ATS.TR.100 Objectives of the air traffic services (ATS)

Commission Implementing Regulation (EU) 2020/469

The objectives of the air traffic services shall be to:

(a) prevent collisions between aircraft;

(b) prevent collisions between aircraft on the manoeuvring area and obstructions on that area;

(c) expedite and maintain an orderly flow of air traffic;

(d) provide advice and information useful for the safe and efficient conduct of flights;

(e) notify appropriate organisations regarding aircraft in need of search and rescue aid, and assist such organisations as required.

ATS.TR.105 Divisions of the air traffic services

Commission Implementing Regulation (EU) 2020/469

The air traffic services shall comprise the services identified as follows:

(a) the air traffic control service, to accomplish the objectives as in points (a), (b) and (c) of point ATS.TR.100, this service being divided in three parts as follows:

(1) area control service: the provision of air traffic control service for controlled flights, except for those parts of such flights described in points (2) and (3) of this point, in order to accomplish the objectives established in points (a) and (c) of point ATS.TR.100;

(2) approach control service: the provision of air traffic control service for those parts of controlled flights associated with arrival or departure, in order to accomplish the objectives established in points (a) and (c) of point ATS.TR.100; and

(3) aerodrome control service: the provision of air traffic control service for aerodrome traffic, except for those parts of flights described in point (2) of this point, in order to accomplish the objectives established in points (a), (b) and (c) of point ATS.TR.100.

(b) the flight information service or air traffic advisory service, or both, to accomplish the objective established in point (d) of point ATS.TR.100;

(c) the alerting service, to accomplish the objective established in point (e) of point ATS.TR.100

AMC1 ATS.TR.105(b) Divisions of the air traffic services

ED Decision 2020/008/R

AIR TRAFFIC ADVISORY SERVICE IMPLEMENTATION

Class F airspace should only be implemented where the air traffic services are inadequate for the provision of air traffic control service and the limited advice on collision hazards otherwise provided by flight information service is not adequate. Where air traffic advisory service is implemented, this should be considered as a temporary measure only until such time as it can be replaced by air traffic control service or, in cases where the traffic situation changes such that advisory service is no longer required, replaced by flight information service.

AMC2 ATS.TR.105(b) Divisions of the air traffic services

ED Decision 2020/008/R

COORDINATION IN RESPECT OF THE AIR TRAFFIC ADVISORY SERVICE PROVISION

Air traffic services units providing air traffic advisory service should apply the coordination procedures in ATS.TR.230 and ATS.OR.150 with respect to such aircraft having elected to use this type of service.

GM1 ATS.TR.105(b) Divisions of the air traffic services

ED Decision 2020/008/R

AIR TRAFFIC ADVISORY SERVICE

(a) The air traffic advisory service within airspace class F should be provided with the objective of making information on collision hazards more effective than it would be in the mere flight information service provision.

(b) The air traffic advisory service may be provided to aircraft conducting instrument flight rules (IFR) flights in advisory airspace or on advisory routes (class F airspace), specified by the State concerned.

(c) Air traffic advisory service does not afford the degree of safety and cannot assume the same responsibilities as air traffic control service in respect of the avoidance of collisions, since information regarding the disposition of traffic in the area concerned available to the unit providing air traffic advisory service may be incomplete.

(d) The efficiency of air traffic advisory service will depend largely on the procedures and practices in use. Its establishment in line with the organisation, procedures and equipment of area control service, taking into account the basic differences of the two services, will help to ensure a high degree of efficiency and promote uniformity in the various provisions of air traffic advisory service. For example, exchange of information by the units concerned on the progress of an aircraft from one advisory area into an adjacent control area or terminal control area (TMA), and vice versa, will help to relieve pilots from repeating details of their flight plans already filed; also, use of standard ATC phraseology, preceded by the verbs ‘suggest’ or ‘advise’, will facilitate the pilot’s understanding of air traffic advisory service intelligence.

(e) Air traffic services units providing air traffic advisory service:

(1) advise the aircraft to depart at the time specified and to cruise at the levels indicated in the flight plan if they do not foresee any conflict with other known traffic;

(2) suggest to aircraft a course of action by which a potential hazard may be avoided, giving priority to an aircraft already in advisory airspace over other aircraft desiring to enter such advisory airspace; and

(3) pass on to aircraft traffic information comprising the same information as that prescribed for area control service.

