Easy Access Rules for ATM/ANS — Provision of Services

ED Decision 2020/017/R

PRESENTATION OF INFORMATION FOR THE PROVISION OF FLIGHT INFORMATION SERVICE

(a)The air traffic services provider should consider the manner in which data and information are provided to the FIS officer/AFIS officer, paying particular attention, where applicable, to the method of representing the air traffic situation to the FIS officer/AFIS officer and taking into account human performance. Additional guidance on human performance may be found in ICAO Doc 9683 ‘Human Factors Training Manual’.

(b)All information and data, including data related to individual aircraft, should be presented in a manner which minimises the potential for misinterpretation or misunderstanding.

(c)Where used, data generated automatically should be presented to the FIS officer/AFIS officer in a timely manner. The presentation of information and data for individual flights should continue until such time as the data is no longer required for the purpose of providing flight information service, or until terminated by the FIS officer/AFIS officer.

(d)Information displays may be generated and updated automatically, or the data may be entered and updated by authorised personnel.

ED Decision 2020/008/R

INFORMATION FOR DEPARTING AIRCRAFT — METEOROLOGICAL CONDITIONS

Information regarding significant changes in the meteorological conditions in the take-off or climb-out area, obtained by the unit providing approach control service after a departing aircraft has established communication with such unit, should be transmitted to the aircraft without delay, except when it is known that the aircraft already has received the information.

ED Decision 2020/008/R

INFORMATION FOR DEPARTING AIRCRAFT — METEOROLOGICAL CONDITIONS

Significant changes in this context include those relating to surface wind direction or speed, visibility, RVR or air temperature (for turbine-engined aircraft), and the occurrence of thunderstorm or cumulonimbus, moderate or severe turbulence, wind shear, hail, moderate or severe icing, severe squall line, freezing precipitation, severe mountain waves, sandstorm, dust storm, blowing snow, tornado or waterspout.

ED Decision 2020/008/R

INFORMATION TO AIRCRAFT BY AFIS UNITS — AERODROME AND METEOROLOGICAL INFORMATION

(a)Prior to taxiing for take-off, the AFIS unit should advise aircraft of the following elements of information, in the order listed, with the exception of such elements which are known to have been already received by the aircraft:

(1)the runway-in-use;

(2)the surface wind direction and speed, including significant variations therefrom;

(3)the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting;

(4)the air temperature for the runway-in-use, in the case of turbine-engined aircraft;

(5)the visibility representative of the direction of take-off and initial climb, if less than 10 km, or, when applicable, the RVR value(s) for the runway-in-use; and

(6)the correct time.

(b)Prior to take-off, the AFIS unit should advise aircraft of:

(1)any significant changes in the surface wind direction and speed, the air temperature, and the visibility or RVR value(s) given in accordance with point (a); and

(2)significant meteorological conditions in the take-off and climb-out area, except when it is known that the information has already been received by the aircraft. ‘Significant meteorological conditions’ in this context include the occurrence or expected occurrence of cumulonimbus or thunderstorm, moderate or severe turbulence, wind shear, hail, moderate or severe icing, severe squall line, freezing precipitation, severe mountain waves, sandstorm, dust storm, blowing snow, tornado or waterspout in the take-off and climb-out area.

ED Decision 2020/008/R

INFORMATION TO AIRCRAFT BY AFIS UNITS — INFORMATION FOR ARRIVING AIRCRAFT

(a)Prior to entering the traffic circuit or commencing its approach to land, the AFIS unit should provide aircraft with the following elements of information, in the order listed, with the exception of such elements which are known to have been already received by the aircraft:

(1)the runway-in-use;

(2)the surface wind direction and speed, including significant variations therefrom; and

(3)the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting.

(b)For arriving IFR traffic that intends to conduct an instrument approach, the AFIS unit should, as early as practicable after an aircraft has established communication with the unit, transmit to the aircraft the following elements of information, in the order listed, with the exception of such elements which are known to have been already received by the aircraft :

(1)Runway-in-use; and

(2)Meteorological information, as follows:

(i)surface wind direction and speed, including significant variations therein;

(ii)visibility and, when applicable, RVR;

(iii)present weather;

(iv)cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when available;

(v)air temperature;

(vi)dew point temperature, inclusion determined on the basis of a regional air navigation agreement;

(vii)altimeter setting(s);

(viii)any available information on significant meteorological phenomena in the approach area; and

(ix)trend-type landing forecast, when available.

(c)For arriving IFR traffic conducting an instrument approach, at the commencement of final approach the AFIS unit should transmit the following information to the aircraft:

(1)significant variations in the mean surface wind direction and speed. ‘Significant variations’ are specified in point (a)(3) of MET.TR.205. However, if the AFIS unit transmits wind information in the form of components, the significant changes are:

(i)mean headwind component: 19 km/h (10 kt);

(ii)mean tailwind component: 4 km/h (2 kt); and

(iii)mean crosswind component: 9 km/h (5 kt);

(2)the latest information, if any, on wind shear and/or turbulence in the final approach area; and

(3)the current visibility representative of the direction of approach and landing or, when provided, the current RVR value(s) and the trend.

(d)For arriving IFR traffic conducting an instrument approach, during the final approach the AFIS unit should transmit without delay the following information to the aircraft:

(1)the sudden occurrence of hazards (e.g. unauthorised traffic on the runway);

(2)significant variations in the current surface wind, expressed in terms of minimum and maximum values;

(3)significant changes in runway surface conditions;

(4)changes in the operational status of required visual or non-visual aids;

(5)changes in observed RVR value(s), in accordance with the reported scale in use, or changes in the visibility representative of the direction of approach and landing.

ED Decision 2020/008/R

TRAFFIC INFORMATION TO AIRCRAFT IN THE AFIS CONTEXT

The AFIS unit should provide the following information, as appropriate:

(a)direction of flight of aircraft concerned;

(b)type and wake turbulence category (if known) of aircraft concerned;

(c)level of aircraft concerned, including possible changes;

(d)relative bearing of the aircraft concerned in terms of the 12-hour clock as well as distance from the conflicting traffic; or

(1)actual or estimated position of the aircraft concerned; or

(2)estimated times; and

(e)any other information considered relevant (e.g. approaching, crossing the flight information zone, estimated take-off or landing time).

ED Decision 2020/008/R

LOCAL TRAFFIC INFORMATION TO AIRCRAFT IN THE AFIS CONTEXT

AFIS units should issue traffic information on local traffic in a timely manner, either directly or through the unit providing approach control service when, in the judgement of the AFIS unit, such information is necessary in the interest of safety, or when requested by aircraft. Local traffic should be described so as to be easily identified by the pilot.

