may be used in their application and what mitigations, if any, are needed as result of, for example, the quality/completeness of the data. GM1 (62b) ‘Integrity classification’ AERONAUTICAL DATA Aeronautical data is classified as: (a) routine data: there is a very low probability when using corrupted routine data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe; (b) essential data: there is a low probability when using corrupted essential data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe; and (c) critical data: there is a high probability when using corrupted critical data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe. GM1 (65b) ‘Metadata’ GENERAL A structured description of the content, quality, condition or other characteristics of data. Page 2 of 2 EUROPEAN COMMISSION Brussels, XXX […](2017) XXX draft ANNEX TO EASA OPINION 02-2018 COMMISSION REGULATION (EU) No …/.. of XXX amending Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, and Regulation (EU) No 139/2014 laying down requirements and administrative procedures related to aerodromes EN EN  COMMISSION REGULATION (EU) No …/.. of XXX amending Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, and Regulation (EU) No 139/2014 laying down requirements and administrative procedures related to aerodromes THE EUROPEAN COMMISSION, Having regard to the Treaty on the Functioning of the European Union, Having regard to Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (1), and in particular Articles 8a(5) and 8b(6) thereof, Having regard to Regulation (EC) No 550/2004 of the European Parliament and of the Council of 10 March 2004 on the provision of air navigation services in the single European sky (the service provision Regulation) (2), and in particular Articles 4 and 6 thereof, Having regard to Regulation (EC) No 551/2004 of the European Parliament and of the Council of 10 March 2004 on the organisation and use of the airspace in the single European sky (the airspace Regulation) (3), and in particular Article 6(7) thereof, Whereas: (1) Regulation (EU) 2017/373 of 1 March 2017 lays down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight (4), (2) Regulation (EU) No 139/2014 of 12 February 2014 lays down requirements and administrative procedures related to aerodromes pursuant to Regulation (EC) No 216/2008 (5), (3) In order to ensure a high level of civil aviation safety in the European Union (EU), the measures set out in this Regulation should reflect the state of the art in aviation safety in the field of meteorological services (MET). Therefore, this Regulation should be based on the latest amendments to the applicable International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs), specifically Annex 3 ‘Meteorological Service for International Air Navigation’ to the Convention on 1 OJ L 79, 19.3.2008, p. 1. 2 OJ L 96, 31.3.2004, p. 10. 3 OJ L 96, 31.3.2004, p. 20. 4 OJ L 62, 8.3.2017, p. 1. 5 OJ L 44, 14.2.2014, p. 1. EN 2 EN  International Civil Aviation, signed in Chicago on 7 December 1944 (the ‘Chicago Convention’). (4) In addition, the measures set out in this Regulation should reflect the state of the art in aviation safety, including best practices and scientific and technical progress, in the field of aeronautical information services (AIS). Therefore, this Regulation should be based on the applicable ICAO SARPs, specifically Annex 15 ‘Aeronautical Information Services’ to the Chicago Convention, while drawing on the experience of EU and worldwide AIS provision and ensuring proportionality according to the size, type, and complexity of the AIS provider (AISP). (5) The applicability of the requirements for aeronautical data and aeronautical information to visual flight rules (VFR) aerodromes should be left to the discretion of the Member States, for example when those VFR aerodromes are included in the aeronautical information publication (AIP). (6) Common technical requirements for airspace structure design (ASD) as well as common requirements for the certification of flight procedure design service providers (FPDSPs) should be established to ensure that the airspace structures and flight procedures are properly designed, documented, maintained, periodically reviewed and validated before they can be deployed and used by aircraft. (7) Flight procedures and any changes thereto may affect the safety and regularity of flight operations at the aerodrome. As a consequence, introduction of new flight procedures or any changes to the existing ones should require prior approval and oversight by the competent authority. (8) The measures provided for in this Regulation are based on Opinion No xx/2018 issued by the European Aviation Safety Agency pursuant to Articles 17(2)(b) and 19(1) of Regulation (EC) No 216/2008. (9) The measures provided for in this Regulation are in accordance with the opinion of the Committee established by Article 5(3) of Regulation (EC) No 549/2004 (6). (10) The measures provided for in this Regulation are in accordance with the opinion of the Committee established by Article 65 of Regulation (EC) No 216/2008, HAS ADOPTED THIS REGULATION: Article 1 Article 1 of Regulation (EU) 2017/373 is replaced as follows: ‘This Regulation lays down common requirements for: (a) the provision of air traffic management and air navigation services (ATM/ANS), flight procedure design (FPD), and airspace structure design (ASD) services and other air traffic management (ATM) network functions for general air traffic, in particular for the legal or natural persons providing those services and functions; and 6 OJ L 96, 31.3.2004, p. 1. EN 3 EN  (b) the competent authorities and qualified entities acting on their behalf, which perform certification, oversight and enforcement tasks in respect of the services and functions referred to in point (a).’ Article 2 Article 2(2) of Regulation (EU) 2017/373 is replaced as follows: ‘(2) ‘service provider’ means any legal or natural person providing functions and/or services of ATM/ANS as defined in Article 3(q) of Regulation (EC) No 216/2008, flight procedure design services (FPDS), and/or other ATM network functions, either individually or bundled, for general air traffic;’ Article 3 Article 3 of Regulation (EU) 2017/373 is amended as follows: 1. The title is replaced as follows: ‘Provision of ATM/ANS, FPD/ASD, and ATM network functions’. 2. Paragraph 1 is replaced as follows: ‘1. Member States shall ensure that the appropriate ATM/ANS, FPD/ASD, and ATM network functions are provided in accordance with this Regulation in a manner that facilitates general air traffic, while taking into account safety considerations, traffic requirements and environmental impact.’. 3. New paragraphs 5, 6,7 and 8 are added: ‘(5) When aeronautical data and aeronautical information is originated by parties other than service providers regulated by this Regulation or other than aerodrome operators regulated by Regulation (EU) No 139/2014, Member States shall ensure that: (i) those aeronautical data and aeronautical information meet the requirements laid down in: (A) ATM/ANS.OR.A.085, except those in points (e), (g) and (h); and (B) ATM/ANS.OR.A.090; and (ii) personnel of those parties meet the requirements of ATM/ANS.OR.B.005(a)(6). (6) When it is determined that ATS will be provided in particular portions of the airspace or at particular aerodromes in accordance with paragraph 1, Member States shall ensure that those portions of the airspace or those aerodromes are designated in relation to the ATS that are to be provided. (7) With regard to ASD, when ensuring the appropriate services and functions, as laid down in paragraph 1, the Member State shall ensure that the design criteria laid down in Appendices 1 to Annex XI (Part-FPD) to this Regulation are met. EN 4 EN  (8) Member States shall ensure that maintenance and periodic review of flight procedures for aerodromes and in airspace under their responsibility are conducted.’ Article 4 Article 6(k) of Regulation (EU) 2017/373 is replaced as follows: ‘(k) for providers of flight procedure design services, in addition to the requirements of points (a) and (b), the requirements laid down in Annex XI (Part-FPD) to Regulation (EU) 2017/373;’ Article 5 New paragraphs 4, 5, 6, and 7 are added to Article 10 of Regulation (EU) 2017/373 as follows: ‘(4) In respect of ASD, Member States shall ensure that the design criteria laid down in Appendix 1 to Annex XI (Part-FPD) to this Regulation are met by [27 January 2022]. (5) In respect of FPDSPs, Article 6(k) shall apply from the date of issuance of the certificate, but not later than [27 January 2022]. (6) By way of derogation from paragraph 4, Member States may decide not to apply aspects of Appendix 1 to Annex XI (Part-FPD) to this Regulation, in whole or in part, until [25 January 2024]. When a Member State makes use of this possibility, it shall notify the European Commission and the Agency by [30 November 2021] at the latest. The notification shall describe the scope of the derogation(s) as well as the implementation programme that contains the measures envisaged and the related timing. (7) In respect of service providers, Appendix 3a to Annex VI (Part-AIS) to this Regulation shall apply from 5 November 2020.’. Article 6 The following ‘TABLE OF CONTENTS’ is inserted after Article 10 of Regulation (EU) 2017/373 and before Annex I (Part-DEFINITIONS) thereto, as follows: ‘TABLE OF CONTENTS ANNEX I DEFINITIONS OF TERMS USED IN ANNEXES II to XIII (Part-DEFINITIONS) ANNEX II REQUIREMENTS FOR COMPETENT AUTHORITIES — OVERSIGHT OF SERVICES AND OTHER ATM NETWORK FUNCTIONS (Part-ATM/ANS.AR) SUBPART A — GENERAL REQUIREMENTS (ATM/ANS.AR.A) SUBPART B — MANAGEMENT (ATM/ANS.AR.B) EN 5 EN  SUBPART C — OVERSIGHT, CERTIFICATION AND ENFORCEMENT (ATM/ANS.AR.C) Appendix 1 — CERTIFICATE FOR SERVICE PROVIDER ANNEX III COMMON REQUIREMENTS FOR SERVICE PROVIDERS (Part-ATM/ANS.OR) SUBPART A — GENERAL REQUIREMENTS (ATM/ANS.OR.A) SUBPART B — MANAGEMENT (ATM/ANS.OR.B) SUBPART C — SPECIFIC ORGANISATIONAL REQUIREMENTS FOR SERVICE PROVIDERS OTHER THAN ATS PROVIDERS (ATM/ANS.OR.C) SUBPART D — SPECIFIC ORGANISATIONAL REQUIREMENTS FOR ANS AND ATFM PROVIDERS AND THE NETWORK MANAGER (ATM/ANS.OR.D) Appendix 1 — AERONAUTICAL DATA CATALOGUE ANNEX IV — SPECIFIC REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES (Part-ATS) SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES (ATS.OR) SECTION 1 — GENERAL REQUIREMENTS SECTION 2 — SAFETY OF SERVICES SECTION 3 — SPECIFIC HUMAN FACTORS REQUIREMENTS FOR AIR TRAFFIC CONTROL SERVICE PROVIDERS SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES (ATS.TR) SECTION 1 — GENERAL REQUIREMENTS ANNEX V SPECIFIC REQUIREMENTS FOR PROVIDERS OF METEOROLOGICAL SERVICES (Part-MET) SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF METEOROLOGICAL SERVICES (MET.OR) SECTION 1 — GENERAL REQUIREMENTS SECTION 2 — SPECIFIC REQUIREMENTS Chapter 1 — Requirements for aeronautical meteorological stations Chapter 2 — Requirements for aerodrome meteorological offices Chapter 3 — Requirements for meteorological watch offices Chapter 4 — Requirements for volcanic ash advisory centres (VAACs) Chapter 5 — Requirements for tropical cyclone advisory centres (TCACs) Chapter 6 — Requirements for world area forecast centres (WAFCs) EN 6 EN  SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF METEOROLOGICAL SERVICES (MET.TR) SECTION 1 — GENERAL REQUIREMENTS SECTION 2 — SPECIFIC REQUIREMENTS Chapter 1 — Technical requirements for aeronautical meteorological stations Chapter 2 — Technical requirements for aerodrome meteorological offices Chapter 3 — Technical requirements for meteorological watch offices Chapter 4 — Technical requirements for volcanic ash advisory centres (VAACs) Chapter 5 — Technical requirements for tropical cyclone advisory centres (TCACs) Chapter 6 — Technical