(f) The criteria used as a basis for action under points (e)(2) and (e)(3) should be at least those laid down for aircraft operating in controlled airspace and should take into account the limitations inherent in the provision of air traffic advisory service, navigation facilities and air-ground communications prevailing in the region.

ATS.TR.110 Establishment of the units providing air traffic services

Commission Implementing Regulation (EU) 2020/469

(a) The air traffic services shall be provided by units established as follows:

(1) flight information centres shall be established to provide flight information service and alerting service within flight information regions unless the responsibility of providing such services within a flight information region is assigned to an air traffic control unit having adequate facilities for the discharge of such responsibility;

(2) air traffic control units shall be established to provide air traffic control service, flight information service and alerting service within control areas, control zones and at controlled aerodromes;

(3) AFIS units shall be established to provide flight information service and alerting service at AFIS aerodromes and within the airspace associated with such aerodromes.

(b) Air traffic services reporting office or offices or other arrangements shall be established for the purpose of receiving reports concerning air traffic services and flight plans submitted before departure.

GM1 ATS.TR.110(b) Establishment of the units providing air traffic services

ED Decision 2020/008/R

ATS REPORTING OFFICE

The reference to an ATS reporting office denotes the functions to be performed by such an office. When addressing the provision of air traffic services, Member States should ensure that the functions of an ATS reporting office are fully implemented by:

(a) establishing physical offices; and/or

(b) assigning the duties to any air traffic services unit; and/or

(c) agreeing with one or more Member State(s) to provide a joint service; and/or

(d) establishing proper arrangements for the provision of the service by an external agency or external agencies.

ATS.TR.115 Identification of air traffic services units

Commission Implementing Regulation (EU) 2020/469

(a) Air traffic services units shall be unambiguously named as follows:

(1) an area control centre or flight information centre shall normally be identified by the name of a nearby town or city or geographic feature or area;

(2) an aerodrome control tower or approach control unit shall normally be identified by the name of the aerodrome at which it is providing services or by the name of a nearby town or city or geographic feature or area;

(3) an AFIS unit shall normally be identified by the name of the aerodrome at which it is providing services or by the name of a nearby town or city or geographic feature or area.

(b) The name of the air traffic services units and services shall be complemented by one of the following suffixes, as appropriate:

(1) area control centre – CONTROL;

(2) approach control – APPROACH;

(3) approach control radar arrivals – ARRIVAL;

(4) approach control radar departures – DEPARTURE;

(5) air traffic control unit (in general) when providing ATS surveillance services – RADAR;

(6) aerodrome control – TOWER;

(7) surface movement control – GROUND;

(8) clearance delivery – DELIVERY;

(9) flight information centre – INFORMATION;

(10) AFIS unit – INFORMATION.

GM1 ATS.TR.115(b)(9);(10) Identification of air traffic services units

ED Decision 2020/008/R

NAMING OF FLIGHT INFORMATION CENTRE AND AFIS UNIT

Particular attention should be paid when naming flight information centres and AFIS units providing services in contiguous portions of airspace, in order to avoid duplications which could lead to misunderstandings. In this case, the names attached to the respective suffixes of the two units should be different. In this way, compliance with point (a) of ATS.TR.115 concerning unambiguous identification of air traffic services units is ensured.

ATS.TR.120 Language for communication between air traffic services units

Commission Implementing Regulation (EU) 2020/469

Except when communications between air traffic services units are conducted in a mutually agreed language, the English language shall be used for such communications.

ATS.TR.125 Expression of vertical position of aircraft

Commission Implementing Regulation (EU) 2020/469

(a) For flights in areas where a transition altitude is established, the vertical position of the aircraft shall, except as provided for in point (b), be expressed in terms of altitudes at or below the transition altitude and in terms of flight levels at or above the transition level. While passing through the transition layer, the vertical position shall be expressed in terms of flight levels when climbing and in terms of altitudes when descending.

(b) When an aircraft which has been given clearance to land, or when at AFIS aerodromes an aircraft which has been informed that the runway is available for landing, is completing its approach using atmospheric pressure at aerodrome elevation (QFE), the vertical position of the aircraft shall be expressed in terms of height above aerodrome elevation during that portion of its flight for which QFE may be used, except that it shall be expressed in terms of height above runway threshold elevation:

(1) for instrument runways if the threshold is 2 m (7 ft) or more below the aerodrome elevation;

(2) for precision approach runways.

