ED Decision 2020/008/R
GENERAL
In the context of the AMC and GM to Part-ATS, the terms listed below have the following meaning:
— 'accepting air traffic controller (ATCO)’ refers to the air traffic controller next to take control of an aircraft;
— 'accepting control unit’ refers to the air traffic control unit next to take control of an aircraft;
— ‘advisory airspace’ refers to an airspace of defined dimensions, or designated route, within which air traffic advisory service is available;
— ‘advisory route’ refers to a designated route along which air traffic advisory service is available;
— ‘airborne collision avoidance system (ACAS)’ refers to an aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders;
— ‘aircraft address’ refers to a unique combination of 24 bits available for assignment to an aircraft for the purpose of air-ground communications, navigation and surveillance;
— ‘air-taxiing’ refers to the movement of a helicopter/vertical take-off and landing (VTOL) aircraft above the surface of an aerodrome, normally in ground effect and at a ground speed normally less than 37 km/h (20 kt). The actual height may vary, and some helicopters may require air-taxiing above 8 m (25 ft) above ground level (AGL) to reduce ground effect turbulence or provide clearance for cargo slingloads;
— ‘air traffic’ refers to all aircraft in flight or operating on the manoeuvring area of an aerodrome;
— ‘approach sequence’ refers to the order in which two or more aircraft are cleared to approach to land at the aerodrome;
— ‘base turn’ refers to a turn executed by the aircraft during the initial approach between the end of the outbound track and the beginning of the intermediate or final approach track. The tracks are not reciprocal. Base turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual procedure;
— ‘change-over point’ refers to the point at which an aircraft navigating on an ATS route segment defined by reference to very high-frequency omnidirectional radio ranges is expected to transfer its primary navigational reference from the facility behind the aircraft to the next facility ahead of the aircraft. Change-over points are established to provide the optimum balance in respect of signal strength and quality between facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraft operating along the same portion of a route segment;
— ‘common point’ refers to a point on the surface of the earth common to the tracks of two aircraft, used as a basis for the application of separation (e.g. significant point, waypoint, navigation aid, fix);
— ‘controller-pilot’ refers to in different contexts the interaction between air traffic controllers and pilots;
— ‘cruise climb’ refers to an aeroplane cruising technique resulting in a net increase in altitude as the aeroplane mass decreases;
— ‘decision altitude (DA) or decision height (DH)’ refers to a specified altitude or height in a 3D instrument approach operation at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. DA is referenced to mean sea level, and DH is referenced to the threshold elevation. The required visual reference is that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In Category III operations with a DH, the required visual reference is that specified for the particular procedure and operation;
— ‘discrete code’ refers to a four-digit SSR code with the last two digits not being ‘00’;
— ‘emergency phase’ refers to a generic term meaning, as the case may be, uncertainty phase, alert phase or distress phase;
— ‘estimated elapsed time’ refers to the estimated time required to proceed from one significant point to another;
— ‘expected approach time’ refers to the time at which air traffic control (ATC) expects that an arriving aircraft, following a delay, will leave the holding fix to complete its approach for a landing. The actual time of leaving the holding fix will depend upon the approach clearance;
— ‘filed flight plan’ refers to the flight plan as filed with an air traffic services unit by the pilot or a designated representative, without any subsequent changes. When the word ‘message’ is used as a suffix to this term, it denotes the content and format of the filed flight plan data as transmitted;
— ‘flight path monitoring’ refers to the use of ATS surveillance systems for the purpose of providing aircraft with information and advice relative to significant deviations from nominal flight path, including deviations from the terms of their ATC clearances;
— ‘ground effect’ refers to a condition of improved performance (lift) due to the interference of the surface with the airflow pattern of the rotor system when a helicopter or other VTOL aircraft is operating near the ground. Rotor efficiency is increased by ground effect to a height of about one rotor diameter for most helicopters;
— ‘initial approach segment’ refers to that segment of an instrument approach procedure between the initial approach fix and the intermediate approach fix or, where applicable, the final approach fix or point;
— ‘landing area’ refers to that part of a movement area intended for the landing or take-off of aircraft;