ED Decision 2020/008/R

WAKE TURBULENCE AND JET BLAST HAZARDS INFORMATION TO AIRCRAFT IN THE AFIS CONTEXT

(a)The responsibility for wake turbulence avoidance rests entirely with the pilot-in-command. AFIS units should, to the extent practicable, advise aircraft of the expected occurrence of hazards caused by turbulent wake. Such information will be provided by the warning ‘caution wake turbulence’ and may also include relevant information on the aircraft concerned.

(b)In providing information, AFIS units should take into account the hazards caused by jet blast, helicopter downwash turbulence and propeller slipstream to taxiing aircraft, to aircraft taking off or landing, particularly when intersecting runways are being used, and to vehicles and personnel operating on the aerodrome.

ED Decision 2020/008/R

ESSENTIAL INFORMATION ON AERODROME CONDITIONS

Essential information on aerodrome conditions should be given to every aircraft, except when it is known that the aircraft has already received all or part of the information from other sources, including NOTAM(s), ATIS broadcasts, and the display of suitable signals. The information should be given in sufficient time for the aircraft to make proper use of it, and the hazards should be identified as distinctly as possible.

ED Decision 2020/008/R

ESSENTIAL INFORMATION ON AERODROME CONDITIONS

(a)Essential information on aerodrome conditions is information necessary to safety in the operation of aircraft, which pertains to the movement area or any facilities usually associated therewith. For example, construction work on a taxi strip not connected to the runway-in-use would not be essential information to any aircraft except one that might be taxied in the vicinity of the construction work. As another example, if all traffic must be confined to runways, that fact should be considered as essential aerodrome information to any aircraft not familiar with the aerodrome.

(b)Essential information on aerodrome conditions should include information relating to the following:

(1)construction or maintenance work on, or immediately adjacent to, the movement area;

(2)rough or broken surfaces on a runway, a taxiway or an apron, whether marked or not;

(3)water, snow, slush, ice or frost on a runway, a taxiway or an apron;

(4)anti-icing or de-icing liquid chemicals or other contaminants on a runway, taxiway or apron;

(5)other temporary hazards, including parked aircraft and birds on the ground or in the air;

(6)failure or irregular operation of part or all of the aerodrome lighting system; and

(7)any other pertinent information.

(c)Up-to-date information on the conditions on aprons may not always be available to the aerodrome control tower or to the AFIS unit. The responsibility of the aerodrome control tower or the AFIS unit in relation to aprons is, with respect to the provision of information as described in points (a) and (b), limited to the transmission to aircraft of the information which is provided to it by the operator responsible for the aprons.

ED Decision 2020/008/R

INFORMATION FOR DEPARTING AIRCRAFT — OPERATIONAL STATUS OF VISUAL AND NON-VISUAL AIDS

Information regarding changes in the operational status of visual or non-visual aids essential for take-off and climb should be transmitted without delay to a departing aircraft, except when it is known that the aircraft has already received the information.

ED Decision 2020/008/R

INFORMATION ON UNMANNED FREE BALLOONS

(a)On receipt of notification of the intended flight of a medium or heavy unmanned free balloon, the air traffic services unit should arrange for the information to be disseminated to all concerned. The information should include:

(1)the balloon flight identification or project code name;

(2)balloon classification and description;

(3)SSR code or NDB frequency as applicable;

(4)the launch site;

(5)the estimated time of the commencement of the launch or the planned period of the launches;

(6)the expected direction of ascent;

(7)the cruising level(s) (pressure-altitude); and

(8)the estimated elapsed time to pass 18 000 m (60 000 ft) pressure-altitude, or to reach cruising level if at or below 18 000 m (60 000 ft), together with the estimated location.

(b)On receipt of notification that a medium or heavy unmanned free balloon has been launched, the air traffic services unit should arrange for the information to be disseminated to all concerned. The information should include:

(1)the balloon flight identification or project code name;

(2)balloon classification and description;

(3)SSR code or NDB frequency as applicable;

(4)the launch site;

(5)the time of launch(-es);

(6)the estimated time at which 18 000 m (60 000 ft) pressure-altitude will be passed, or the estimated time at which the cruising level will be reached if at or below 18 000 m (60 000 ft), and the estimated location;

(7)the estimated date and time of termination of the flight; and

(8)the planned location of ground contact, when applicable.

(c)When there is reasonable expectation that a heavy or medium unmanned free balloon will cross international borders, the appropriate air traffic services unit should arrange for the pre-launch and the launch notifications to be sent by NOTAM to the air traffic services unit(s) in the State(s) concerned. If agreed between the States concerned, the launch notification may be transmitted orally by direct ATS speech circuit between the ACCs/flight information centres involved.

ED Decision 2020/008/R

INFORMATION ON ABNORMAL AIRCRAFT CONFIGURATION AND CONDITION

(a)Whenever an abnormal configuration or condition of an aircraft, including conditions such as landing gear not extended or only partly extended, or unusual smoke emissions from any part of the aircraft, is observed by or reported to the aerodrome air traffic controller or the AFIS officer, the aircraft concerned should be advised without delay.

(b)When requested by the flight crew of a departing aircraft suspecting damage to the aircraft, the departure runway used should be inspected without delay and the flight crew advised in the most expeditious manner as to whether any aircraft debris or bird or animal remains have been found or not.

ED Decision 2020/008/R

INFORMATION ON AIRSPACE RESERVATIONS AND RESTRICTIONS

Flight information service should include the provision of relevant information on airspace restrictions and/or reservations, as also stipulated in Regulation (EC) No 2150/2005.

ED Decision 2020/008/R

INFORMATION ON SPACE WEATHER

When available, information on space weather phenomena that have an impact on high-frequency radio communications, communications via satellite, GNSS-based navigation and surveillance systems, and/or pose a radiation risk to aircraft occupants at flight levels, within the area of responsibility of the air traffic services unit should be transmitted to the affected aircraft.

ED Decision 2020/008/R

INFORMATION RELATED TO WEATHER CONDITIONS AT DEPARTURE, DESTINATION, AND ALTERNATE AERODROMES

Pilots normally obtain information on the weather conditions from the appropriate office before the flight. Outstanding or safety-relevant information is normally provided by radio communication when available.

ED Decision 2020/008/R

INFORMATION CONCERNING COLLISION HAZARDS

Information relating to collision hazards includes only known activities that constitute risks to the aircraft concerned. The availability of such information to air traffic services may sometimes be incomplete (e.g. limitations in radar or radio coverage, optional radio contact by pilots, limitations in the accuracy of reported information by pilots, or unconfirmed level of information) and, therefore, air traffic services cannot assume responsibility for its issuance at all times or for its accuracy.