ATS.TR.130 Determination of the transition level

Commission Implementing Regulation (EU) 2020/469

(a) The appropriate air traffic services unit shall establish the transition level to be used in areas where a transition altitude is established, for the appropriate period of time on the basis of QNH (altimeter subscale setting to obtain elevation when on the ground) reports and forecast mean sea level pressure, if required.

(b) The transition level shall be located above the transition altitude such that at least a nominal 300 m (1 000 ft) vertical separation minimum is ensured between aircraft flying concurrently at the transition altitude and at the transition level.

GM1 ATS.TR.130 Determination of the transition level

ED Decision 2020/008/R

DETERMINATION OF A COMMON TRANSITION LEVEL FOR TWO OR MORE AERODROMES

Where a common transition altitude has been established for two or more aerodromes which are so closely located as to require coordinated procedures, the appropriate air traffic services units should establish a common transition level to be used at any given time in the vicinity of the aerodrome and, when relevant, in the TMA concerned.

GM1 ATS.TR.130(b) Determination of the transition level

ED Decision 2020/008/R

EXPLANATION FOR THE CONSISTENT NEED FOR THE TERM ‘NOMINAL’ IN EU REGULATORY MATERIAL

(a) Introduction

 ICAO Doc 4444 ‘PANS ATM’ Section 5.3.2 stipulates that the ‘vertical separation minimum shall be a ‘nominal’ 300 m (1 000 ft) below Flight Level 290’. However, the term ‘nominal’ is used inconsistently in ICAO provisions which relate to the vertical separation minimum. An example of such inconsistency may be found in ICAO Doc 7030 ‘EUR Regional Supplementary Procedures’ Chapter 6.3.1.2 (transposed with some modifications as point (b) of ATS.TR.130) which states that ‘the transition level shall be located at least 300 m (1 000 ft) above the transition altitude to permit the transition altitude and the transition level to be used concurrently in cruising flight, with vertical separation ensured’.

 In transposing ICAO provisions into the EU regulatory framework, it is considered that consistent descriptions should be used in relation to the determination of the transition level, in order to ensure that the flexibility permitted by ICAO through the use of the term ‘nominal’ is maintained.

(b) History of the vertical separation minimum

 The advent in the early 1950s of commercial turbo jet aircraft operating at high levels necessitated a re-evaluation of the vertical separation minimum and thus, in June 1954, ICAO established the Vertical Separation Minima Panel. Based on the work of this Panel, the use of 1 000 ft vertical separation minimum between IFR traffic below 29 000 ft was agreed by ICAO at the 1958 RAC/SAR Divisional Meeting and incorporated within PANS ATM Section 5.3.2 as highlighted above.

 Although ICAO does not define ‘nominal’, when transposing ICAO provisions into EU legislation, it is necessary to have clear and consistent understanding of the terms in relation to the establishment of a transition level. Accordingly, the Agency notes the following factors relating to the use of the term ‘nominal’:

(1) 300 m is equal to 984.3 ft, whilst 1 000ft is equal to 304.8 m;

(2) the vertical distance between flights at two altitudes or two flight levels, for example FL 090 and FL 100, will only be 300 m (1 000 ft) under conditions where the ICAO Standard Atmosphere (ISA) — ICAO Doc 7488 ‘Manual of the ICAO Standard Atmosphere’ prevails. When conditions in the atmosphere differ from the ICAO ISA, the vertical distance will be greater/less than 300 m (1 000 ft) respectively.

 Moreover, in addition to the equivalence between 300 m and 1 000 ft, other factors including variances between aircraft altimeter settings, aircraft total vertical error (TVE) and the dimensions of an aircraft above and below its static pressure source are encompassed within the term ‘nominal’.

(c) Determination of the transition level

 The transition level is a function of the transition altitude of the aerodrome concerned and the difference between the aerodrome QNH altimeter setting value and the standard pressure setting. Regarding the relationship between pressure and height, the following is to be noted:

(1) The relationship between height and pressure is non-linear. The specification of the ISA is set out in ICAO Doc 7488 ‘Manual of the ICAO Standard Atmosphere’.

(2) The real atmosphere is rarely consistent with the ISA. Consequently, variations in the conditions specified in the ISA generate differences in the vertical distances between surfaces of equal atmospheric pressure, dependent upon an aircraft’s level within a particular column of air.