— ‘minimum fuel’ is a term to be used to describe a situation in which an aircraft’s fuel supply has reached a state where the flight is committed to land at a specific aerodrome and no additional delay can be accepted;
— ‘multilateration (MLAT) system’ refers to a group of equipment configured to provide position derived from the SSR transponder signals (replies or squitters) primarily using time difference of arrival (TDOA) techniques. Additional information, including identification, can be extracted from the received signals);
— ‘normal operating zone (NOZ)’ refers to airspace of defined dimensions extending to either side of a published instrument approach procedure final approach course or track. Only that half of the NOZ adjacent to a no transgression zone (NTZ) is taken into account in independent parallel approaches;
— ‘no transgression zone (NTZ)’ refers to, in the context of independent parallel approaches, a corridor of airspace of defined dimensions located centrally between the two extended runway centre lines, where a penetration by an aircraft requires an air traffic controller intervention to manoeuvre any threatened aircraft on the adjacent approach;
— ‘obstacle clearance altitude (OCA)’ refers to the lowest altitude above the elevation of the relevant runway threshold or the aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria. The OCA is referenced to mean sea level;
— ‘obstacle clearance height (OCH)’ refers to the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria. OCH is referenced to the threshold elevation or in the case of non-precision approach procedures to the aerodrome elevation or the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation. An OCH for a circling approach procedure is referenced to the aerodrome elevation;
— ‘onward clearance time’ refers to the time at which an aircraft can expect to leave the fix at which it is being held;
— ‘procedural ATC service’ refers to a term that is used to indicate that information derived from an ATS surveillance system is not required for the provision of air traffic control service;
— ‘procedural separation’ refers to the separation used when providing the procedural air traffic control service;
— ’procedure turn’ refers to a manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track. Procedure turns are designated ‘left’ or ‘right’ according to the direction of the initial turn. Procedure turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual procedure;
— ‘PSR blip’ refers to the visual indication, in a non-symbolic form, on a situation display, of the position of an aircraft obtained by primary radar;
— ‘radar approach’ refers to an approach in which the final approach phase is executed under the direction of an air traffic controller using radar;
— ‘radar clutter’ refers to the visual indication, on a situation display, of unwanted signals;
— ‘radar contact’ refers to the situation which exists when the radar position of a particular aircraft is seen and identified on a situation display;
— ‘reporting point’ refers to a specified geographical location in relation to which the position of an aircraft can be reported;
— ‘runway-holding position’ refers to a designated position intended to protect a runway, 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. In radiotelephony phraseologies, the expression ‘holding point’ is used to designate the runway-holding position;
— ‘runway incursion’ refers to any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take-off of aircraft;
— ‘runway strip’ refers to a defined area including the runway and stopway, if provided, intended to:
(a) reduce the risk of damage to aircraft running off a runway; and
(b) protect aircraft flying over it during take-off or landing operations;
— ‘segregated parallel operations’ refers to simultaneous operations on parallel or near-parallel instrument runways in which one runway is used exclusively for approaches and the other runway is used exclusively for departures;
— ‘SSR response’ refers to the visual indication, in a non-symbolic form, on a situation display, of a response from an SSR transponder in reply to an interrogation;
— ‘stopway’ refers to a defined rectangular area on the ground at the end of take-off run available, prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned take-off;
— ‘total estimated elapsed time’ refers to, for IFR flights, the estimated time required from take-off to arrive over that designated point, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no navigation aid is associated with the destination aerodrome, to arrive over the destination aerodrome. For VFR flights, it refers to the estimated time required from take-off to arrive over the destination aerodrome;
— ‘touchdown’ refers to the point where the nominal glide path intercepts the runway. ‘Touchdown’ as defined above is only a datum and is not necessarily the actual point at which the aircraft will touch the runway;
— ‘touchdown zone’ refers to the portion of a runway, beyond the threshold, intended as the first point of contact between landing aircraft and the runway;
— ‘visual surveillance system’ refers to an electro-optical system providing an electronic visual presentation of traffic and any other information necessary to maintain situational awareness at an aerodrome and its vicinity.