ED Decision 2020/008/R

ATS SURVEILLANCE SERVICE — INFORMATION REGARDING TRAFFIC ON CONFLICTING PATH

When an identified IFR flight operating outside controlled airspace is observed to be on a conflicting path with another aircraft, the pilot should, as far as practicable:

(a)be informed as to the need for collision avoidance action to be initiated, and if so requested by the pilot or if, in the opinion of the air traffic controller, the FIS officer or the AFIS officer, the situation warrants, a course of avoiding action should be suggested; and

(b)be notified when the conflict no longer exists.

ED Decision 2020/008/R

INFORMATION TO AIRCRAFT BY AFIS UNITS — START-UP TIME PROCEDURES

(a)Start-up time procedures should be implemented where necessary to avoid congestion and excessive delays on the manoeuvring area or when warranted by ATFM regulations. Start-up time procedures should be contained in local instructions, and should specify the criteria and conditions for determining when and how start-up times shall be calculated and issued to departing flights.

(b)When an aircraft is subject to ATFM regulations, it should be advised to start up in accordance with its allocated slot time.

ED Decision 2020/008/R

RUNWAY INCURSION OR OBSTRUCTED RUNWAY

In the event that the AFIS officer becomes aware of a runway incursion or the imminent occurrence thereof, or the existence of any obstruction on or in close proximity to the runway likely to impair the safety of an aircraft taking off or landing, appropriate action should be taken to inform the aircraft of the runway incursion or obstruction and its location in relation to the runway.

ED Decision 2020/008/R

AFIS officers should maintain a continuous watch on all flight operations on and in the vicinity of an aerodrome as well as on vehicles and personnel on the manoeuvring area in order to fulfil the task described in point (c)(1) of ATS.TR.305.

ED Decision 2020/008/R

RUNWAY-IN-USE AT AFIS AERODROMES

(a)Normally, an aircraft will land and take off into wind unless safety or other local factors determine that a different direction is preferable.

(b)In considering the most suitable runway-in-use for take-off and landing of aircraft, besides surface wind speed and direction, other relevant factors should be taken into consideration such as:

(1) runway configuration;

(2) meteorological conditions;

(3) instrument approach procedures;

(4) approach and landing aids available;

(5) aerodrome traffic circuits;

(6) airspace considerations;

(7) length of runways; and

(8) other factors indicated in local instructions.

(c)When AFIS officers provide information concerning the runway-in-use, it should be interpreted as a suggestion to the pilot on which would be the most suitable runway for take-off and landing, based on the information available. The decision on the selection and use of the runway is a responsibility of the pilot-in-command. A pilot-in-command can refuse a runway-in-use suggested by an AFIS officer. In such circumstances, AFIS officers should provide detailed information on other aerodrome traffic that is utilising the runway-in-use to assist the pilot in fulfilling their responsibilities under SERA.3205 of Regulation (EU) No 923/2012 when using an alternative runway.

ED Decision 2020/008/R

OTHER AIR TRAFFIC SERVICES UNITS CONCERNED

‘Other air traffic services units concerned’ are those that have flights under their jurisdiction which are expected to enter the airspace concerned at a later stage of flight. Those flights could, for instance, require rerouting before entering the airspace concerned. As an example, a special air-report concerning volcanic ash or volcanic eruption could be necessary to be transmitted to aircraft by air traffic services units in the FIR adjacent to that affected by that air-report.

Commission Implementing Regulation (EU) 2020/469

(a)Voice-automatic terminal information service (Voice-ATIS) broadcasts shall be provided at aerodromes where there is a requirement to reduce the communication load on the air traffic services VHF air-ground communication channels. When provided, they shall comprise either of the following:

(1)one broadcast serving arriving aircraft;

(2)one broadcast serving departing aircraft;

(3)one broadcast serving both arriving and departing aircraft;

(4)two broadcasts serving arriving and departing aircraft respectively at those aerodromes where the length of a broadcast serving both arriving and departing aircraft would be excessively long.

(b)A discrete VHF frequency shall, whenever practicable, be used for Voice-ATIS broadcasts. If a discrete frequency is not available, the transmission may be made on the voice channel or channels of the most appropriate terminal navigation aid or aids, preferably a VOR, provided the range and readability are adequate and the identification of the navigation aid is sequenced with the broadcast so that the latter is not obliterated.

(c)Voice-ATIS broadcasts shall not be transmitted on the voice channel of an ILS.

(d)Whenever Voice-ATIS is provided, the broadcast shall be continuous and repetitive.

(e)The information contained in the current broadcast shall immediately be made known to the air traffic services unit or units concerned with the provision to aircraft of information relating to approach, landing and take-off, whenever the message has not been prepared by that unit or those units.

(f)Voice-ATIS broadcasts provided at designated aerodromes for use by international air services shall be available in the English language as a minimum

ED Decision 2020/008/R

ATIS BROADCAST MESSAGES

The Voice-ATIS broadcast message should, whenever practicable, not exceed 30 seconds, care being taken that the readability of the ATIS message is not impaired by the speed of the transmission or by the identification signal of a navigation aid used for transmission of ATIS. The ATIS broadcast message should take into consideration human performance. Additional guidance on human performance may be found in ICAO Doc 9683 ‘Human Factors Training Manual’

ED Decision 2020/008/R

ATIS BROADCAST CHANNELS

Where Voice-ATIS broadcasts are available in more than one language, a discrete channel should be used for each language.

Commission Implementing Regulation (EU) 2020/469

(a)Where a D-ATIS supplements the existing availability of Voice-ATIS, the information shall be identical in both content and format to the applicable Voice-ATIS broadcast. Where real-time meteorological information is included but the data remains within the parameters of the significant change criteria established in points MET.TR.200(e) and (f) of Annex V, the content, for the purpose of maintaining the same designator, shall be considered identical.

(b)Where a D-ATIS supplements the existing availability of Voice-ATIS and the ATIS requires updating, Voice- ATIS and D-ATIS shall be updated simultaneously.

ED Decision 2020/008/R

Guidance material relating to D-ATIS is contained in ICAO Doc 9694 ‘Manual of Air Traffic Services Data Link Applications’.

Commission Implementing Regulation (EU) 2020/469

(a)Whenever Voice-ATIS or D-ATIS, or both, are provided:

(1)the information communicated shall relate to a single aerodrome;

(2)the information communicated shall be updated immediately when a significant change occurs;

(3)the preparation and dissemination of the ATIS message shall be the responsibility of the air traffic services provider;

(4)individual ATIS messages shall be identified by a designator in the form of a letter of the spelling alphabet in accordance with point SERA.14020 of the Annex to Implementing Regulation (EU) No 923/2012. Designators assigned to consecutive ATIS messages shall be in alphabetical order;

(5)aircraft shall acknowledge receipt of the information upon establishing communication with the air traffic services unit providing approach control service or the aerodrome control tower or AFIS unit, as appropriate;

(6)the appropriate air traffic services unit shall, when replying to the message in point (5) or, in the case of arriving aircraft, at such other time as may be prescribed by the competent authority, provide the aircraft with the current altimeter setting;

(7)the meteorological information shall be extracted from the local routine report or local special report.