requirements for world area forecast centres (WAFCs) Appendix 1 — Template for METAR Appendix 2 — Fixed areas of coverage of WAFS forecasts in chart form Appendix 3 — Template for TAF Appendix 4 — Template for wind shear warnings Appendix 5A — Template for SIGMET and AIRMET Appendix 5B — Template for special air-reports (uplink) Appendix 6 — Template for advisory for volcanic ash Appendix 7 — Template for advisory for tropical cyclones Appendix 8 — Ranges and resolutions for the numerical elements included in a volcanic ash advisory, tropical cyclone advisory, SIGMET, AIRMET, aerodrome warning and wind shear warning ANNEX VI SPECIFIC REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (Part-AIS) SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (AIS.OR) SECTION 1 — GENERAL REQUIREMENTS SECTION 2 — DATA QUALITY MANAGEMENT SECTION 3 — AERONAUTICAL INFORMATION PRODUCTS Chapter 1 — Aeronautical information in a standardised presentation Chapter 2 — Digital data sets SECTION 4 — DISTRIBUTION AND PRE-FLIGHT INFORMATION SERVICES SECTION 5 — AERONAUTICAL INFORMATION PRODUCTS UPDATES SECTION 6 — PERSONNEL REQUIREMENTS EN 7 EN  SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL INFORMATION SERVICES (AIS.TR) SECTION 1 — GENERAL REQUIREMENTS SECTION 2 — DATA QUALITY MANAGEMENT SECTION 3 — AERONAUTICAL INFORMATION PRODUCTS Chapter 1 — Aeronautical information in a standardised presentation Chapter 2 — Digital data sets SECTION 4 — DISTRIBUTION AND PRE-FLIGHT INFORMATION SERVICES SECTION 5 — AERONAUTICAL INFORMATION PRODUCTS UPDATES Appendix 1 — CONTENTS OF THE AERONAUTICAL INFORMATION PUBLICATION (AIP) Appendix 2 — NOTAM FORMAT Appendix 3 — SNOWTAM FORMAT (applicable until 4 November 2020) Appendix 3a — SNOWTAM FORMAT (applicable as from 5 November 2020) Appendix 4 — ASHTAM FORMAT ANNEX VII — SPECIFIC REQUIREMENTS FOR PROVIDERS OF DATA SERVICES (Part-DAT) SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF DATA SERVICES (DAT.OR) SECTION 1 — GENERAL REQUIREMENTS SECTION 2 — SPECIFIC REQUIREMENTS SUBPART B – TECHNICAL REQUIREMENTS FOR PROVIDERS OF DATA SERVICES (DAT.TR) SECTION 1 — GENERAL REQUIREMENTS ANNEX VIII — SPECIFIC REQUIREMENTS FOR PROVIDERS OF COMMUNICATION, NAVIGATION, OR SURVEILLANCE SERVICES (Part-CNS) SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF COMMUNICATION, NAVIGATION, OR SURVEILLANCE SERVICES (CNS.OR) SECTION 1 — GENERAL REQUIREMENTS SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF COMMUNICATION, NAVIGATION, OR SURVEILLANCE SERVICES (CNS.TR) SECTION 1 — GENERAL REQUIREMENTS ANNEX IX — SPECIFIC REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC FLOW MANAGEMENT (Part-ATFM) EN 8 EN  TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC FLOW MANAGEMENT (ATFM.TR) SECTION 1 — GENERAL REQUIREMENTS ANNEX X — SPECIFIC REQUIREMENTS FOR PROVIDERS OF AIRSPACE MANAGEMENT (Part-ASM) TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIRSPACE MANAGEMENT (ASM.TR) SECTION 1 — GENERAL REQUIREMENTS ANNEX XI — SPECIFIC REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (Part-FPD) SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (FPD.OR) SECTION 1 — GENERAL REQUIREMENTS SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (FPD.TR) SECTION 1 — GENERAL REQUIREMENTS Appendix 1 — REQUIREMENTS FOR AIRSPACE STRUCTURES AND FLIGHT PROCEDURES CONTAINED THEREIN ANNEX XII — SPECIFIC REQUIREMENTS FOR THE NETWORK MANAGER (Part-NM) TECHNICAL REQUIREMENTS FOR THE NETWORK MANAGER (NM.TR) SECTION 1 — GENERAL REQUIREMENTS ANNEX XIII — REQUIREMENTS FOR SERVICE PROVIDERS CONCERNING PERSONNEL TRAINING AND COMPETENCE ASSESSMENT (Part-PERS) SUBPART A — AIR TRAFFIC SAFETY ELECTRONIC PERSONNEL SECTION 1 — GENERAL REQUIREMENTS SECTION 2 — TRAINING REQUIREMENTS SECTION 3 — COMPETENCE ASSESSMENT REQUIREMENTS SECTION 4 — INSTRUCTORS AND ASSESSORS REQUIREMENTS Appendix 1 — Basic Training — Shared Appendix 2 — Basic Training — Streams Appendix 3 — Qualification Training — Shared Appendix 4 — Qualification Training — Streams’ EN 9 EN  Article 7 Annex I (Part-DEFINITIONS) to Regulation (EU) 2017/373 is amended in accordance with Annex I to this Regulation. Article 8 Annex II (Part-ATM/ANS.AR) to Regulation (EU) 2017/373 is amended in accordance with Annex II to this Regulation. Article 9 Annex III (Part-ATM/ANS.OR) to Regulation (EU) 2017/373 is amended in accordance with Annex III to this Regulation. Article 10 Annex V (Part-MET) to Regulation (EU) 2017/373 is amended in accordance with Annex IV to this Regulation Article 11 Annex VI (Part-AIS) to Regulation (EU) 2017/373 is amended in accordance with Annex V to this Regulation. Article 12 Annex XI ‘SPECIFIC REQUIREMENTS FOR PROVIDERS OF PROCEDURE DESIGN (Part-ASD)’ to Regulation (EU) 2017/373 is renamed as ‘SPECIFIC REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN (Part-FPD)’ and amended in accordance with Annex VI to this Regulation. Article 13 Regulation (EU) No 139/2014 is amended in accordance with Annex VII to this Regulation Article 14 Regulation (EU) No 73/2010 is repealed. Article 15 This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. EN 10 EN  This Regulation shall be binding in its entirety and directly applicable in all Member States. Done at Brussels, For the Commission The President EN 11 EN European Aviation Safety Agency Opinion No 02/2018 Specific requirements for providers of meteorological services, aeronautical information services/aeronautical information management, and flight procedure design services; common rules for airspace structure design RELATED NPAS/CRDS: 2016-02 (RMT.0477) & 2016-13 (RMT.0445) RMT.0719 EXECUTIVE SUMMARY This Opinion includes the final outcome of rulemaking task (RMT).0477 and RMT.0445, as well as RMT.0719 triggered by the latest International Civil Aviation Organization (ICAO) Annex 3 ‘Meteorological Service for International Air Navigation’ Amendment (77-A). The objectives of the proposal are to: — promote cost-efficiency in the regulatory and certification processes and to avoid duplication at national and European level’ (Article 2(2)(c) of Regulation (EC) No 216/2008); — facilitate the free movement of airspace users across the European airspace; and — ensure regulatory harmonisation across Europe, while assisting Member States (MSs) in fulfilling their obligations under the Convention on International Civil Aviation (also known as the ‘Chicago Convention’), by providing a basis for a common interpretation and uniform implementation of the Chicago Convention’s provisions. This Opinion proposes amendments to the following rules: — Regulation (EU) 2017/373 and Annexes I (Part-Definitions), II (Part-ATM/ANS.AR), III (Part-ATM.ANS.OR), V (Part-MET), VI (Part-AIS), and XI (Part-ASD) thereto; and — Regulation (EU) No 139/2014 and Annexes II (Part-ADR.AR) and III (Part-ADR.OR) thereto. Action area: Airborne conflict (mid-air collisions) (RMT.0445 & 0477) and regular updates (RMT.0719) Affected rules: — Regulation (EU) 2017/373, Part-Definitions, Part-ATM/ANS.AR, Part-ATM/ANS.OR, Part-MET, Part-AIS, and Part-ASD; — Regulation (EU) No 139/2014, Part-ADR.AR, and Part-ADR.OR Affected stakeholders: Providers of ATM/ANS and the Network Manager, especially MET providers, aeronautical information service (AIS) providers, aerodrome operators, air traffic controllers (ATCOs), aircraft operators, GA pilots, MSs, competent authorities (CAs) and EASA Driver: Safety (RMT.0445 & 0477) and efficiency/ Rulemaking group: Yes (RMT.0445 & 0477), no (RMT.0719) proportionality (RMT.0719) Impact assessment: Light(RMT.0445 & 0477), none (RMT.0719) Rulemaking Procedure: Standard (RMT.0445 & 0477), accelerated (RMT.0719) RMT.0477 11.10.2013 28.4.2016 2018/Q1 2018/Q4 2018/Q4 RMT.0445 14.7.2014 25.10.2016 RMT.0719 18.8.2017 20.12.2017 (AB consultation) TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 1 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 Table of contents Table of contents 1. About this Opinion............................................................................................................................... 3 1.1. How this Opinion was developed ....................................................................................................................... 3 1.2. The next steps ..................................................................................................................................................... 4 2. In summary — why and what ............................................................................................................... 5 2.1. Why we need to change the rules — issue/rationale ......................................................................................... 5 2.1.1. Meteorological services (MET) ....................................................................................................................... 5 2.1.2. AIS towards aeronautical information management (AIM) ........................................................................... 5 2.1.3. Flight procedure design (FPD) and airspace structure design (ASD)............................................................... 6 2.2. What we want to achieve — objectives ............................................................................................................. 7 2.3. How we want to achieve it — overview of the proposals .................................................................................. 9 2.3.1. Legal basis, title and scope of Regulation (EU) 2017/373 (in the context of FPD and ASD) ........................... 9 2.3.2. ‘Cover’ Regulation ........................................................................................................................................ 10 2.3.3. Table of contents .......................................................................................................................................... 11 2.3.4. Part-Definitions............................................................................................................................................. 11 2.3.5. Part-ATM/ANS.AR, the certificate template ................................................................................................. 12 2.3.6. Part-ATM/ANS.OR ........................................................................................................................................ 12 2.3.7. Part-MET ....................................................................................................................................................... 12 2.3.8. Part-AIS ......................................................................................................................................................... 13 2.3.9. Part-FPD........................................................................................................................................................ 16 2.3.10. The ADR Regulation ...................................................................................................................................... 17 2.4. What are the stakeholders’ views — outcome of the consultation ................................................................. 17 2.4.1. Outcome of the focused consultation under RMT.0719 ............................................................................... 17 2.4.2. Outcome of the NPA 2016-02 public consultation........................................................................................ 18 2.4.3. Outcome of the NPA 2016-13 public consultation........................................................................................ 20 2.5. What are the expected benefits and drawbacks of the proposals ................................................................... 