Regulation (EU) 2017/373
(a) An air traffic services provider shall notify the competent authorities of:
(1) its legal status, its ownership structure and any arrangements having a significant impact on control over its assets;
(2) any links with organisations not involved in the provision of air navigation services, including commercial activities in which they are engaged either directly or through related undertakings, which account for more than 1 % of their expected revenue; furthermore, it shall notify any change of any single shareholding which represents 10 % or more of their total shareholding.
(b) An air traffic services provider shall take all necessary measures to prevent any situation of conflict of interests that could compromise the impartial and objective provision of its services.
ATS.OR.105 Open and transparent provision of service
Regulation (EU) 2017/373
In addition to point ATM/ANS.OR.A.075 of Annex III, the air traffic service provider shall neither engage in conduct that would have as its object or effect the prevention, restriction or distortion of competition, nor shall they engage in conduct that amounts to an abuse of a dominant position, in accordance with applicable Union and national law.
ATS.OR.110 Coordination between aerodrome operators and air traffic services providers
Commission Implementing Regulation (EU) 2020/469
An air traffic services provider shall establish arrangements with the operator of the aerodrome at which it provides air traffic services to ensure adequate coordination of activities and services provided as well as exchange of relevant data and information.
AMC1 ATS.OR.110 Coordination between aerodrome operators and air traffic services providers
ED Decision 2020/008/R
ESTABLISHMENT AND IDENTIFICATION OF STANDARD TAXI ROUTES
(a) The air traffic services provider, in coordination with the aerodrome operator, should assess the necessity for establishing standard routes for taxiing aircraft on an aerodrome between runways, aprons and maintenance areas.
(b) When established, such routes should be direct, simple and, where practicable, designed to avoid traffic conflicts.
(c) Standard routes for taxiing aircraft should be identified by designators distinctively different from those of the runways and ATS routes.
AMC2 ATS.OR.110 Coordination between aerodrome operators and air traffic services providers
ED Decision 2020/008/R
INFORMATION EXCHANGE ON THE AERODROME CONDITIONS AND OPERATIONAL STATUS OF AERODROME FACILITIES
The air traffic services provider should establish arrangements with the aerodrome operator for the exchange of information regarding the aerodrome conditions, in particular the operational conditions of the movement area, including the existence of temporary hazards, and the operational status of any associated facilities at the aerodrome(s) with which they are concerned.
AMC3 ATS.OR.110 Coordination between aerodrome operators and air traffic services providers
ED Decision 2020/008/R
APRON MANAGEMENT SERVICES
The air traffic services provider should establish arrangements, including a coordination procedure, with the aerodrome operator and, when applicable, with the other organisation(s) providing apron management services. The coordination procedure between the provider(s) of apron management services and the air traffic services provider should contain at least the following:
(a) the boundaries of the respective areas of responsibilities as described according to ADR.OPS.D.005 of Regulation (EU) No 139/2014;
(b) the handover points between apron and manoeuvring area;
(c) the holding areas;
(d) the means of guidance for the aircraft taxiing;
(e) the operational information to be exchanged between both parties; and
(f) the push back operations, when interfering with the manoeuvring area.
AMC4 ATS.OR.110 Coordination between aerodrome operators and air traffic services providers
ED Decision 2020/008/R
COORDINATION FOR LOW-VISIBILITY OPERATIONS
The air traffic services provider should establish arrangements with the aerodrome operator and, where established, with the apron management services provider(s) for the relevant aspects and the definition of the respective responsibilities in conducting low-visibility operations (LVOs), in addition to those established in ATS.TR.265(b).
AMC5 ATS.OR.110 Coordination between aerodrome operators and air traffic services providers
ED Decision 2020/008/R
COORDINATION FOR RUNWAYS INSPECTIONS
The air traffic services provider should coordinate with the aerodrome operator the conduct of routine and non-routine runway inspections.