(b)When rapidly changing meteorological conditions make it inadvisable to include the meteorological information as in point (a)(7) in the ATIS, the ATIS messages shall indicate that the relevant meteorological information will be given on initial contact with the appropriate air traffic services unit.

(c)Information contained in a current ATIS, the receipt of which has been acknowledged by the aircraft concerned, need not be included in a directed transmission to the aircraft, with the exception of the altimeter setting, which shall be provided in accordance with point (a).

(d)If an aircraft acknowledges receipt of an ATIS that is no longer current, the air traffic services unit shall without delay take either of the following actions:

(1)communicate to the aircraft any element of information which has to be updated;

(2)instruct the aircraft to obtain the current ATIS information.

ED Decision 2020/008/R

CONTENTS OF ATIS MESSAGES

(a)Contents of ATIS messages are established in SERA.9010 of Regulation (EU) No 923/2012, and more specifically:

(1)the elements of information of ATIS messages containing both arrival and departure information are specified in point (b) of SERA.9010, in the order listed.

(2)the elements of information ATIS messages containing arrival information only are specified in point (c) of SERA.9010, in the order listed; and

(3)the elements of information of ATIS messages containing departure information only are specified in point (d) of SERA.9010, in the order listed.

(b)Contents of ATIS messages should be kept as brief as possible.

(c)Information additional to that specified in SERA.9010 of Regulation (EU) No 923/2012, for example, information already available in AIPs and NOTAM, should only be included when justified in exceptional circumstances..

Commission Implementing Regulation (EU) 2020/469

When so prescribed by the competent authority, HF or VHF VOLMET broadcasts, or D-VOLMET service, or all of those, shall be provided, using standard radiotelephony phraseologies.

ED Decision 2020/008/R

VOLMET BROADCAST PHRASEOLOGIES

Guidance on standard radiotelephony phraseologies to be used in VOLMET broadcasts is available in ICAO Doc 9377 ‘Manual on Coordination between Air Traffic Services, Aeronautical information Services and Aeronautical Meteorological Services’, Appendix 1.

SECTION 4 - ALERTING SERVICE

Commission Implementing Regulation (EU) 2020/469

(a)Alerting service shall be provided by the air traffic services units:

(1)for all aircraft provided with air traffic control service;

(2)in so far as practicable, to all other aircraft having filed a flight plan or otherwise known to the air traffic services;

(3)to any aircraft known or believed to be the subject of unlawful interference.

(b)Flight information centres or area control centres shall serve as the central point for collecting all information relevant to a state of emergency of an aircraft operating within the flight information region or control area concerned and for forwarding such information to the appropriate rescue coordination centre.

(c)In the event of a state of emergency arising to an aircraft while it is under the control of an aerodrome control tower or approach control unit or in contact with an AFIS unit, such unit shall notify immediately the flight information centre or area control centre responsible which shall in turn notify the rescue coordination centre, except that notification of the area control centre, flight information centre, or rescue coordination centre shall not be required if the nature of the emergency is such that the notification would be superfluous.

(d)Nevertheless, the aerodrome control tower or approach control unit responsible or the relevant AFIS unit shall first alert and take other necessary steps to set in motion all appropriate local rescue and emergency organisations which can give the immediate assistance required, in accordance with local instructions, whenever either of the following situations occurs:

(1)an aircraft accident has occurred on or in the vicinity of the aerodrome;

(2)information is received that the safety of an aircraft which is or will come under the jurisdiction of the aerodrome control tower or of the AFIS unit may have or has been impaired;

(3)requested by the flight crew;

(4)when otherwise deemed necessary or desirable or the urgency of the situation so requires.

ED Decision 2020/008/R

INSTRUCTIONS ON ALERTING SERVICE PROVISION TO AIRCRAFT OTHERWISE KNOWN TO AIR TRAFFIC SERVICES UNITS

An air traffic services provider should ensure that appropriate instructions, approved by the competent authority, are provided to its air traffic services units regarding the provision of alerting service to aircraft ‘otherwise known to the air traffic services’. Such instructions should include options for cases where radio contact is not mandatory and a voluntary radio-communication has been interrupted without proper termination of the contact. These instructions should clarify what kind of information may be used for providing alerting service to aircraft which have not filed a flight plan, based on the available technologies and local operational conditions (e.g. use of emergency transponder codes or declared emergency of available communication channels).

ED Decision 2020/008/R

COORDINATION FOR ALERTING SERVICE

(a)When alerting service is required in respect of a flight operated through more than one FIR or control area, and when the position of the aircraft is in doubt, responsibility for coordinating such service should rest with the air traffic services unit of the FIR or control area:

(1)within which the aircraft was flying at the time of last air-ground radio contact; or

(2)that the aircraft was about to enter when last air-ground contact was established at or close to the boundary of two FIRs or control areas; or

(3)within which the aircraft’s intermediate stop or final destination point is located if the aircraft was not:

(i)equipped with suitable two-way radio communication equipment; or

(ii)under obligation to transmit position reports.

(b)The unit responsible for alerting service, in accordance with point (a), should:

(1)notify units providing alerting service in other affected FIRs or control areas of the emergency phase or phases, in addition to notifying the rescue coordination centre associated with it;

(2)request those units to assist in the search for any useful information pertaining to the aircraft presumed to be in an emergency, by all appropriate means and available communication facilities;

(3)collect the information gathered during each phase of the emergency and, after verifying it as necessary, transmit it to the rescue coordination centre; and

(4)announce the termination of the state of emergency as circumstances dictate.

(c)In obtaining the necessary information as required under points (b) and (c) of ATS.TR.405, attention is to particularly be given to informing the relevant rescue coordination centre of the distress frequencies available to survivors. Said information is listed in Item 19 of the flight plan but not normally transmitted.

ED Decision 2020/008/R

ALERTING OF RESCUE AND FIREFIGHTING SERVICES

Local instructions, as in point (d) of ATS.TR.400, should specify the type of information to be provided by the aerodrome control tower or approach control unit responsible or the relevant AFIS unit to the rescue and firefighting services, including type of aircraft and type of emergency and, when available, number of persons on board, and any dangerous goods carried on the aircraft.