21 2.5.1. MET............................................................................................................................................................... 21 2.5.2. AIS towards AIM ........................................................................................................................................... 22 2.5.3. FDP and ASD ................................................................................................................................................. 24 2.5.4. General feedback from stakeholders’ consultation of the RIAs .................................................................... 26 3. References ........................................................................................................................................ 27 3.1. Affected regulations ......................................................................................................................................... 27 3.2. Related decisions .............................................................................................................................................. 27 3.3. Other reference documents ............................................................................................................................. 27 4. Appendices........................................................................................................................................ 29 TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 2 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 1. About this Opinion 1. About this Opinion 1.1. How this Opinion was developed The European Aviation Safety Agency (EASA) developed this Opinion in line with Regulation (EC) No 216/20081 (hereinafter referred to as the ‘Basic Regulation’) and the Rulemaking Procedure2. This rulemaking activity is included in the EASA 5-year Rulemaking Programme3 under rulemaking tasks RMT.0477, RMT.0445, and RMT.0719. The scope and timescales of the tasks were defined in the related ToRs4. The draft text of this Opinion results from: — The consultation of the following NPAs5 with the interested parties, including industry, national aviation authorities (NAAs) and social partners:  NPA 2016-02 ‘Technical requirements and operational procedures for aeronautical information services and aeronautical information management’, published on 28 April 2016; and  NPA 2016-13 ‘Technical requirements and operating procedures for airspace design, including flight procedure design’, published on 25 October 2016. — The consultation with the EASA Advisory Bodies (ABs) in accordance with Article 16 ‘Special rulemaking procedure: accelerated procedure’ of MB Decision No 18-2015 of a proposal to amend Annex V (Part-MET) to Regulation (EU) 2017/373 under RMT.0719. That proposal was deemed necessary to transpose the newly introduced International Civil Aviation Organization (ICAO) Annex 3 Amendment 77-A provisions into the European Union (EU) regulatory framework. The aim was to resolve persisting discrepancies between the applicability of EU rules and the originating ICAO provisions. For that purpose, an ICAO-EU synchronisation mechanism was developed to enable the management of such regular updates of EU rules, stemming from the latest amendments to ICAO provisions (i.e. Standards and Recommended Practices (SARPs), procedures, documents). In reference to NPA 2016-02, 1090 comments were submitted by service providers, aeronautical information services (AIS) providers, aerodrome operators, NAAs, industry and professional associations. EASA reviewed the comments received with the assistance of a group of experts, which 1 Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p. 1) (http://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1467719701894&uri=CELEX:32008R0216). 2 EASA is bound to follow a structured rulemaking process as required by Article 52(1) of Regulation (EC) No 216/2008. Such a process has been adopted by the EASA Management Board (MB) and is referred to as the ‘Rulemaking Procedure’. See MB Decision No 18-2015 of 15 December 2015 replacing Decision 01/2012 concerning the procedure to be applied by EASA for the issuing of opinions, certification specifications and guidance material (http://www.easa.europa.eu/the-agency/management- board/decisions/easa-mb-decision-18-2015-rulemaking-procedure). 3 http://easa.europa.eu/rulemaking/annual-programme-and-planning.php 4 — RMT.0477: https://www.easa.europa.eu/document-library/terms-of-reference-and-group-compositions/tor-rmt0477-rmt0478 — RMT.0445: https://www.easa.europa.eu/document-library/terms-of-reference-and-group-compositions/tor-rmt0445 — RMT.0719: https://www.easa.europa.eu/document-library/terms-of-reference-and-group-compositions/tor-rmt0719 5 In accordance with Article 52 of Regulation (EC) No 216/2008 and Articles 6(3) and 7 of the Rulemaking Procedure. TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 3 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 1. About this Opinion was composed of the former RMG RMT.0477 members, other AIS experts and national authorities’ representatives (who extensively contributed to the NPA consultation). This group held 5 meetings in the period from April 2017 to July 2017 and contributed to the review of the majority of the comments. In reference to NPA 2016-13, 586 comments were submitted by industry, NAAs, and social partners’ representatives. In order to take an informed decision, EASA also held a focused consultation in the form of a thematic meeting that took place on 5-6 September 2017 to analyse the identified issues raised by stakeholders during the NPA public consultation as well as to establish guidance for the review of the proposals towards drafting this Opinion. Said meeting was attended not only by members of RMG RMT.0445, but also by other experts who contributed actively to the NPA consultation. EASA has assessed and responded to the comments received on the above-mentioned NPAs. The comments received and EASA responses thereto are presented in the respective Comment-Response Documents (CRDs) 2016-02 and 2016-13.6 In the context of RMT.0719, EASA has taken the decision to follow the procedure laid down in Article 16 of MB Decision No 18-2015 as explained above, as this regulatory proposal is expected to have a negligible impact and addresses an issue of non-controversial nature. The final text of this Opinion and the draft regulation has been developed by EASA based on the guidelines received during the NPAs and focused consultation (RMT.0445 and RMT.0477) as well as ABs consultation (RMT 0719). The draft rule text proposed by EASA is published on the EASA website7. The major milestones of this rulemaking activity are presented on the title page. 1.2. The next steps This Opinion contains the proposed amendments to Regulation (EU) 2017/3738 and Regulation (EU) No 139/20149 (the ‘ADR Regulation’), as well as their potential impacts. It is submitted to the European Commission to be used as a technical basis in order to prepare an EU regulation. For information, EASA published the draft text of the related EASA decision containing the associated AMC/GM. These draft AMC/GM, without prejudice to their final text, will be aligned with the implementing rules (IRs). EASA will publish the final decision amending the AMC/GM issued in accordance with ED Decision 2017/001/R once the European Commission has adopted the regulation. 6 http://easa.europa.eu/document-library/comment-response-documents 7 http://easa.europa.eu/document-library/opinions 8 Commission Implementing Regulation (EU) 2017/373 of 1 March 2017 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, repealing Regulation (EC) No 482/2008, Implementing Regulations (EU) No 1034/2011, (EU) No 1035/2011 and (EU) 2016/1377 and amending Regulation (EU) No 677/2011, (OJ L 62, 8.3.2017, p.1) (http://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1511968302703&uri=CELEX:32017R0373). 9 Commission Regulation (EU) No 139/2014 of 12 February 2014 laying down requirements and administrative procedures related to aerodromes pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 44, 14.2.2014, p. 1) (http://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1511972494718&uri=CELEX:32014R0139). TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 4 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what 2. In summary — why and what 2.1. Why we need to change the rules — issue/rationale 2.1.1. Meteorological services (MET) Annex V (Part-MET) to Regulation (EU) No 2017/373 sets out the specific requirements for the providers of meteorological services (MET) within the EU, by transposing the relevant ICAO Annex 3 provisions. Such transposition takes into account the specific requirements of the European airspace structure, which are appropriate and proportionate for the provision of MET within the EU. The current version of Part-MET is aligned, to a great degree, with ICAO Annex 3 Amendment 77-A. Indeed, Part-MET has already introduced, as recommended practice, the provision in digital format of volcanic ash advisory (VAA), tropical cyclone advisory (TCA), aerodrome routine meteorological report (METAR), aerodrome special meteorological report (SPECI), terminal aerodrome forecast (TAF), and information on the occurrence or expected occurrence of specified hazardous en-route weather and other phenomena in the atmosphere which may affect the safety of aircraft and low-level aircraft operations (AIRMET and SIGMET). Part-MET is also aligned with the other minor modifications and editorials transposed into said ICAO Annex 3 Amendment 77-A. However, the following elements were not transposed into Part-MET:  the references to additional flight levels in upper-air grid point forecasts provided by the world area forecast centres (WAFCs);  the replacement of ‘aeronautical fixed service satellite distribution systems’ with ‘aeronautical fixed service Internet-based services’; and  more importantly, the update of Table A6-1 (SIGMET, AIRMET, and special air-report (uplink)). These updates are considered necessary to improve the provision of information relating to hazardous meteorological conditions. In addition, the improved world area forecast system (WAFS) information will enhance the situational awareness and contribute to a more efficient routing, including around hazardous meteorological conditions. In consequence, the proposed amendment to Part-MET is intended to harmonise, as soon as possible, Regulation (EU) 2017/373 with ICAO Annex 3 Amendment 77-A, which is applicable since 10 November 2016. 2.1.2. AIS towards aeronautical information management (AIM) AIS providers in Europe provide and manage aeronautical data and aeronautical information in a very complex data chain where aeronautical ‘service provision’ is still primarily focused on paper/electronic data management practices. These practices may result in errors and inconsistencies in published aeronautical information. Air traffic management (ATM) is dependent on the provision of timely, relevant, accurate, and quality-assured information that ensures an efficient distribution method of aeronautical data and aeronautical information. During the last decades, the role and importance of aeronautical data and aeronautical information has changed significantly with the advent of the internet era as well as the implementation of area navigation (RNAV), required navigation performance (RNP), ATM requirements, and airborne TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 5 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what computer-based navigation systems. This requires that the way aeronautical information is provided is accordingly adapted. Therefore, the provision and management of aeronautical data and aeronautical information is expected to meet the operational demands in order to have the right information in the right place at the right time. Through this Opinion, EASA proposes implementing measures to reflect the current developments in the aeronautical data and aeronautical information environment. This will ensure the following:  quality aeronautical data and aeronautical information are provided in a timely manner, with the accuracy and resolution appropriate for their intended use, and  the required integrity levels are met and maintained throughout the management process, supporting all phases of flight. Furthermore, the proposed rules on aeronautical data and aeronautical information will provide, for the first time at European level, a clear regulatory framework of AIS/AIM for those entities involved in the management of aeronautical data and aeronautical information. This will be achieved: — by transposing into the EU framework (cf. Regulations (EU) 2017/373 and (EU) No 139/2014) the latest proposed amendment to ICAO Annex 15 ‘Aeronautical Information Services’ as well as the new Procedures for Air Navigation Services — Aeronautical Information Management (PANS-AIM); and — by repealing the current Regulation (EU) No 73/2010 (the ‘ADQ Regulation’)10 on the quality of aeronautical data and aeronautical information for the single European sky (SES) as it is not considered adequate to maintain two different regulations with several overlapping requirements. 