AMC6 ATS.OR.110 Coordination between aerodrome operators and air traffic services providers
ED Decision 2020/008/R
INFORMATION ON THE SAFE USE OF THE MANOEUVRING AREA
When a not previously notified condition pertaining to the safe use by aircraft of the manoeuvring area is reported to or observed by the aerodrome air traffic controllers or by aerodrome flight information services (AFIS) officers, the air traffic services provider should inform the aerodrome operator, and should ensure that operations on that part of the manoeuvring area are terminated until otherwise advised by the aerodrome operator.
GM1 ATS.OR.110 Coordination between aerodrome operators and air traffic services providers
ED Decision 2020/008/R
COORDINATION FOR THE AERODROME MANUAL
The air traffic services provider should establish close coordination with the aerodrome operator to participate in the development of the elements of the aerodrome manual pertaining to the services it provides.
ATS.OR.115 Coordination between military units and air traffic services providers
Commission Implementing Regulation (EU) 2020/469
Without prejudice to Article 6 of Regulation (EC) No 2150/2005, an air traffic services provider shall ensure that its air traffic services units, either routinely or on request, in accordance with locally agreed procedures, provide appropriate military units with pertinent flight plan and other data concerning flights of civil aircraft in order to facilitate their identification.
ATS.OR.120 Coordination between meteorological services providers and air traffic services providers
Commission Implementing Regulation (EU) 2020/469
(a) To ensure that aircraft receive the most up-to-date meteorological information for aircraft operations, an air traffic services provider shall make arrangements with the associated meteorological services provider for air traffic services personnel:
(1) in addition to using indicating instruments, to report, if observed by air traffic services personnel or communicated by aircraft, such other meteorological elements as may be agreed upon;
(2) to report as soon as possible meteorological phenomena of operational significance, if observed by air traffic services personnel or communicated by aircraft, which have not been included in the aerodrome meteorological report;
(3) to report as soon as possible pertinent information concerning pre-eruption volcanic activity, volcanic eruptions and information concerning volcanic ash cloud. In addition, area control centres and flight information centres shall report the information to the associated meteorological watch office and volcanic ash advisory centres (VAACs).
(b) An air traffic services provider shall ensure that close coordination is maintained between area control centres, flight information centres and associated meteorological watch offices such that information on volcanic ash included in NOTAM and SIGMET messages is consistent.
ATS.OR.125 Coordination between aeronautical information services and air traffic services providers
Commission Implementing Regulation (EU) 2020/469
(a) An air traffic services provider shall provide to the relevant aeronautical information services provider the aeronautical information to be published as necessary to permit the utilisation of such air traffic services.
(b) To ensure that the aeronautical information services providers obtain information to enable them to provide up-to-date preflight information and to meet the need for in-flight information, an air traffic services provider and aeronautical information services provider shall make arrangements to report to the responsible aeronautical information services provider, with a minimum of delay:
(1) information on aerodrome conditions;
(2) the operational status of associated facilities, services and navigation aids within their area of responsibility;
(3) the occurrence of volcanic activity observed by air traffic services personnel or reported by aircraft;
(4) any other information considered to be of operational significance.
(c) Before introducing changes to systems for air navigation under its responsibility, an air traffic services provider shall:
(1) ensure close coordination with the aeronautical information services provider(s) concerned;
(2) take due account of the time needed by the aeronautical information services provider for the preparation, production and issuance of relevant material for promulgation;
(3) provide the information in a timely manner to the aeronautical information services provider concerned.
(d) An air traffic services provider shall observe the predetermined, internationally agreed aeronautical information regulation and control (AIRAC) effective dates in addition to 14 days postage time when submitting to aeronautical information services providers the raw information or data, or both, subject to the AIRAC cycle.