Commission Implementing Regulation (EU) 2020/469

(a)Without prejudice to any other circumstances that may render such notification advisable, air traffic services units shall, except as prescribed in point ATS.TR.420(a), notify rescue coordination centres immediately when an aircraft is considered to be in a state of emergency in accordance with the following:

(1)Uncertainty phase when either of the following situations applies:

(i)no communication has been received from an aircraft within a period of 30 minutes after the time a communication should have been received, or from the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is the earlier;

(ii)an aircraft fails to arrive within 30 minutes of the estimated time of arrival last notified to or estimated by air traffic services units, whichever is the later.

Uncertainty phase does not apply when no doubt exists as to the safety of the aircraft and its occupants.

(2)Alert phase when either of the following situations applies:

(i)following the uncertainty phase, subsequent attempts to establish communication with the aircraft or inquiries to other relevant sources have failed to reveal any news of the aircraft;

(ii)an aircraft has been cleared to land and fails to land within 5 minutes of the estimated time of landing and communication has not been re-established with the aircraft;

(iii)at AFIS aerodromes, under circumstances as prescribed by the competent authority;

(iv)information has been received which indicates that the operating efficiency of the aircraft has been impaired, but not to the extent that a forced landing is likely;

(v)an aircraft is known or believed to be the subject of unlawful interference.

Points (i) to (iv) do not apply when evidence exists that would allay apprehension as to the safety of the aircraft and its occupants.

(3)Distress phase when either of the following situations applies:

(i)following the alert phase, further unsuccessful attempts to establish communication with the aircraft and more widespread unsuccessful inquiries point to the probability that the aircraft is in distress;

(ii)the fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to reach safety;

(iii)information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely;

(iv)information is received or it is reasonably certain that the aircraft is about to make or has made a forced landing,

Distress phase does not apply when there is reasonable certainty that the aircraft and its occupants are not threatened by grave and imminent danger and do not require immediate assistance.

(b)The notification shall contain such of the following information as is available in the order listed:

(1)INCERFA, ALERFA or DETRESFA, as appropriate to the phase of the emergency;

(2)agency and person calling;

(3)nature of the emergency;

(4)significant information from the flight plan;

(5)unit which made last contact, time and means used;

(6)last position report and how it was determined;

(7)colour and distinctive marks of aircraft;

(8)dangerous goods carried as cargo;

(9)any action taken by the reporting office;

(10)other pertinent remarks.

(c)Such part of the information specified in point (b), which is not available at the time the notification is made to a rescue coordination centre, shall be sought by an air traffic services unit prior to the declaration of a distress phase where time permits and where there is reasonable certainty that this phase will eventuate.

(d)Further to the notification specified in point (a), air traffic services units shall, without delay, furnish the rescue coordination centre with either of the following:

(1)any useful additional information, especially on the development of the state of emergency through subsequent phases;

(2)information that the emergency situation no longer exists.

ED Decision 2020/008/R

AIRCRAFT REPORT FOR THE PURPOSES OF UNCERTAINTY PHASE

When no report from an aircraft has been received within a reasonable period of time (which may be a specified interval prescribed on the basis of regional air navigation agreements) after a scheduled or expected reporting time, the air traffic services unit should, within the stipulated period of 30 minutes, endeavour to obtain such report in order to be in a position to apply the provisions relevant to the ‘Uncertainty Phase’ should circumstances warrant such application.

ED Decision 2020/008/R

MISSED AIRCRAFT REPORT — ACTIONS OF THE AERODROME CONTROL TOWER

When an aircraft fails to report after having been transferred to an aerodrome control tower, or, having once reported, ceases radio contact and in either case fails to land 5 minutes after the expected landing time, the same aerodrome control tower should, in accordance with point (c) of ATS.TR.400, report the situation to the approach control unit, ACC or flight information centre, or to the rescue coordination centre or rescue sub-centre.

ED Decision 2020/008/R

MISSED AIRCRAFT REPORT — ACTIONS OF THE AFIS UNIT

When an aircraft fails to report to or ceases radio contact with an AFIS unit under the circumstances established by the competent authority, the same AFIS unit should, in accordance with point (c) of ATS.TR.400, report the situation to the approach control unit, ACC or flight information centre, or to the rescue coordination centre or rescue sub-centre.

ED Decision 2020/008/R

INFORMATION FOR THE PURPOSES OF ALERTING SERVICE

In case of missing information specified in point (b) of ATS.TR.405, the air traffic services units should clearly indicate to the rescue coordination centre the information not available at the time of the notification of the distress phase.

ED Decision 2020/008/R

CANCELLATION OF ACTION(S) RELATED TO ALERTING SERVICE

The cancellation of action(s) initiated by the rescue coordination centre is the responsibility of that centre.

Commission Implementing Regulation (EU) 2020/469

Air traffic services units shall, as necessary, use all available communication facilities to endeavour to establish and maintain communication with an aircraft in a state of emergency, and to request news of the aircraft.

Commission Implementing Regulation (EU) 2020/469

When a state of emergency is considered to exist, the air traffic services unit or units aware of the emergency shall plot the flight of the aircraft involved on a chart or other appropriate tool in order to determine the probable future position of the aircraft and its maximum range of action from its last known position.

ED Decision 2020/008/R

PLOTTING AIRCRAFT IN A STATE OF EMERGENCY WHERE ATS SURVEILLANCE SERVICES ARE PROVIDED

The progress of an aircraft in emergency should be monitored and (whenever possible) plotted on the situation display until the aircraft passes out of coverage of the ATS surveillance system, and position information should be provided to all air traffic services units which may be able to give assistance to the aircraft. Transfer to adjacent sectors should also be effected when appropriate.

Commission Implementing Regulation (EU) 2020/469

(a)When an area control centre or a flight information centre decides that an aircraft is in the uncertainty or the alert phase, it shall, when practicable, advise the aircraft operator prior to notifying the rescue coordination centre.

(b)Whenever practicable, an area control centre or flight information centre shall, without delay, communicate all information notified to the rescue coordination centre to the aircraft operator.

Commission Implementing Regulation (EU) 2020/469

(a)When it has been established by an air traffic services unit that an aircraft is in a state of emergency, other aircraft known to be in the vicinity of the aircraft involved shall, except as provided in point (b), be informed of the nature of the emergency as soon as practicable.

(b)When an air traffic services unit knows or believes that an aircraft is being subjected to unlawful interference, no reference shall be made in air traffic services air-ground communications to the nature of the emergency unless it has first been referred to in communications from the aircraft involved and it is certain that such reference will not aggravate the situation.

APPENDICES

Regulation (EU) 2023/1771

The downlinked aircraft identification feature shall be used as follows to establish individual aircraft identification:

(a)The air traffic services provider shall declare to the Network Manager the airspace volumes where individual aircraft identification is established using the downlinked aircraft identification feature.

(b)The conspicuity SSR code A1000 shall be assigned to aircraft where individual aircraft identification is established by using the downlinked aircraft identification feature.