(3) Altimeters are calibrated against the ISA as defined in ICAO Doc 7488.

(4) The standard pressure setting is 1013.25 hPa as defined in ICAO Doc 7488.

 In those instances where an aerodrome QNH of 1 013 hPa  exists, a vertical difference of 6.8 ft exists between 1 013 hPa and 1 013.25 hPa (equivalent to a vertical distance of 27.3 ft per 1 hPa at mean sea level in accordance with the ISA). Where a transition altitude of 6 000 ft exists, this would result in a transition level of FL 75 as detailed below:

(1) Transition altitude 6 000 ft + 1 000 ft (ICAO Doc 7030 EUR Chapter 6.3.1.2) = 7 000 ft

(2) (1 013.25 hPa – 1 013 hPa) x 27.3 ft = 6.825 ft = 7 ft

(3) Transition level = 7 000 ft + 7 ft rounded up to nearest 500 ft increment = FL 75

 Consequently, in those instances when the reported aerodrome QNH is 1 013 hPa, a flight level is ‘lost’ through the need to ‘round up’ by 493 ft; thus providing a vertical separation of 1 493 ft between aircraft cruising concurrently at the transition altitude and the transition level. In high-density/high-complexity airspace, the loss of airspace capacity that this represents, coupled with the second order effect of increased controller workload, is considered to have a significant impact by industry.

 Through the application of a vertical separation minimum of 300 m and considering the ‘nominal’ equivalence between 300 m and 1 000 ft, ICAO implicitly endorses a vertical separation of only 984.3 ft. Continuing the example given above, the inclusion of the term ‘nominal’ would permit the transition level to be FL 70, resulting in a vertical separation of 993 ft between aircraft cruising concurrently at the transition altitude and the transition level; a value which remains within the 300 m/984.3 ft equivalence. In this instance, the practical safety effect of a 7 ft reduction in the vertical distance between aircraft is considered to be operationally insignificant.

ATS.TR.135 Minimum cruising level for IFR flights

Commission Implementing Regulation (EU) 2020/469

(a) Air traffic control units shall not assign cruising levels below the minimum flight altitudes established by the Member States, except when specifically authorised by the competent authority.

(b) Air traffic control units shall:

(1) determine the lowest usable flight level or levels for the whole or parts of the control area for which they are responsible;

(2) assign flight levels at or above such level or levels;

(3) pass the lowest usable flight level or levels on to pilots on request.

GM1 ATS.TR.135(b) Minimum cruising level for IFR flights

ED Decision 2020/008/R

The lowest usable flight level is that flight level which corresponds to, or is immediately above, the established minimum flight altitude.

ATS.TR.140 Provision of altimeter setting information

Commission Implementing Regulation (EU) 2020/469

(a) The appropriate air traffic services units shall at all times have available for transmission to aircraft in flight, on request, the information required to determine the lowest flight level which will ensure adequate terrain clearance on routes or on segment of routes for which this information is required.

(b) Flight information centres and area control centres shall have available for transmission to aircraft, on request, an appropriate number of QNH reports or forecast pressures for the flight information regions and control areas for which they are responsible, and for those adjacent.

(c) The flight crew shall be provided with the transition level in due time prior to reaching it during descent.

(d) Except when it is known that the aircraft has already received the information in a directed transmission, an QNH altimeter setting shall be included in:

(1) the descent clearance, when first cleared to an altitude below the transition level;

(2) approach clearances or clearances to enter the traffic circuit;

(3) taxi clearances for departing aircraft.

(e) An QFE altimeter setting as described in point ATS.TR.125(b) shall be provided to aircraft on request or on a regular basis in accordance with local arrangements.

(f) The appropriate air traffic services units shall round down the altimeter settings provided to aircraft to the nearest lower whole hectopascal.

GM1 ATS.TR.140(c) Provision of altimeter setting information

ED Decision 2020/008/R

The transition level may be included in the approach clearances or provided when requested by the pilot.

GM2 ATS.TR.140(c) Provision of altimeter setting information

ED Decision 2020/008/R

The provision of transition level may be accomplished by voice communications, ATIS broadcast or data link.