GM1 ATS.OR.125(a) Coordination between aeronautical information services and air traffic services providers
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PUBLICATION OF REDUCED RUNWAY SEPARATION MINIMA
The air traffic services provider should arrange to publish all applicable procedures related to the application of reduced runway separation minima as in AMC9 ATS.TR.210(c)(2)(i) in the aeronautical information publication (AIP) and to include them also in the local ATC instructions.
GM2 ATS.OR.125(a) Coordination between aeronautical information services and air traffic services providers
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PROMULGATION OF INFORMATION ON AFIS
The air traffic services provider should arrange to report information regarding the availability of AFIS and related procedures for its inclusion in the relevant parts of the AIP in the same manner as in the case of aerodromes provided with air traffic control service, in accordance with Appendix I to Annex VI (Part-AIS). The information includes but is not limited to the following:
(a) identification of the aerodrome;
(b) location and identification of the AFIS unit;
(c) hours of operation of the AFIS unit. For aerodromes where there is an alternation of the air traffic control service and AFIS provision, hours of operation of both services;
(d) lateral and vertical limits of the associated airspace;
(e) language(s) used;
(f) detailed description of the services provided, including alerting service and, if applicable, use of direction-finding;
(g) special procedures for application by pilots; and
(h) any other pertinent information.
GM1 ATS.OR.125(c) Coordination between aeronautical information services and air traffic services providers
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ORIGIN OF AERONAUTICAL INFORMATION
Information to be reported by the air traffic services provider to the AIS provider for the purpose of air traffic services may originate also from other entities, such as the aerodrome operator, the apron management services provider, CNS service providers, etc.
GM1 ATS.OR.125(d) Coordination between aeronautical information services and air traffic services providers
ED Decision 2020/008/R
Of particular importance are changes to aeronautical information that affect charts and/or computer-based navigation systems which qualify to be notified by the aeronautical information regulation and control (AIRAC) system, as stipulated in AIS.OR.505 and AIS.TR.505.
ATS.OR.127 Coordination by air traffic services providers in U-space airspace
Regulation (EU) 2021/665
Air traffic services providers shall:
(a) provide on a non-discriminatory basis the relevant traffic information regarding manned aircraft that is necessary as part of the common information services referred to in Commission Implementing Regulation (EU) 2021/664 for a U-Space airspace established in the controlled airspace where the air traffic service provider is designated to provide its services;
(b) establish the coordination procedures and communication facilities between appropriate air traffic service units, U-space service providers and, where applicable, single common information service providers permitting provision of this data.
AMC1 ATS.OR.127(a) Coordination by air traffic services providers in U-space airspace
ED Decision 2022/023/R
INFORMATION ON MANNED AIRCRAFT
Air traffic services providers should make arrangements with operators of manned special operations, which are exempted from the requirements on flight plan submission time according to point SERA.4001(d), to receive the earliest possible notification of an intended manned operation, either directly or through common information services when a single common information service provider is designated.
ATS.OR.130 Time in air traffic services
Commission Implementing Regulation (EU) 2020/469
(a) An air traffic services provider shall ensure that air traffic services units are equipped with clocks indicating the time in hours, minutes and seconds, clearly visible from each operating position in the unit concerned.
(b) An air traffic services provider shall ensure that air traffic services unit clocks and other time-recording devices are checked as necessary to ensure correct time to within plus or minus 30 seconds of UTC. Wherever data link communications are utilised by an air traffic services unit, clocks and other time- recording devices shall be checked as necessary to ensure correct time to within 1 second of UTC.
(c) The correct time shall be obtained from a standard time station or, if not possible, from another unit which has obtained the correct time from such station.
ATS.OR.135 Contingency arrangements
Commission Implementing Regulation (EU) 2020/469
An air traffic services provider shall develop contingency plans as required in point ATM/ANS.OR.A.070 of Annex III in close coordination with the air traffic services providers responsible for the provision of services in adjacent portions of airspace and, as appropriate, with airspace users concerned.
GM1 ATS.OR.135 Contingency arrangements
ED Decision 2020/008/R
The various circumstances surrounding each ATS contingency situation preclude the establishment of exact detailed procedures to be followed.