(c)Except when one of the conditions set out in point (d) apply, the conspicuity SSR code A1000 shall be assigned to departing aircraft or to aircraft for which, in accordance with point (g), a code change is required, where the following conditions apply:

(1)the downlinked aircraft identification matches the corresponding entry in the flight plan for that aircraft;

(2)the Network Manager has communicated that the particular aircraft is eligible for the assignment of the conspicuity SSR code A1000.

(d)The conspicuity SSR code A1000 shall not be assigned to aircraft referred to in point (c) if any of the following conditions apply:

(1)contingency measures that require the assignment of discrete SSR codes to aircraft have been put in place by an air navigation service provider that experiences unplanned ground surveillance sensor outages;

(2)exceptional military contingency measures require air navigation service providers to assign discrete SSR codes to aircraft;

(3)an aircraft which is eligible for the assignment of the conspicuity SSR code A1000 established in accordance with point (c) exits or is otherwise diverted outside the airspace volume referred to in point (a).

(e)Aircraft that are not assigned the conspicuity SSR code A1000 established in accordance with point (c) shall be assigned an SSR code that complies with a code allocation list agreed by the Member States and coordinated with third countries.

(f)When an SSR code has been assigned to an aircraft, a check shall be made at the earliest opportunity to confirm that the SSR code set by the pilot is identical to that assigned to the flight.

(g)SSR codes assigned to aircraft being transferred from air traffic services providers in neighbouring States shall be automatically checked to see whether the assignments can be retained in compliance with a code allocation list agreed by the Member States and coordinated with third countries.

(h)Formal arrangements with the following minimum content shall be established with neighbouring air navigation service providers that establish individual aircraft identification by using discrete SSR codes:

(1)an obligation on the neighbouring air navigation service providers to transfer aircraft with verified discrete SSR codes assigned in compliance with a code allocation list agreed by the Member States and coordinated with third countries;

(2)an obligation to notify accepting units about any observed irregularity in the operation of airborne constituents of surveillance systems;

(i)air traffic services providers shall ensure that the assignment of discrete SSR codes in compliance with a code allocation list agreed by the Member States and coordinated with third countries to establish individual aircraft identification complies with the following:

(1)the SSR codes are automatically assigned to aircraft in compliance with a code allocation list agreed by the Member States and coordinated with third countries;

(2)the SSR codes assigned to aircraft being transferred from air navigation service providers in neighbouring States are checked to see whether the assignments can be retained in compliance with a code allocation list agreed by the Member States and coordinated with third countries;

(3)the SSR codes are classified into different categories to allow for differentiated code assignment;

(4)the SSR codes from the different categories referred to in point (3) are assigned according to the directions of flights;

(5)multiple simultaneous assignments of the same SSR code are made to flights that operate in code conflict- free directions;

(6)the controllers are automatically informed when SSR code assignments are unintentionally duplicated.

Regulation (EU) 2023/1771

A.The mandatory processes to be implemented between units that provide area control service, or when so agreed with or between other air traffic control units, shall be the following:

(a)Notification

(1)The flight information subject to the notification process shall include as a minimum:

(i)aircraft identification,

(ii)SSR mode and code (if available),

(iii)departure aerodrome,

(iv)estimate data,

(v)destination aerodrome,

(vi)number and type of aircraft,

(vii)type of flight,

(viii)equipment capability and status.

(2)The content of the “equipment capability and status” information shall include reduced vertical separation minima (RVSM) and the 8,33 kHz channel spacing capability as a minimum. Other items may be included in accordance with the letters of agreement.

(3)The notification process shall be performed at least once for each eligible flight planned to cross boundaries unless the flight is the subject of the pre-departure notification and coordination process.

(4)The eligibility criteria for cross-boundary notification of flights shall be in accordance with the letters of agreement.

(5)When the notification process cannot be performed by a bilaterally agreed time prior to the initial coordination process, it shall be included in the initial coordination process.

(6)When performed, the notification process shall precede the initial coordination process.

(7)The notification process shall take place again each time there is a change to any of the following data prior to the initial coordination process:

(i)coordination point (COP);

(ii)expected SSR code at the transfer of control point;

(iii)destination aerodrome;

(iv)type of aircraft;

(v)equipment capability and status.

(8)If a discrepancy is identified between the transmitted data and the corresponding data in the receiving system, or no such information is available that would result in the need for corrective action upon receipt of the following initial coordination data, the discrepancy shall be referred to an appropriate controller working position for resolution.

(9)Time criteria for the initiation of the notification process:

(i)The notification process shall be initiated at a parameter number of minutes before the estimated time at the COP.

(ii)The notification parameter(s) shall be included in the letters of agreement between the ATC units concerned.

(iii)The notification parameter(s) may be defined separately for each of the coordination points.

(b)Initial coordination

(1)For a flight subject to initial coordination, the agreed transfer conditions of a flight shall be operationally binding for both air traffic control units unless the coordination is abrogated or revised.

(2)The information on the flight that is subject to the initial coordination process shall include as a minimum:

(i)aircraft identification;

(ii)SSR mode and code;

(iii)departure aerodrome;

(iv)estimate data;

(v)destination aerodrome;

(vi)number and type of aircraft;

(vii)type of flight;

(viii)equipment capability and status.

(3)The content of the “equipment capability and status” information shall include RVSM and the 8,33 kHz channel spacing capability as a minimum. Other items may be included as bilaterally agreed by the letters of agreement.

(4)The initial coordination process shall be performed for all eligible flights planned to cross boundaries.

(5)The eligibility criteria for cross-boundary initial coordination of flights shall be in accordance with the letters of agreement.

(6)Unless already manually initiated, the initial coordination process shall be automatically initiated, in accordance with the letters of agreement, at:

(i)a bilaterally agreed parameter time period before the estimated time at the coordination point; or

(ii)the time at which the flight is at a bilaterally agreed distance from the coordination point.

(7)The initial coordination process for a flight shall only be performed once unless the abrogation of the coordination process is initiated.

(8)Following the abrogation of the coordination process, the initial coordination process may be initiated again with the same unit.

(9)The completion of the initial coordination process, including confirmation from the receiving unit, shall be passed on to the transferring unit – the flight is then considered “coordinated”.

(10)Failure of the initial coordination process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the controller working position responsible for the coordination of the flight within the transferring unit.

(11)The initial coordination information shall be made available to the appropriate controller working position at the accepting unit.

(c)Revision of coordination

(1)The revision-of-coordination process shall ensure association with the flight previously coordinated.

(2)For a flight subject to the revision-of-coordination process, the agreed transfer conditions of a flight shall be operationally binding for both air traffic control units unless the coordination is abrogated or the conditions are further revised.