2.1.3. Flight procedure design (FPD) and airspace structure design (ASD) The organisation of the airspace has a direct effect on the trajectory followed by aircraft; the poor and/or erroneous design of flight procedures as well as of airspace structures not only increases the risk of incidents or accidents, but also hinders the air traffic services (ATS) from maintaining and expediting an orderly air traffic flow. In an EASA study11, the complexity of the airspace structure was identified also as a safety issue that needs to be addressed. Said study highlighted as the greatest risk in controlled airspace the airspace infringements by General Aviation (GA) pilots lacking awareness of both the complex airspace structure and the services provided in different airspace types. Therefore, the design of flight procedures and of airspace structures plays an essential role in the safety of air operations and is also a key enabler for the implementation of new navigation concepts such as performance-based navigation (PBN). Therefore, the consistent and harmonised design of flight procedures and of airspace structures contributes to ensuring safe operations within the European airspace. In the discussions that led to the Member States (MSs)’ approval of Regulation (EU) 2017/373 (also known as ‘common requirements for service providers’), the MSs were of the opinion that the ASD (as opposed to FPD) is their sovereign State function and should thus not be part of the certification 10 Commission Regulation (EU) No 73/2010 of 26 January 2010 laying down requirements on the quality of aeronautical data and aeronautical information for the single European sky (OJ L 23, 27.1.2010, p. 6) (http://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1512039088315&uri=CELEX:32010R0073) 11 EASA Mid-Air Collision/Airprox Study, 2016. TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 6 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what scheme for service providers of air traffic management/air navigation services (ATM/ANS) and other ATM network functions. However, it was duly acknowledged that the technical requirements for ASD would be most effective at EU level as the harmonised rules across the EU would purposefully address the identified safety issues. Otherwise, the national rules would continue to contain numerous differences between the MSs; therefore, the issues identified would not be resolved and could even deteriorate over the years with the increase of traffic and the implementation of new airspace-related solutions, such as those stemming from the single European sky ATM research (SESAR) programme. The approach taken in this Opinion not to prescribe a specific organisational model so that the different national models are accommodated was well-received by stakeholders as it, and to considers the varying degrees of involvement of the affected parties in each MS. This is especially the case in those MSs where different authorities are involved, e.g. Ministry of Transport, Ministry of Defense, NAAs, air navigation service providers (ANSPs). Hence, it was essential to provide a certain amount of flexibility in this area of activities, and allow the stakeholders to maintain their role and models under national legislation. On the other hand, through this Opinion, EASA proposes IRs for the flight procedure design service providers (FPDSPs) which: — fully respect the principle of proportionality, as a cornerstone of any legislation in the EU, and — comply with Article 8b(7)(b) of the Basic Regulation requiring the ATM/ANS IRs to ‘be proportionate to the type and complexity of the services provided’. The IRs should also allow for new operational concepts that support the continuous development and performance of the European airspace. Finally, this proposal takes into consideration the ICAO SARPs related to this activity and builds on the requirements of the existing SES Regulations12, as far as applicable. 2.2. What we want to achieve — objectives The overall objectives of the EASA system are defined in Article 2 of the Basic Regulation. This proposal will contribute to the achievement of the overall objectives by addressing the issues outlined in Chapter 2. The specific objectives of this proposal are, therefore, to: — ‘promote cost-efficiency in the regulatory and certification processes and to avoid duplication at national and European level’ (Article 2(2)(c) of the Basic Regulation); 12 — Regulation (EC) No 549/2004 of the European Parliament and of the Council of 10 March 2004 laying down the framework for the creation of the single European sky (the framework Regulation) — Statement by the Member States on military issues related to the single European sky (OJ L 96, 31.3.2004, p. 1) (http://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1512392883331&uri=CELEX:32004R0549); — Regulation (EC) No 550/2004 of the European Parliament and of the Council of 10 March 2004 on the provision of air navigation services in the single European sky (the service provision Regulation) (OJ L 96, 31.3.2004, p. 10) (http://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1512386945523&uri=CELEX:32004R0550); — Regulation (EC) No 551/2004 of the European Parliament and of the Council of 10 March 2004 on the organisation and use of the airspace in the single European sky (the airspace Regulation) — Commission statement (OJ L 96, 31.3.2004, p. 20) (http://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1512393082871&uri=CELEX:32004R0551); and — Regulation (EC) No 552/2004 of the European Parliament and of the Council of 10 March 2004 on the interoperability of the European Air Traffic Management network (the interoperability Regulation) (OJ L 96, 31.3.2004, p. 26) (http://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1512393186545&uri=CELEX:32004R0552). TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 7 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what — facilitate the free movement of airspace users and services across the European airspace; and — ensure regulatory harmonisation across Europe, while assisting MSs in fulfilling their obligations under the Chicago Convention, by providing a basis for a common interpretation and uniform implementation of the ICAO provisions. These objectives will be achieved: — through the uniform implementation of ICAO Annex 3, by transposing its latest amendment, i.e. ICAO Annex 3 Amendment 77-A, into the EU regulatory framework; — by ensuring that the aeronautical data and aeronautical information are originated, assembled, formatted, edited, published, and finally provided at the required level of quality to the intended user and for all flight phases; and — by creating properly designed, documented and validated flight procedures and airspace structures, including maintenance and periodic review thereof, in a coherent manner, before they can be deployed and used by aircraft. This Opinion proposes amendments to the following rules: — Regulation (EU) 2017/373, especially Part-Definitions, Part-ATM/ANS.AR, Part-ATM/ANS.OR, Part-MET, Part-AIS, and Part-ASD thereof, as regards specific requirements for providers of MET, AIS/AIM, and flight procedure design (FPD), as well as for service providers when originating aeronautical data. In addition, the Opinion addresses the responsibilities of the MSs in reference to the organisations involved in the origination of aeronautical data and proposes a common framework for ASD; and — Regulation (EU) No 139/2014, especially Part-ADR.OR and Part-ADR.OPS thereof, by addressing the responsibility of aerodrome operators as regards the provision of aeronautical data and flight procedures as well as any changes thereto. Figure 1 below illustrates the structure of Regulation (EU) 2017/373, highlighting the parts that are proposed to be amended by this Opinion: TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 8 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what — Cover Regulation Cover Regulation — Annex I: Definitions of terms used in Annexes II to XIII — Annex II: Requirements for competent authorities — Annex I Annex II Part- Provision of services and other ATM network Definitions ATM/ANS.AR functions — Annex III: Common requirements for service Annex III Annex IV providers Part- ATM/ANS.OR Part-ATS — Annex IV: Specific requirements for providers of air traffic services — Annex V: Specific requirements for providers of Annex V Annex VI meteorological services Part-MET Part-AIS — Annex VI: Specific requirements for providers of aeronautical information services Annex VII Annex VIII — Annex VII: Specific requirements for providers of Part-DAT Part-CNS data services — Annex VIII: Specific requirements for providers of Annex IX Annex X communication, navigation, or surveillance services Part-ATFM Part-ASM — Annex IX: Specific requirements for providers of air traffic flow management Annex XI Annex XII — Annex X: Specific requirements for providers of airspace management Part-ASD Part-NM — Annex XI: Specific requirements for providers of flight procedure design services Annex XIII — Annex XII: Specific requirements for the Network Part-PERS Manager — Annex XIII: Requirements for service providers concerning personnel training and competence assessment Figure 1 2.3. How we want to achieve it — overview of the proposals 2.3.1. Legal basis, title and scope of Regulation (EU) 2017/373 (in the context of FPD and ASD) During the NPA 2016-13 public consultation, several commentators questioned not only the legal basis of the proposal but also the title of the overarching Regulation (EU) 2017/313. It was proposed to amend them to specifically include FPD and ASD in order to ensure consistency among the title of the Regulation, the subject matter, and its scope laid down in Article 1 thereof. In reference to the legal basis for regulating FPD and ASD, both EASA and the stakeholders acknowledge that FPD and ASD are not explicitly mentioned under the ATM/ANS definition neither in the Basic Regulation nor Regulation (EC) No 549/2004. However, Article 8b(6)(a) of the Basic Regulation as well as Point 2(i) of Annex Vb to said Regulation include the obligation to ensure safe FPD and ASD. Specifically, ‘airspace design’ is mentioned in said Annex Vb, which contains the ‘essential TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 9 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what requirements for ATM/ANS and air traffic controllers’. In this context, it should be noted that the revision of the Basic Regulation is currently under discussion between the European Parliament and the European Council (co-decision procedure). Whilst the discussion is based on a European Commission’s proposal, the aforementioned co-legislators are entitled to make amendments to the proposed text. During the discussion, it was proposed to amend the ATM/ANS definition in order to explicitly list all the ATM/ANS services therein. Thus, no amendment to the title of the Regulation would be required. However, EASA kindly invites the European Commission to consider this issue during the adoption process of this proposal. In this regard, it would be possibly required to adjust the related provisions in Articles 1 and 2 as well as the title and provisions of Article 3 of the draft Regulation proposed by this Opinion. 