GM2 ATS.OR.135 Contingency arrangements
ED Decision 2020/008/R
RADIO COMMUNICATION CONTINGENCIES IN AIR TRAFFIC CONTROL SERVICE
(a) General
Air traffic control contingencies related to communications, i.e. circumstances preventing an air traffic controller from communicating with aircraft under control, may be caused by either a failure of ground radio equipment, a failure of airborne equipment, or by the control frequency being inadvertently blocked by an aircraft or a ground transmitter, or any unauthorised use. The duration of such events may be for prolonged periods and appropriate action to ensure that the safety of aircraft is not affected should therefore be taken immediately.
(b) Complete ground radio failure
(1) In the event of complete failure of the ground radio equipment used for air traffic control service, the air traffic controller should:
(i) attempt to establish radio communications on the emergency frequency 121.500 MHz;
(ii) without delay inform all adjacent control positions or air traffic control units, as applicable, of the failure;
(iii) apprise such positions or units of the current traffic situation;
(iv) request their assistance, in respect of aircraft which may establish communications with those positions or units, in establishing and maintaining separation between such aircraft; and
(v) instruct adjacent control positions or air traffic control units to hold or re-route all controlled flights outside the area of responsibility of the position or air traffic control unit that has experienced the failure until such time that the provision of normal services can be resumed,
unless able to continue to provide air traffic services by means of other available communication channels.
(2) In order to reduce the impact of complete ground radio equipment failure on the safety of air traffic, the air traffic services provider should establish contingency procedures to be followed by control positions and air traffic control units in the event of such failures. Where agreed between affected air traffic services providers, such contingency procedures should provide for the delegation of control to an adjacent control position or air traffic control unit in order to permit a minimum level of services to be provided as soon as possible, following the ground radio failure and until normal operations can be resumed.
(c) Blocked frequency
In the event that the control frequency is inadvertently blocked by an aircraft transmitter, the following additional steps should be taken:
(1) attempt to identify the aircraft concerned;
(2) if the aircraft blocking the frequency is identified, attempts should be made to establish communication with that aircraft, e.g. on the emergency frequency 121.500 MHz, by SELCAL, through the aircraft operator’s company frequency if applicable, on any VHF frequency designated for air-to-air use by flight crews or any other communication means or, if the aircraft is on the ground, by direct contact; and
(3) if communication is established with the aircraft concerned, the flight crew should be instructed to take immediate action to stop inadvertent transmissions on the affected control frequency.
(d) Unauthorised use of ATC frequency
Instances of false and deceptive transmissions on air traffic control frequencies which may impair the safety of aircraft can occasionally occur. In the event of such occurrences, the air traffic control unit concerned should:
(1) correct any false or deceptive instructions or clearances which have been transmitted;
(2) advise all aircraft on the affected frequency(ies) that false and deceptive instructions or clearances are being transmitted;
(3) instruct all aircraft on the affected frequency(ies) to verify instructions and clearances before taking action to comply;
(4) if practical, instruct aircraft to change to another frequency; and
(5) if possible, advise all aircraft affected when the false and deceptive instructions or clearances are no longer being transmitted.
GM3 ATS.OR.135 Contingency arrangements
ED Decision 2020/008/R
CONTINGENCY PROCEDURES FOR AIR TRAFFIC SERVICES UNITS WHEN A VOLCANIC ASH CLOUD IS REPORTED OR FORECAST
If a volcanic ash cloud is reported or forecast in the airspace for which the air traffic services unit is responsible, the following actions should be taken, as appropriate:
(a) relay pertinent information immediately to flight crews whose aircraft could be affected to ensure that they are aware of the ash cloud’s current and forecast position and the flight levels affected;
(b) accommodate requests for re-routing or level changes to the extent practicable;
(c) suggest re-routing to avoid or exit areas of reported or forecast ash clouds when requested by the pilot or deemed necessary by the air traffic controller; and
(d) when practicable, request a special air-report when the route of flight takes the aircraft into or near the forecast ash cloud and provide such special air-reports to the appropriate agencies.