(3)The revision-of-coordination process shall provide the following flight information, provided it has changed:

(i)SSR mode and code;

(ii)estimated time and flight level;

(iii)equipment capability and status.

(4)If bilaterally agreed, the revision-of-coordination data shall provide the following information provided it has changed:

(i)coordination point;

(ii)route.

(5)The revision-of-coordination process may take place one or more times with the unit with which a flight is currently coordinated.

(6)The revision-of-coordination process shall take place when:

(i)the estimated time over the coordination point differs from that previously provided by more than a value bilaterally agreed;

(ii)the transfer level(s), SSR code or equipment capability and status is (are) different from that (those) previously provided.

(7)Where bilaterally agreed, the revision-of-coordination process shall take place when there is any change in the following:

(i)coordination point;

(ii)route.

(8)The completion of the revision-of-coordination process, including confirmation from the receiving unit, shall be passed on to the transferring unit.

(9)Failure of the revision-of-coordination process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the controller working position responsible for the coordination of the flight within the transferring unit.

(10)The revision-of-coordination process shall take place immediately following the relevant input or update.

(11)The revision-of-coordination process shall be inhibited after the flight is at a bilaterally agreed time/distance from the transfer control point in accordance with the letters of agreement.

(12)The revision-of-coordination information shall be made available to the appropriate controller working position within the receiving unit.

(13)Where the completion of the revision-of-coordination process is not confirmed in accordance with the applicable quality-of-service requirements, the transferring unit shall initiate verbal coordination.

(d)Abrogation of coordination

(1)The abrogation-of-coordination process shall ensure association with the previous notification or coordination process that is being cancelled.

(2)The abrogation-of-coordination process shall take place with a unit for a coordinated flight when:

(i)the unit is no longer the next unit in the coordination sequence;

(ii)the flight plan is cancelled in the sending unit and the coordination is no longer relevant;

(iii)abrogation-of-coordination information is received from the previous unit in respect of the flight.

(3)The abrogation-of-coordination process may take place with a unit for a notified flight when:

(i)the unit is no longer the next unit in the coordination sequence;

(ii)the flight plan is cancelled in the sending unit and the coordination is no longer relevant;

(iii)abrogation-of-coordination information is received from the previous unit in respect of the flight;

(iv)the flight is delayed en route, and a revised estimate cannot be determined automatically.

(4)The completion of the abrogation-of-coordination process, including confirmation from the receiving unit, shall be passed on to the transferring unit.

(5)Failure of the abrogation-of-coordination process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the controller working position responsible for the coordination of the flight within the transferring unit.

(6)The abrogation-of-coordination information shall be made available to the appropriate controller working position within the notified unit or within the unit with which the coordination is cancelled.

(7)Where the completion of the abrogation-of-coordination process is not confirmed in accordance with the applicable quality-of-service requirements, the transferring unit shall initiate verbal coordination.

(e)Basic flight data

(1)The information subject to the basic-flight-data process shall provide as a minimum:

(i)aircraft identification;

(ii)SSR mode and code.

(2)Any additional information provided by the basic-flight-data process shall be subject to bilateral agreement.

(3)The basic-flight-data process shall be performed automatically for each eligible flight.

(4)The eligibility criteria for basic-flight-data shall be in accordance with the letters of agreement.

(5)The completion of the basic-flight-data process, including confirmation from the receiving unit, shall be passed on to the supplying unit.

(6)Failure of the basic-flight-data process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the supplying unit.

(f)Change to basic flight data

(1)The change-to-basic-flight-data process shall ensure association with the flight previously subject to a basic-flight-data process.

(2)Any other information subject to the change-to-basic-flight-data process and the associated criteria for its provision shall be subject to bilateral agreement.

(3)A change-to-basic-flight-data process shall only take place for a flight which has previously been notified by a basic-flight-data process.

(4)A change-to-basic-flight-data process shall be initiated automatically in accordance with bilaterally agreed criteria.

(5)The completion of the change-to-basic-flight-data process, including confirmation from the receiving unit, shall be passed on to the supplying unit.

(6)Failure of the change-to-basic-flight-data process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the supplying unit.

(7)The change-to-basic-flight-data information shall be made available to the appropriate controller working position within the receiving unit.

B.When agreed between the units concerned to conduct the pre-departure notification, the change-of-frequency or the manual-assumption-of-communication processes shall be as follows:

(a)Pre-departure notification and coordination

(1)The information subject to the pre-departure notification and coordination process shall include as a minimum:

(i)aircraft identification;

(ii)SSR mode and code (if available);

(iii)departure aerodrome;

(iv)estimated take-off time or estimate data, as bilaterally agreed;

(v)destination aerodrome;

(vi)number and type of aircraft.

(2)The information subject to the pre-departure notification and coordination process from a terminal manoeuvring area (TMA) control unit or an ACC shall contain the following:

(i)type of flight;

(ii)equipment capability and status.

(3)The content of the “equipment capability and status” information shall include RVSM and the 8,33 kHz channel spacing capability as a minimum.

(4)The “equipment capability and status” information may contain other items as bilaterally agreed by the letters of agreement.

(5)The pre-departure notification and coordination process shall take place one or more times for each eligible flight planned to cross the boundaries where the flight time from departure to the coordination point would not allow sufficient time for the initial coordination or notification processes to be executed.

(6)The eligibility criteria for the cross-boundary pre-departure notification and coordination of flights shall be in accordance with the letters of agreement.

(7)The pre-departure notification and coordination process shall take place again each time there is a change to any item of the data subject to the previous pre-departure notification and coordination process before departure.

(8)The completion of the pre-departure notification and coordination process, including confirmation from the receiving unit, shall be passed on to the transferring unit.

(9)Failure of the pre-departure notification and coordination process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the controller working position responsible for the notification/coordination of the flight within the transferring unit.

(10)The pre-departure notification and coordination information shall be made available at the appropriate controller working position within the notified unit.

(b)Change of frequency

(1)The information subject to the change-of-frequency process shall include the aircraft identification and any of the following, if available:

(i)release indication;

(ii)cleared flight level;

(iii)assigned heading/track or direct clearance;

(iv)assigned speed;

(v)assigned rate of climb/descent.

(2)If bilaterally agreed, change of frequency data shall contain the following:

(i)current track position;

(ii)instructed frequency.

(3)The change-of-frequency process shall be manually initiated by the transferring controller.

(4)The completion of the change-of-frequency process, including confirmation from the accepting unit, shall be passed on to the transferring ATC unit.

(5)Failure of the change-of-frequency process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the transferring ATC unit.

(6)The change-of-frequency information shall be made available to the accepting controller without delay.