2.3.2. ‘Cover’ Regulation Amendment of paragraph 1 of Article 3 In addition to the point raised in the previous Section, EASA took account of ICAO Resolution A39-2 in response to a specific comment: ‘Whereas airspace management and design can play a role in addressing the impacts of aviation greenhouse gas emissions on the global climate, and the related economic and institutional issues need to be addressed by States, either individually or collectively on a regional basis; […]’. As a consequence, Article 3(1) is proposed to be amended so that Member States take into consideration the environmental impact when ensuring the provision of the appropriate services. New paragraph 5 of Article 3 This new paragraph is introduced to include requirements applicable to entities originating data for aviation purposes. Such entities (e.g. geodetic institutes, surveyors) are essential players involved from the very beginning of the aeronautical data chain. They affect a service delivered by a service provider as they create, modify or delete aeronautical information and aeronautical data for aviation purposes. Therefore, there is a need to ensure that when they originate aeronautical information and aeronautical data, they provide data of sufficient quality to the next user. This new paragraph 5 of Article 3 refers to Annex III (Part-ATM/ANS.OR). The data origination requirements for service providers thus apply analogously also to such entities. These requirements were previously introduced in Appendix 1 to Article 3 in NPA 2016-02. Hence, said Appendix has been removed. The responsibility of the MSs to ensure that such entities do enforce such requirements remains. Some guidance to assist MSs in managing those entities is also provided. The scope of the provisions includes visual flight rules (VFR) aerodromes. However, MSs maintain the flexibility to decide to what extent these provisions will apply to said aerodromes, depending on each national context and the way the provisions are included (or not) in the aeronautical information publication (AIP). New paragraphs 6, 7 and 8 of Article 3 The new paragraph 6 addresses the MSs responsibilities with regard to designation of the portion of the airspace and aerodromes where ATS are to be provided. The initial proposal was provided in NPA 2016-13 as Appendix 3 to Article 3. For further details, please refer to Section 2.3.9. TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 10 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what As the ASD should be a sovereign function of the MSs (see Section 2.1.3. above), the new paragraphs 7 and 8 are added to Article 3 to address the MSs obligations with regard to: — the ASD, by ensuring that the design criteria laid down in the new draft Appendices 1 to the new draft Annex XI (Part-FPD) are met; and — the maintenance and periodic review of flight procedures for aerodromes and in the airspace under their responsibility. Paragraph k of Article 6 This paragraph is amended to address the introduction of certification requirements for FPDSPs. Article 10 It provides for the entry into force of Regulation (EU) 2017/373 as well as the applicability dates for service providers. In respect of the AIS/AIM requirements, three options were considered to address the synchronisation of ICAO provisions introduced by State Letter AN 2/2.1.1-17/22 amending ICAO Annex 15. The proposed ICAO amendment also has an impact on the current rules, in particular Regulation (EU) No 73/2010 with regard to data quality requirements (DQRs), as Regulation (EU) 2017/373 proposes to repeal said Regulation. The three options were presented at the Single Sky Committee (SSC) meeting in October 2017. Based on the outcome of this meeting, EASA has not proposed any amendments to the applicability date of the AIS/AIM rules. On the other hand, the majority of the NPA 2016-13 commentators invited EASA to limit up to 24 months the transition period, based on the applicability date of the amended Regulation (EU) 2017/373. As this date is 2 January 2020, the proposed rule should apply at the latest by 27 January 2022, taking also into account the AIRAC date. In addition, one MS indicated that it currently does not comply with some of the requirements stemming from the ICAO Annex 11 ‘Air Traffic Services’ provisions, especially elements of the ASD, but that it intends to do so. Consequently, it requested a transitional period until January 2024. This would create considerably less operational and administrative burden as well as cost not only to the MS itself, but also to the service providers, including FPDSPs, and to the airspace users as well. Therefore, EASA has proposed a more flexible transition period in Article 10 of Regulation (EU) 2017/373, which was also well received during the RMT.0445 focused consultation. 2.3.3. Table of contents EASA believes that a table of contents will improve the readability of Regulation (EU) 2017/373 and ease the identification of its parts, subparts, and sections. Therefore, this Opinion proposes to introduce such a table of contents after Article 10 of Regulation (EU) 2017/373 and before Annex I (Part-DEFINITIONS) thereto. 2.3.4. Part-Definitions New definitions are introduced based on those contained in ICAO Annexes 11 and 15 as well as the new PANS-AIM. TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 11 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what Only those terms used in the AIS/AIM and FPD rules have been considered. The majority of them are transposed unchanged into Regulation (EU) 2017/373. In some cases, the related notes are also included to complement the definition and further explain how this term needs to be understood. In addition, two new important terms are now proposed to be defined: ‘aeronautical information services (AIS) provider’ and ‘electronic AIP (eAIP)’. 2.3.5. Part-ATM/ANS.AR, the certificate template Based on the certificate template in Regulation (EU) 2017/373, this Opinion proposes to amend the attachment to the service provider’s certificate to introduce the various types and scopes of AIS/AIM and FPD. 2.3.6. Part-ATM/ANS.OR Besides the general requirement for service providers to provide their aeronautical data to the AIS provider (not included in NPA 2016-02), the proposal contains the necessary requirements for service providers when they act as parties originating, processing or transmitting aeronautical data to the AIS provider, including requirements on data management and data quality. In order to ensure data quality throughout the entire data chain, service providers should meet the same requirements as AIS providers or aerodrome operators when originating, processing or transmitting aeronautical data. Moreover, the proposal introduces a common reference system for all relevant service providers. As this reference system is not only described in ICAO Annex 4 ‘Aeronautical Charts’ and 15 ‘AIS’, but also in ICAO Annex 11 ‘ATS’ and 14 ‘Aerodromes’, it is an ICAO transverse provision. Therefore, it is not meant to be applied only by AIS providers, but also by any other service provider that needs to use it for the performance of their duties. 2.3.7. Part-MET The proposed amendments to Part-MET stem from ICAO Annex 3 Amendment 77-A. However, EASA took the alignment with ICAO as an opportunity to also propose necessary changes to improve the current rule text and ensure consistency throughout Part-MET. Changes stemming from ICAO latest amendment 77-A — In point MET.TR.275(b)(3)(i),(ii),(iii) and (viii), additional flight levels for WAFC upper-air grid point forecast are included. — Following the Amendment 77-A change to the templates for SIGMET, AIRMET and special air-report uplink (former Table A6-1), Appendix 5 to Part-MET is changed to Appendix 5A to include only the template for SIGMET and AIRMET, whereas the new Appendix 5B now contains the special air-report (uplink) template. — The references to legacy ‘aeronautical fixed service satellite distribution systems’ are removed and replaced with ‘aeronautical fixed service Internet-based services’. Changes for improvement and consistency — In points MET.OR.205 and MET.OR.210, the reference to ‘at aerodromes serving scheduled international commercial air transport operations’ is removed from the introductory sentence. This change is proposed to maintain the safety principle that the reporting and observing of TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 12 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what meteorological elements shall be ensured at all aerodromes and not only at such commercial air transport (CAT) aerodromes. The current possibility of exemption granted by the competent authority (CA) for the case of aerodromes not serving scheduled international CAT operations is considered sufficient to cover the exemption cases when needed. Therefore, the proposal will continue allowing small aerodromes not to provide all the MET elements listed in this requirement, if authorised by the CA. — The terms ‘local routine report and local special reports’, ‘local routine and local special reports’ and ‘local routine and special reports’ are corrected to read ‘local routine and local special report’ (in singular) to improve consistency throughout Part-MET. Additionally, where appropriate, ‘local routine report and local routine special report and METAR’ has been replaced with ‘local routine report, local special report and METAR’ to improve readability without changing the meaning of the requirement. — In point MET.TR.205(e), cloud base reporting above 10 000 ft is clarified in order to cater for mountainous areas regarding MSA and ‘cloud of operational significance’. — In the definitions and in the rule text, the term ‘message’ is removed in SIGMET and AIRMET to eliminate the confusion between the terms ‘SIGMET’ and ‘SIGMET message’; Part-Definitions of Regulation (EU) No 2017/373 includes different definitions for each of the above-mentioned terms. The proposal amendment clarifies what is understood by a SIGMET and what by an AIRMET, and is in line with ICAO Annex 3. — Changes are made to the phraseology and structures of some points (e.g. references to the geography markup language (GML)). — In point MET.TR.265, the example of volcanic ash advisory information in graphical format is removed and included in AMC1 MET.TR.265(c) (using European examples). — AMC1 MET.TR.270(b) on tropical-cyclones advisory centres is moved to GM1 MET.TR.270(b) and updated with more relevant tropical cyclone advisories based on European and not ICAO Annex 3 examples for outside Europe. The example of tropical cyclone advisory information in graphical format is removed and included in AMC1 MET.TR.270(d) (using European examples); — Editorial updates are introduced in the template for METAR, TAF, wind shear warnings, local routine reports, and local special reports, as well as in the related tables on ‘ranges and resolution’. The changes to those tables are consequential to and consistent with the aforementioned changes, and include editorial corrections such as the removal of unnecessary indentation. In addition, the reference to ‘RERASN’ is included in the supplementary information although it is not contained in ICAO Annex 3. ‘RERASN’ will be reintroduced in the next ICAO Annex 3 amendment; therefore, the change is proposed to be proactively aligned with the future change at ICAO level. 