GM4 ATS.OR.135 Contingency arrangements
ED Decision 2020/008/R
Guidance on contingency planning for air navigation services providers, including air traffic services providers, may be found in:
(a) ICAO Annex 11 - Attachment C ‘Material relating to contingency planning’; and
(b) the ‘EUROCONTROL Guidelines for Contingency Planning of Air Navigation Services (including Service Continuity)’ Edition 2.0 of 06/04/2009, available at:
and in its complementary document named ‘Reference Guide to EUROCONTROL Guidelines for Contingency Planning of Air Navigation Services (including Service Continuity)’ Edition 2.0 of 06/04/2009, available at:
ATS.OR.140 Failure and irregularity of systems and equipment
Commission Implementing Regulation (EU) 2020/469
An air traffic services provider shall establish appropriate arrangements for air traffic services units to immediately report any failure or irregularity of communication, navigation and surveillance systems or any other safety-significant systems or equipment which could adversely affect the safety or efficiency of flight operations or the provision of air traffic services, or both.
GM1 ATS.OR.140 Failure and irregularity of systems and equipment
ED Decision 2020/008/R
ATS.OR.140 is complementary to the existing requirements on reporting stemming from Regulation (EU) No 376/2014 and on the reporting arrangements that ATM/ANS providers have to establish in accordance with principles and requirements on the management system set in ATM/ANS.OR.B.005 in Annex III to Regulation (EU) 2017/373. However, the primary objective of ATS.OR.140 is the timely dissemination of information needed for the safe and efficient air traffic control service and flight information service provision (e.g. information on changes in the availability of radio navigation services). The arrangements should also support the timely issuance of NOTAMs concerning the relevant information to be disseminated, in accordance with the applicable requirements in ATM/ANS.OR.A.085 in Annex III to Regulation (EU) 2017/373.
ATS.OR.145 Operation of air traffic control service
Commission Implementing Regulation (EU) 2020/469
An air traffic services provider shall ensure that information on aircraft movements, together with a record of ATC clearances issued to such aircraft, are so displayed as to permit ready analysis in order to maintain an efficient flow of air traffic with adequate separation between aircraft.
AMC1 ATS.OR.145 Operation of air traffic control service
ED Decision 2020/008/R
PRESENTATION AND UPDATING OF FLIGHT PLAN AND CONTROL DATA AND OTHER RELEVANT INFORMATION FOR THE AIR TRAFFIC CONTROL SERVICE PROVISION
(a) The air traffic services provider should ensure that sufficient information and data are presented in such a manner as to enable the air traffic controller to have a complete representation of the current air traffic situation within the air traffic controller’s area of responsibility and, when relevant, movements on the manoeuvring area of aerodromes.
(b) The presentation should be updated in accordance with the progress of aircraft in order to facilitate the timely detection and resolution of conflicts as well as to facilitate and provide a record of coordination with adjacent air traffic services units and control sectors.
(c) An appropriate representation of the airspace configuration, including significant points and information related to such points, should be provided.
(d) Data to be presented should include relevant information from flight plans and position reports as well as clearance and coordination data.
(e) The information display may be generated and updated automatically, or the data may be entered and updated by authorised personnel.
(f) Data generated automatically should be presented to the air traffic controller 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 control, including conflict detection and the coordination of flights, or until terminated by the air traffic controller.
(g) All information and data as in point (a), including data related to individual aircraft, should be presented in a manner minimising the potential for misinterpretation or misunderstanding.
GM1 ATS.OR.145 Operation of air traffic control
ED Decision 2020/008/R
PRESENTATION AND UPDATING OF FLIGHT PLAN AND CONTROL DATA AND OTHER RELEVANT INFORMATION FOR THE AIR TRAFFIC CONTROL SERVICE PROVISION
Human factors principles should be considered when establishing the provisions and procedures stipulated in ATS.OR.145. The SESAR Joint Undertaking has developed a project titled ‘Human Performance in Automation Support’ (Project Nr. 16.05), which addressed the subject. The relevant final Project Report may be found at https://www.sesarju.eu/sites/default/files/DEL_16.05-D09-Final_Project_Report_.00.01.00.pdf.