(c)Manual assumption of communications

(1)The information subject to the manual-assumption-of-communications process shall include as a minimum the aircraft identification.

(2)The manual-assumption-of-communications process shall be initiated by the accepting unit when communication is established.

(3)The completion of the manual-assumption-of-communications process, including confirmation from the transferring unit, shall be passed on to the accepting ATC unit.

(4)Failure of the manual-assumption-of-communications process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the accepting ATC unit.

(5)The manual-assumption-of-communications information shall be presented immediately to the controller within the transferring unit.

(d)Crossing intention notification

(1)The information subject to the crossing-intention-notification process shall include as a minimum:

(i)aircraft identification;

(ii)SSR mode and code;

(iii)number and type of aircraft;

(iv)identifier of sector in charge;

(v)crossing route including estimated times and flight levels for each point on the route.

(2)The crossing-intention-notification process shall be initiated manually by the controller, or automatically as described in the letters of agreement.

(3)The completion of the crossing-intention-notification process, including confirmation from the notified unit, shall be passed on to the notifying unit.

(4)Failure of the crossing-intention-notification process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning within the notifying unit.

(5)The crossing-intention-notification information shall be made available to the appropriate controller working position within the notified unit.

(e)Crossing clearance request

(1)The information subject to the crossing-clearance-request process shall include as a minimum:

(i)aircraft identification;

(ii)SSR mode and code;

(iii)number and type of aircraft;

(iv)identifier of sector in charge;

(v)crossing route including estimated times and flight levels for each point on the route.

(2)If bilaterally agreed, a crossing clearance request shall contain the equipment capability and status.

(3)The content of the “equipment capability and status” information shall include the RVSM capability as a minimum, and may contain other items as bilaterally agreed.

(4)The crossing clearance request shall be initiated at the controller’s discretion, in accordance with the conditions specified in the letters of agreement.

(5)The completion of the crossing-clearance-request process, including confirmation from the unit receiving the request, shall be provided to the requesting unit.

(6)Failure of the crossing-clearance-request process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the requesting unit.

(7)The crossing-clearance-request information shall be made available to the appropriate controller working position within the unit receiving the request.

(8)A crossing-clearance-request process shall be replied to by any of the following:

(i)the acceptance of the proposed route/airspace crossing details;

(ii)a counter-proposal including different route/airspace crossing details as specified in Section 6 below;

(iii)the rejection of the proposed route/airspace crossing details.

(9)If an operational reply is not received within a bilaterally agreed interval, a warning shall be issued at the appropriate controller working position within the requesting unit.

(f)Crossing counter-proposal

(1)The crossing-counter-proposal process shall ensure association with the flight previously subject to coordination.

(2)The information subject to the crossing-counter-proposal process shall include as a minimum:

(i)aircraft identification;

(ii)crossing route including estimated times and flight levels for each point on the route.

(3)The counter-proposal shall include a proposed new flight level and/or route.

(4)The completion of the crossing-counter-proposal process, including confirmation from the original requesting unit, shall be passed on to the counter-proposing unit.

(5)Failure of the crossing-counter-proposal process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the counter-proposing unit.

(6)The crossing-counter-proposal information shall be made available to the appropriate controller working position within the original requesting unit.

(7)The confirmation of the successful processing of the crossing-counter-proposal information by the original requesting unit shall be followed by an operational reply from the original requesting unit.

(8)The operational reply to a crossing counter-proposal shall be acceptance or rejection, as appropriate.

(9)If an operational reply is not received within a bilaterally agreed interval, a warning shall be issued at the appropriate controller working position within the counter-proposing unit.

(g)Crossing cancellation

(1)The crossing-cancellation process shall ensure association with the previous notification or coordination process that is cancelled.

(2)A crossing-cancellation process shall be initiated by the unit responsible for the flight when one of the following occurs:

(i)the flight previously notified by the basic-flight-data process will now not enter the airspace of the notified unit or is no longer of interest to the notified unit;

(ii)the crossing will not be executed on the route expressed in the crossing-intention-notification information;

(iii)the crossing will not be executed according to the conditions under negotiation or according to the conditions agreed after an airspace crossing dialogue.

(3)A crossing-cancellation process shall be triggered automatically or manually by a controller input in accordance with the letters of agreement.

(4)The completion of the crossing-cancellation process, including confirmation from the notified/requested unit, shall be passed on to the cancelling unit.

(5)Failure of the crossing-cancellation process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate working position within the cancelling unit.

(6)The crossing-cancellation information shall be made available to the appropriate controller working position within the notified/requested unit.

C.Between units that provide area control services required to operate the data link services as referred to in point AUR.COM.2005(1)(a) of Implementing Regulation (EU) 2023/1770, or when so agreed with or between other units, the following processes shall be supported by automation:

(a)Logon forward

(1)The information subject to the logon-forward process shall include as a minimum:

(i)aircraft identification;

(ii)departure aerodrome;

(iii)destination aerodrome;

(iv)logon type;

(v)logon parameters.

(2)One logon-forward process shall be performed for each data link logged-on flight planned to cross boundaries.

(3)The logon-forward process shall be initiated at or as soon as possible after the earlier of the times determined, in accordance with the letters of agreement, from the following:

(i)a parameter number of minutes before the estimated time at the coordination point;

(ii)the time at which the flight is at a bilaterally agreed distance from the coordination point.

(4)The eligibility criteria for the logon-forward process shall be in accordance with the letters of agreement.

(5)The logon-forward information shall be included with the corresponding flight information in the receiving unit.

(6)The logged-on status of the flight may be displayed at the appropriate controller working position within the receiving unit.

(7)The completion of the logon-forward process, including confirmation from the receiving unit, shall be passed on to the transferring unit.

(8)Failure of the logon-forward process to confirm completion, in accordance with the applicable quality- of-service requirements, shall result in the initiation of an air–ground data link contact request to the aircraft.

(b)Next authority notified

(1)The information subject to the next-authority-notified process shall include as a minimum:

(i)aircraft identification;

(ii)departure aerodrome;

(iii)destination aerodrome.

(2)One next-authority-notified process shall be performed for each eligible flight crossing boundaries.

(3)The next-authority-notified process shall be initiated after the next data authority request with the aircraft has been acknowledged by the airborne system.

(4)Following the successful processing of the next-authority-notified information, the receiving unit shall initiate a controller–pilot data link communication (CPDLC) start request with the aircraft.

(5)If the next-authority-notified information has not been received in accordance with a bilaterally agreed parameter time, local procedures shall be applied by the receiving unit for the initiation of data link communications with the aircraft.

(6)The completion of the next-authority-notified process, including confirmation from the receiving unit, shall be passed on to the transferring unit.

(7)Failure of the next-authority-notified-process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in the initiation of local procedures within the transferring unit.