2.3.8. Part-AIS Part-AIS is amended to introduce requirements applicable to AIS providers. The proposed requirements reflect and complement the current AIS.OR.100(a) and (b) of Regulation (EU) 2017/373. In addition, the proposed technical requirements replace the content of AIS.TR.100 ‘Working methods and operating procedures for the provision of aeronautical information services’. TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 13 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what Part-AIS is divided into two categories: data quality requirements based on Regulation (EU) No 73/2010, and data provision requirements (products and services) based on the latest proposed amendment to ICAO Annex 15 and the new PANS-AIM. Data quality requirements are introduced to ensure that AIS providers perform their data origination activities at the required quality level to meet the intended use of the data. The data quality requirements are based on the ADQ Regulation. A pragmatic approach has been adopted to ensure that AIS providers meet their obligations as well as the objectives of the ADQ Regulation. The following are the main elements of the proposal: — A data catalogue is introduced based on the one developed by ICAO. It is a table presenting the scope of data that can be collected and maintained by the AIS providers. It also provides a common terminology that can be used by organisations involved in the origination of aeronautical data. Additionally, it contains the accuracy and integrity requirements for the determination and reporting of aeronautical data to the AIS providers, as well as the resolution and integrity requirements for the publication and charting of products, including aeronautical data. Furthermore, it details data elements in terms of field names, field types and field definitions. Finally, it is used as a reference for aeronautical data origination and publication requirements, as applicable. — Data exchange: the proposal does not require AIS providers to exchange data in accordance with AIXM 5.1. Instead, a performance-based approach is introduced, allowing the AIS providers to choose the most suitable model for data exchange as long as this model is globally interoperable between the relevant parties. This means that the aeronautical information exchange model (AIXM) is required to be used, while a specific version thereof is not imposed. This approach is in line with ICAO Annex 15. — Data protection: the proposal introduces requirements for AIS providers to ensure that aeronautical data and aeronautical information are verified and validated. This mechanism prevents the accidental or malicious alteration of aeronautical data and aeronautical information. The verification and validation processes ensure that aeronautical data and aeronautical information are protected and that their quality is not degraded or, if it is, that the degradation will be identified and corrected. Hence, this Opinion does not propose to apply a specific cyclic redundancy check (CRC) algorithm for the protection of data. The related GM explains how this aeronautical data and aeronautical information is ensured, and underlines the use of CRCs as an example of a digital error detection technique. This pragmatic approach is also in line with ICAO Annex 15. Data provision requirements are the aeronautical products and services requirements stemming from the latest proposed amendment to ICAO Annex 15 and the new PANS-AIM. The related ICAO appendices (AIP content, NOTAM, SNOWTAM and ASHTALM format) are transposed as such with some minor editorial changes. In addition, the proposal is adapted to the current practices of the European AIS providers and made proportionate to their activities. — Aeronautical charts requirements were revised during the consultation period. While NPA 2016-02 developed light requirements based on ICAO Annex 4, this Opinion now strictly follows the ICAO Annex 15 approach, by listing the aeronautical charts that need to be published TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 14 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what by the AIS providers when they are made available. The way these charts are produced must be in accordance with ICAO Annex 4. — NOTAM: the proposal recognises that in the case of NOTAM or digital NOTAM that are crucial to ensure the safety of flight, it is not always possible to comply with all the relevant data quality requirements. Therefore, the NOTAM office may issue a NOTAM not meeting the data quality requirements. However, when doing so, it has to ensure at the minimum that the party originating the aeronautical data is authorised and/or an eligible/reasonable source, that the content is plausible and that the data quality requirements are validated post publication. — Digital data sets for AIP, terrain and obstacle, aerodrome mapping, and instrument flight procedures are to be published by the AIS providers only when they are made available to them (decision of the MS). This approach is in line with the latest proposed amendment to ICAO Annex 15. This Opinion also takes into account the fact that the AIP data set is a new requirement stemming from ICAO and that its technical implementation is considered a challenge, even beyond 2020. — AIP content (Appendix 1 to Part-AIS): the proposal introduces Appendix 2 ‘Contents of the aeronautical information publication (AIP)’ of the new PANS-AIM. However, some additions are proposed as a consequence of other EU regulations or ongoing EASA RMTs. More specifically:  ENR 1.3 ‘Instrument flight rules’, ENR 3.5 ‘Other routes’, free route airspace (FRA) general procedures, as well as its description are introduced, stemming from Regulation (EU) No 923/2012 (the ‘SERA Regulation’)13;  ENR 2.2 ‘Other regulated airspace’, as well as the description of radio-mandatory zones (RMZs) and transponder-mandatory zones (TMZs) are also added, as a consequence of the SEAR Regulation requirements; and  AD 2.23 ‘Additional information’, as well as specific information regarding remote-tower aerodrome ATS are introduced with regard to the following: o indication of such provision; o description of the location of the signaling lamp; o communication methods; o action required by the airspace users following an emergency/abnormal situation and possible contingency measures; and o the interdependencies of service availability or indication of aerodromes not suitable for diversion from the aerodrome. 13 Commission Implementing Regulation (EU) No 923/2012 of 26 September 2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing Regulation (EU) No 1035/2011 and Regulations (EC) No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010 (OJ L 281, 13.10.2012, p. 1) (http://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1515409274101&uri=CELEX:32012R0923). TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 15 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what 2.3.9. Part-FPD The specific requirements to be complied with by the FPDSPs, in addition to the amended common requirements laid down in Annex III (Part-ATM/ANS.OR) to Regulation (EU) 2017/373 are proposed in this Part, which is divided into two subparts: — SUBPART A ‘Additional organisation requirements for the providers of flight procedure design services (FPD.OR)’; and — SUBPART B ‘Technical requirements for the providers of flight procedure design services (FPD.TR)’. FPD.OR.100 on FPD services sets up the scope and objectives of the FPDSP’s activities. Based on the NPA 2016-13 public consultation, this requirement was revised to improve its clarity. It now specifies that the FPDSP performs the design and documentation of flight procedures and/or the validation of flight procedures considering that the MS concerned carries the responsibility for the overall process of maintenance and periodic review of flight procedures for aerodromes and in airspace under their responsibility. Regulation (EU) 2017/373, especially Part-ATM/ANS.OR, already includes requirements on the management system, while FPD.OR.105, FPD.OR.110 and FPD.OR.115 address the additional specific organisation requirements on the management system and record-keeping as well as on the technical and operational competences and capabilities applicable only to FPDSPs. FPD.OR.115 ‘Required interfaces’ addresses the responsibilities of the FPDSP in the aeronautical data chain and is one of the most essential requirements, ensuring that the SES objectives on interoperability with respect to data are achieved. FPD.TR.100 and FPD.TR.105 form the technical requirements framework for the design of flight procedures, by: — introducing the FPD criteria specified in Appendices 1 and 2 to this Part; and — defining the coordinates and aeronautical data to be used in addition to ATM/ANS.OR.A.090 ‘Common reference systems for air navigation’ that was already proposed by NPA 2016-02. The formerly proposed Appendix 2 and Appendix 3 to Article 3 on design and designation criteria were reconsidered and further reworked. Following the legal drafting guidelines, the former Appendix 2 became Appendix 1 to Part-FPD. It contains requirements for airspace structures and flight procedures contained therein. Based on the NPA 2016-13 public consultation and the discussion during the related focused consultation under RMT.0445, EASA redrafted some of the Appendix 1 requirements towards more performance-based rules: the essential elements are kept at IR level (e.g. when identifying standard departure and arrival routes and associated procedures), while the details are to be found in the related AMC. This approach not only provides stakeholders with a certain degree of flexibility, but also ensures compliance of the EU rules with the ICAO provisions. In addition, the formerly proposed Appendix 3 to Article 3 on ‘Designation of the portions of the airspace where ATS will be provided’ was reconsidered and further reworked by EASA. As explained in Section 2.3.2, the new paragraph 6 of Article 3 addresses the MSs responsibilities with regard to designation of the portion of the airspace and aerodromes where ATS are to be provided. TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 16 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what In this context, RMG RMT.0445 did not reach a consensus on the designation issue of airspace zones, especially where aerodrome flight information service (AFIS) and alerting service are to be provided. Therefore, stakeholders were requested to specifically provide their feedback on the matter during the NPA 2016-13 public consultation, but no clear preference was indicated. However, a wide range of stakeholders indicated that the correct term used for that purpose is traffic information zone (TIZ) rather than flight information zone (FIZ). Considering the links with other Annexes to Regulation (EU) 2017/373 (e.g. Part-ATS), EASA decided to define the term referring to the portions of the associated airspace around aerodromes where AFIS and alerting service are to be provided and introduce the features of said airspace by amending the initially proposed Section I of Appendix 1. In addition, following the NPA public consultation, EASA reviewed all comments and performed a focused consultation in the form of a thematic review meeting. During this meeting, the issue of FIZ versus TIZ was discussed, but no term was finally selected as the preferred one. EASA considers that ‘FIZ’ is the term to be used as it is the term already used by the majority of the affected parties. However, EASA invites the European Commission to further consider this subject during the comitology process. 