GM2 ATS.OR.145 Operation of air traffic control service
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PRESENTATION AND UPDATING OF FLIGHT PLAN AND CONTROL DATA AND OTHER RELEVANT INFORMATION FOR THE AIR TRAFFIC CONTROL SERVICE PROVISION
Other information required or desirable for the air traffic control service provision may be but is not limited to:
(a) relevant meteorological information;
(b) NOTAMs;
(c) airspace-related information;
(d) status of radio navigation services and visual aids;
(e) aerodrome conditions and the operational status of associated facilities, where appropriate;
(f) unmanned free balloons; and
(g) others.
GM3 ATS.OR.145 Operation of air traffic control service
ED Decision 2020/008/R
PRESENTATION AND UPDATING OF FLIGHT PLAN AND CONTROL DATA AND OTHER RELEVANT INFORMATION FOR THE AIR TRAFFIC CONTROL SERVICE PROVISION
(a) The required flight plan and control data may be presented through the use of paper flight progress strips or electronic flight progress strips, by other electronic presentation forms or by a combination of presentation methods.
(b) The air traffic services provider should specify the procedures for annotating data and provisions specifying the types of data to be entered on flight progress strips, including the use of symbols.
ATS.OR.150 Transfer of responsibility for control and transfer of communications
Commission Implementing Regulation (EU) 2020/469
Air traffic services provider shall establish applicable coordination procedures for transfer of responsibility for control of flights, including transfer of communications and transfer of control points, in letters of agreement and operation manuals, as appropriate.
GM1 ATS.OR.150 Transfer of responsibility for control and transfer of communications
ED Decision 2020/008/R
GUIDANCE ON LETTERS OF AGREEMENT BETWEEN AIR TRAFFIC SERVICES UNITS
Guidance on the drafting of operational Letters of Agreement between air traffic services units may be found in the EUROCONTROL Guidelines ‘Common Format Letter of Agreement
Between Air Traffic Services Units’ Edition 5.0 of 15.10.2019, available at https://www.eurocontrol.int/publication/common-format-letter-agreement-between-air-traffic-services-units.
GM2 ATS.OR.150 Transfer of responsibility for control and transfer of communications
ED Decision 2020/008/R
TRANSFER OF COMMUNICATION
(a) Except when separation minima based on ATS surveillance systems specified in AMC1 ATS.TR.210(c)(2), AMC6 ATS.TR.220 and point (d) of AMC7 ATS.TR.220 are being applied, the transfer of air-ground communications of an aircraft from the transferring to the accepting control unit should be made 5 minutes before the time at which the aircraft is estimated to reach the common control area boundary unless otherwise agreed between the two air traffic control units concerned.
(b) Between two air traffic services units applying separation minima based on ATS surveillance systems specified in AMC1 ATS.TR.210(c)(2), AMC6 ATS.TR.220 and point (d) of AMC7 ATS.TR.220 at the time of transfer of control, the transfer of air-ground communications of an aircraft from the transferring to the accepting control unit should be made immediately after the accepting control unit has agreed to assume control.
(c) The transfer of air-ground communications to the aerodrome air traffic controller should be effected at such a point, level, or time, that clearance to land or alternative instructions, as well as information on essential local traffic, can be issued in a timely manner.
(d) The accepting control unit should notify the transferring unit in the event that communication with the aircraft is not established as expected.
(e) In cases where a portion of a control area is so situated that the time taken by aircraft to traverse it is of a limited duration, agreement should be reached to provide for direct transfer of communication between the units responsible for the adjacent control areas, provided that the intermediate unit is fully informed of such traffic. The intermediate unit should retain responsibility for coordination and for ensuring that separation is maintained between all traffic within its area of responsibility.
(f) An aircraft may be permitted to communicate temporarily with a control unit other than the unit controlling the aircraft.