2.3.10. The ADR Regulation NPA 2016-02 acknowledged that the ADR Regulation only contained general data quality requirements for aerodrome operators, based on ICAO Annex 14. Due to the importance of aerodrome operators in the data origination chain, EASA proposes to further complement the data quality requirements of said Regulation with those similarly applicable to service providers and parties originating aeronautical data (as well to update the related AMC/GM accordingly). Thus, a complete set of data quality requirements is proposed for aerodrome operators, which was lacking in the NPA. The necessary reference to the aeronautical data catalogue is also ensured. Following the NPA 2016-13 public consultation, EASA recognised that the ADR Regulation is not linked with Regulation (EU) 2017/373, concerning the applicable requirements for the approval of flight procedures and airspace associated to the aerodrome. Consequently, this Opinion proposes an amendment to the ADR Regulation, especially ADR.OR.B.015 ‘Application for a certificate’, ADR.OR.B.025 ‘Demonstration of compliance’ and ADR.OR.B.040 ‘Changes’. 2.4. What are the stakeholders’ views — outcome of the consultation 2.4.1. Outcome of the focused consultation under RMT.0719 On 5-6 September 2017, EASA held a thematic meeting on the update of Part-MET, attended by MET experts representing the following organisations: ENAC, ENAV, KNMI, EUROCONTROL, ROMATSA, BELGOCONTROL and METEOSWISS. The purpose of the meeting was to further align the European meteorological requirements of Part-MET with the ICAO Annex 3 Amendment 77-A. The participants agreed on all the changes necessary to align the EU rules with the ICAO provisions: — update Table A6-1 for SIGMET, AIRMET, and special air-reports (uplink); — include the references to additional flight levels in upper-air grid point forecasts provided by the world area forecast centres (WAFCs); and — replace the references to legacy ‘aeronautical fixed service satellite distribution systems’ with ‘aeronautical fixed service Internet-based services’. TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 17 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what Moreover, the participants agreed that the meeting was an opportunity to review and possibly amend the requirements that were not affected by ICAO Annex 3 Amendment 77-A. In addition to many editorial and phraseology changes made to improve the clarity of the rule text, the participants proposed a few substantial changes to the requirements. However, these proposals did not have an impact on the objectives of the rule as they were consequential to other agreed changes, mainly made for consistency. Furthermore, some graphics and examples transposed from ICAO Annex 3 are replaced by more relevant ones, reflecting the European geographical area. Finally, additional GM is added to clarify the intent of the rule. 2.4.2. Outcome of the NPA 2016-02 public consultation NPA 2016-02 was publicly consulted from 28 April to 30 September 2016. In total, 1090 comments were submitted by 53 stakeholders: NAAs, ANSPs, AIS providers, aircraft manufacturers, aviation industry, professional associations and individuals. The NPA 2016-02 public consultation contributed very positively to the development of this Opinion as stakeholders provided valuable comments to the NPA. The most commented issues during said consultation were the following: — data origination; — data catalogues; — data exchange (including data exchange model); — formal arrangements; — verification and validation processes; — reference to the CRC algorithm; — reference to specific EUROCONTROL documents; and — transition period. In cases when the stakeholders provided implementation feedback or made statements not directly related to the proposal, EASA noted the comments. The distribution of the comments received on the various parts of NPA 2016-02, the distribution of the comments received per stakeholders’ sector, and the distribution of EASA’s responses to the comments are shown in Table 1 as well as in Figures 1 and 2, respectively. NPA 2016-02 Page(s) Comments General N/a 60 Executive summary 1-5 10 Procedural information 5-6 2 Explanatory note 6-18 124 Implementing rules (IRs) 18-55 603 AMC/GM 55-93 211 TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 18 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what Regulatory impact assessment (RIA) 94-102 23 References 103 2 Appendices 104 55 Total 104 1090 Table 1— Distribution of the comments received on the various parts of NPA 2016-02 NPA 2016-02 1% 4% 4% 4% Authorities 29 % Service providers 7% Industry Aerodromes Trade unions Individuals 51 % Others Figure 1 — Distribution of the comments received per stakeholders’ sector CRD to NPA 2016-02 195 18 % 478 Accepted 44 % Partially accepted Noted Not accepted 385 35 % 32 3% Figure 2 — Distribution of EASA’s responses in CRD to NPA 2016-02 TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 19 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what 2.4.3. Outcome of the NPA 2016-13 public consultation NPA 2016-13 was publicly consulted from 25 October 2016 to 31 March 2017. In total, 586 comments were submitted by 36 stakeholders: NAAs, service providers, organisations for air navigation, aerodromes, professional associations, aircraft operators, as well as an individual. EASA is aware that several comments were duplicates and of editorial nature. However, EASA acknowledges that the NPA 2016-13 public consultation on the technical requirements and operating procedures for airspace design, including FPD, brought real benefits to this rulemaking activity and contributed to the development of this Opinion. Stakeholders and interested parties provided valuable comments and responses to the questions included in the NPA, as well as, in some instances, alternative proposals to the proposed text. The proposals were accompanied by justifications, which facilitated the review and amendment of the initial NPA proposal and the development of the final one in this Opinion. Furthermore, the stakeholders provided feedback on the various questions put in the NPA as well as RIA issues, which were replied as ‘noted’. The most contentious and commented issues during the consultation were the following: — the introduction of a term to be used for the portions of the airspace zone around aerodromes, where AFIS (i.e. flight information service (FIS) and alerting service for aerodrome traffic) is provided; — the scope of regulated activities (i.e. what airspace design includes); — the introduction of a ‘buffer zone’; — the transition period; — the identification of common terms to be used, e.g. ‘flight procedures design services provider (FPDSP)’; — the link with other rules, e.g. Regulation (EU) No 139/2014 (the ‘ADR Regulation’);.the compliance of a ‘non-complex’ FPDSP with the applicable requirements, in particular the ‘common requirements’; and — the identification of a standard departure route. The distribution of the comments received on the various parts of NPA 2016-13, the distribution of the comments received per stakeholders’ sector and the distribution of EASA’s responses to the comments are shown in Table 2 as well as Figures 3 and 4, respectively. NPA 2016-13 Pages Comments General n/a 14 Explanatory note 1-15 246 IRs 16-38 91 AMC/GM 39–67 196 Regulatory impact assessment (RIA) 68–75 36 References 79-90 3 Total 90 586 Table 2 — Distribution of the comments received on the various parts of NPA 2016-13 TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 20 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what 1% NPA 2016-13 2% 1% 4% Authorities 12% Service providers ANS organisations 48% Aerodromes Trade unions 32% A/C operators Others Figure 3 — Distribution of the comments received per stakeholders’ sector CRD to NPA 2016-13 12 % Accepted 45 % Partially accepted Noted 33 % Not accepted 10 % Figure 4 — Distribution of EASA’s responses in CRD to NPA 2016-13 2.5. What are the expected benefits and drawbacks of the proposals 2.5.1. MET The proposal is expected to maintain the safety level. The impact of the proposed requirements is considered to be negligible for the European MET providers as the vast majority are already compliant with them, whereas the actual implementation cost is anticipated to be minimal. With regard to the CAs, the implementation of the new requirements is not expected to increase their workload. The proposal includes an update of Part-MET to ensure that the MET provision is consistent with latest ICAO policy and that unnecessary requirements are removed, while clear IRs and AMC/GM are TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 21 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what provided. These updates will improve the efficiency of the provision of information on hazardous meteorological conditions and of the MET rules in general. 2.5.2. AIS towards AIM The overall impact of the proposal was specifically assessed in relation to the current implementation of the data quality requirements of the ADQ Regulation. The proposal brings clear benefits, in particular in terms of proportionality, better regulation and the economic impact. The following three options have been considered: Option No Short title Description Baseline option (no change in the rules; risks remain as outlined 0 Do nothing in the issue analysis). Performance-based The rules on data quality are drafted following a 1 rulemaking performance-based approach. Prescriptive The rules on data quality include prescriptive and technical 2 rulemaking requirements. However, Option 2 on prescriptive and technical requirements was discarded at an early stage of the analysis as it entailed the transposition of the ADQ Regulation into the EASA regulatory framework. It was, therefore, very similar to Option 0 in terms of rules content and potential impacts. Option 2 was thus not subject to an impact analysis. A summary of the impacts of each options is provided in the following table: Impact Option 0 Option 1 Safety 0 + Environmental N/a N/a Social N/a N/a Economic – +/– GA and proportionality issues – + ‘Better regulation’ and harmonisation – + Overall impact –/0 + The proposal to repeal the ADQ Regulation brings several benefits to the regulated parties as regards the overall implementation of the aeronautical data and aeronautical information management. Not only two sets of rules with several overlapping requirements cease to exist in parallel, but also the more proportionate and flexible requirements introduced facilitate such implementation. TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 22 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what Since 2013, the implementation of the ADQ Regulation has been significantly delayed in most of the EU MSs due to two main reasons: the high cost of implementation and the many regulatory requirements that are open to interpretation or even impossible to comply with (e.g. those addressing data originators and aerodromes). The European Commission’s latest survey, conducted in October 2015, showed that the vast majority of the MSs have not fully complied with the requirements to be met by the implementation dates of 1 July 2013 and 1 July 2014 respectively. One significant obstacle to meeting the requirements of the ADQ Regulation is the implementation cost. Said Regulation requires the use of two detailed technical means: an aeronautical information exchange model, prescribing its technical characteristics, and a specific algorithm (CRC32Q) for data protection. The proposal is expected to limit the cost of implementing new technologies as the requirements for the information exchange model and data protection are performance-based. AIS providers are not required to exchange data using a specific version of an aeronautical information exchange model as long as the exchange of data is globally interoperable between the relevant parties. This option mitigates the negative economic impact as it allows AIS providers to adjust their working methods and smoothly prepare for the future. With regard to data protection, AIS providers have the possibility not to use the CRC32Q but to choose another protection mechanism that suitably meets the protection performance requirement. In addition, this approach ensures that the objectives of the ADQ Regulation are maintained, thus also securing the investments done so far by the regulated parties. Another significant obstacle to meeting the ADQ Regulation requirements relates to regulatory aspects. Since the entry into force of the ADQ Regulation, the affected stakeholders have pointed out not only the complexity of the rule but also its detailed technical requirements, which are challenging to comply with or disproportionate for them. This proposal is expected to provide to the regulated parties the necessary regulatory means and support them in the implementation of data quality management. The proposal is expected to be adapted to all stakeholders involved in the data chain (up to publication) and relieve them, while maintaining a sufficient level of safety. The proposal ensures that the requirements are suitable to achieve the required objective and that they do not go beyond what is necessary to achieve this objective. The proposal is now objective-based, while the developed means of compliance provide the necessary flexibility. The proposed requirements are expected to improve, harmonise, and clarify the implementation of the rule. The right balance between IRs and AMC is achieved, by moving the methods and techniques for complying with the data quality requirements to AMC, which are complemented with the necessary GM supporting the implementation. Therefore, the goal of proportionality and ‘better regulation’ is achieved, by providing to the stakeholders the flexibility to meet the safety objectives defined at IR level according to their particular organisation, business model and type of infrastructure. Specific safeguards, determined in line with performance-based principles, are also proposed to ensure that the adoption of new technologies will not lower the standards required by the ADQ Regulation. Furthermore, the consistency between the ADR Regulation on aerodrome operators (as data originators) and this proposal is ensured by introducing similar data quality requirements related to origination purposes into said Regulation. The alignment between the ADR Regulation and this TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 23 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what proposal eliminates the gap between the ADQ Regulation and the AMC/GM to the ADR Regulation. Therefore, regulatory harmonisation is achieved. 2.5.3. FDP and ASD The following three options have been considered: Option No Short title Description 0 Do nothing Lack of EU IRs on FPD and ASD. The Basic Regulation is not implemented in this regard. The MSs need to develop their own national design criteria and requirements to fulfil their obligation stemming from the Chicago Convention. 1 Performance-based rules, The rules do not prescribe in detail organisational or especially on ASD ownership models, and focus on describing the required output and objectives of the activity itself. Thus, it is at the discretion of the MS to employ the most efficient national administrative model in order to assign the roles as regards the airspace structure. In this way, the rules allow all MSs’ currently existing national models to continue to exist (without duplication) as they do not prescribe a certain organisational model for ASD. This approach takes duly into account the varying degree of the MSs’, CAs’ or service providers’ involvement. 2 Prescriptive rules on FPD The rules introduce organisational or ownership models. and ASD The rule would require that all currently existing models in the MSs be adjusted to the new requirements. This Option does not take into account the varying degree of the MSs’, CAs’ or service providers’ involvement. This may require a longer transition period. TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 24 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what A summary of the impacts of the above options is presented in the following table: Impact Option 0 Option 1 Option 2 Safety – + + Social 0 + + Economic 0 +/– – GA and proportionality issues 0 + – ‘Better regulation’ and harmonisation – + + Overall impact 0 + – Option 1 is the most favourable one as it intends to resolve the safety issue identified and supports one of the specific objectives of this Opinion by facilitating the free movement of airspace users. In addition, the implementation cost of this Option is expected to be low as the adjustments to the existing systems in the MSs will not be significant. Furthermore, some MSs already adhere to the ICAO Doc 8168 ‘PANS-OPS’ provisions, from which the content of Part-FPD and the technical requirements for the design of airspace structure are derived. Thus, the expected cost impact is considered minor. In the long term, the economic impact of the harmonised requirements among the MSs is expected to be positive. Furthermore, the rules provide for a proportionate implementation through the development of AMC/GM. In addition, it is anticipated that this Option has a positive impact on proportionality issues and the better regulation principle. Finally, the transparency and accountability of the airspace and ATS provision as well as the increased process/procedural harmonisation will create a more readily understood regulatory framework. Option 2 is less favourable due to the higher compliance costs incurred by MSs, CAs and other affected stakeholders as they would be required to adjust and to tailor their existing (national) models to the one prescribed by the rules. This Option might have a negative impact on proportionality as it proposes prescriptive rules with organisational or ownership models on all the areas of ASD. Based on this argumentation and the one provided in Chapter 4 of NPA 2016-13, Option 1 is the preferred Option for this Opinion. TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 25 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 2. In summary — why and what 2.5.4. General feedback from stakeholders’ consultation of the RIAs The NPAs consultation confirmed the impact of the different options envisaged in the RIAs aas well as the preferred ones. Minor adjustments were performed following stakeholders feedback. The proposed rules in the NPAs were welcomed by stakeholders as they promote regulatory harmonisation in the areas concerned. The approach taken provides flexibility in these areas and allows stakeholders to maintain their roles and organisational models. Cologne, 7 March 2018 [original signed by] Patrick KY Executive Director TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 26 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 3. References 3. References 3.1. Affected regulations — Commission Implementing Regulation (EU) 2017/373 of 1 March 2017 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, repealing Regulation (EC) No 482/2008, Implementing Regulations (EU) No 1034/2011, (EU) No 1035/2011 and (EU) 2016/1377 and amending Regulation (EU) No 677/2011 (OJ L 62, 8.3.2017, p.1) — Commission Regulation (EU) No 139/2014 of 12 February 2014 laying down requirements and administrative procedures related to aerodromes pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 44, 14.2.2014, p.1) 3.2. Related decisions — Executive Director Decision 2017/001/R of 8 March 2017 issuing Acceptable Means of Compliance and Guidance Material to Commission Implementing Regulation (EU) 2017/373 ‘Common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight’ — Executive Director Decision 2014/012/R of 27 February 2014 adopting Acceptable Means of Compliance and Guidance Material to Regulation (EU) No 139/2014 ‘AMC/GM for Aerodromes — Initial Issue’ 3.3. Other reference documents — Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p. 1) — Regulation (EC) No 549/2004 of the European Parliament and of the Council of 10 March 2004 laying down the framework for the creation of the single European sky (the framework Regulation) — Statement by the Member States on military issues related to the single European sky (OJ L 96, 31.3.2004, p. 1) — Regulation (EC) No 550/2004 of the European Parliament and of the Council of 10 March 2004 on the provision of air navigation services in the single European sky (the service provision Regulation) (OJ L 96, 31.3.2004, p. 10) — Commission Regulation (EC) No 2150/2005 of 23 December 2005 laying down common rules for the flexible use of airspace (OJ L 342, 24.12.2005, p. 20) — Commission Regulation (EC) No 677/2011 of 7 July 2011 laying down detailed rules for the implementation of air traffic management (ATM) network functions and amending Regulation (EC) No 691/2010 (OJ L 185, 15.7.2011, p.1) — Commission Implementing Regulation (EU) No 923/2012 of 26 September 2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing Regulation (EU) No 1035/2011 and Regulations (EC) TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 27 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 3. References No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010 (OJ L 281, 13.10.2012, p. 1) — ICAO Annex 3 to the Convention on International Civil Aviation, ‘Meteorological Service for International Air Navigation’, 19th Edition, 2016 — ICAO Annex 4 to the Convention on International Civil Aviation, ‘Aeronautical Charts’, 11th Edition, 2009 — ICAO Annex 11 to the Convention on International Civil Aviation, ‘Air Traffic Services’, 13th Edition, 2001 — ICAO Annex 14 to the Convention on International Civil Aviation ‘Aerodromes’, Vol I ‘Aerodrome Design and Operations’, 4th Edition, July 2004 — ICAO Annex 15 to the Convention on International Civil Aviation ‘Aeronautical Information Services’, 15th Edition July 2016 and 16th Edition, 2017 — ICAO Document XXXX ‘Aeronautical Information Management’, 1st Edition, 2017 — ICAO Document 8168 OPS/611 ‘Procedures for Air Navigation Services: Aircraft Operations’ (PANS-OPS), Vol I ‘Flight Procedures’, 5th Edition, 2006 — ICAO Document 4444 ATM/501, ‘Procedures for Air Navigation Services: Air Traffic Management’ (PANS-ATM), 15th Edition, 2007 — ICAO Document 9426 AN/924, ‘Air Traffic Services Planning Manual’, 1st Edition, 1984 — ICAO Document 9613 AN/937, ‘Performance-based Navigation Manual’, 4th Edition, 2013 — ICAO Document 9906 AN/472, ‘Quality Assurance Manual for Flight Procedure Design’, Vols 1-6, 1st Edition, 2012 — ICAO Document 9905 AN/471, ‘Required Navigation Performance Authorization Required (RNP AR) Procedure Design Manual’, 1st Edition, 2009 — ICAO Document 8126 AN/872, ‘Aeronautical Information Services Manual’, 6th Edition, 2006 — ICAO Document 7910 ‘Location Indicators’, 165th Edition, September 2017 — ICAO Document 9368 ‘Instrument Flight Procedures Construction Manual’, 2nd Edition, 2002 TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 28 of 29 An agency of the European Union  European Aviation Safety Agency Opinion No 02/2018 4. Appendices 4. Appendices — Appendix 1 to Opinion No 02/2018 — CRD 2016-02 — Appendix 2 to Opinion No 02/2018 — CRD 2016-13 TE.RPRO.00036-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 29 of 29 An agency of the European Union