ATS.TR.145 Suspension of visual flight rules operations on and in the vicinity of an aerodrome

Commission Implementing Regulation (EU) 2020/469

(a) Any or all VFR operations on and in the vicinity of an aerodrome may be suspended whenever safety requires such action by any of the following units, persons or authorities:

(1) the approach control unit or the appropriate area control centre;

(2) the aerodrome control tower;

(3) the competent authority.

(b) When any or all VFR operations on and in the vicinity of an aerodrome are suspended, the aerodrome control tower shall observe the following procedures:

(1) hold all VFR departures;

(2) recall all local flights operating under VFR or obtain approval for special VFR operations;

(3) notify the approach control unit or area control centre as appropriate of the action taken;

(4) notify all operators, or their designated representatives, of the reason for taking such action, if necessary or requested.

GM1 ATS.TR.145 Suspension of visual flight rules operations on and in the vicinity of an aerodrome

ED Decision 2020/008/R

All such suspensions of VFR operations should be accomplished through or notified to the aerodrome control tower.

ATS.TR.150 Aeronautical ground lights

Commission Implementing Regulation (EU) 2020/469

An air traffic services provider shall establish procedures for the operation of aeronautical ground lights, whether or not they are on or in the vicinity of an aerodrome.

AMC1 ATS.TR.150   Aeronautical ground lights

ED Decision 2020/008/R

PROCEDURES FOR THE OPERATION OF AERONAUTICAL GROUND LIGHTS

(a) Except as provided in point (b), all aeronautical ground lights should be operated:

(1) continuously during the hours of darkness or during the time the centre of the sun’s disc is more than 6 degrees below the horizon, whichever requires the longer period of operation, unless otherwise provided hereafter or otherwise required for the control of air traffic; and

(2) at any other time when their use, based on meteorological conditions, is considered desirable for the safety of air traffic.

(b) Lights on and in the vicinity of aerodromes that are not intended for en-route navigation purposes may be turned off, subject to further provisions hereafter, if no likelihood of either regular or emergency operation exists, provided that they can be again brought into operation at least one hour before the expected arrival of an aircraft.

(c) At aerodromes equipped with lights of variable intensity, a table of intensity settings, based on conditions of visibility and ambient light, should be provided for the guidance of air traffic services personnel in effecting adjustment of these lights to suit the prevailing conditions. When so requested by an aircraft, further adjustment of the intensity should be made whenever possible.

(d) In addition to point (a), approach lighting should also be operated:

(1) by day when requested by an approaching aircraft; and

(2) when the associated runway lighting is operated.

(e) The lights of a visual approach slope indicator system should be operated during the hours of daylight as well as of darkness and irrespective of the visibility conditions when the associated runway is being used.

(f) Runway lighting should not be operated if that runway is not in use for landing, take-off or taxiing purposes unless required for runway inspections or maintenance.

(g) If runway lighting is not operated continuously, lighting following a take-off should be provided as specified below:

(1) at aerodromes where air traffic control service is provided and where lights are centrally controlled, the lights of one runway should remain lighted after take-off as long as is considered necessary for the return of the aircraft due to an emergency occurring during or immediately after take-off;

(2) at aerodromes without air traffic control service or without centrally controlled lights, the lights of one runway should remain lighted until such time as would normally be required to reactivate the lights in the likelihood of the departing aircraft returning for an emergency landing, and in any case not less than 15 minutes after take-off.

(h) Stopway lights should be operated whenever the associated runway lights are operated.

(i) Where required to provide taxi guidance, taxiway lighting should be turned on in such order that a continuous indication of the taxi path is presented to taxiing aircraft. Taxiway lighting or any portion thereof may be turned off when no longer needed.

(j) Stop bars should be switched on to indicate that all traffic shall stop, and switched off to indicate that traffic may proceed.

(k) Obstacle lighting associated with the approach to or departure from a runway or channel, where the obstacle does not project through the inner horizontal surface, as described in the applicable aerodrome design specifications, may be turned off and on simultaneously with the runway or channel lights.

(l) Unserviceability lights should not be turned off as permitted under point (k) while the aerodrome is open.

(m) ATS personnel should make use of automatic monitoring facilities, when provided, to ascertain whether the lighting is in good order and functioning according to selection.

(n) In the absence of an automatic monitoring system or to supplement such a system, air traffic services personnel should visually observe such lighting as can be seen from the aerodrome control tower and use information from other sources such as visual inspections or reports from aircraft to maintain awareness of the operational status of the visual aids.

(o) On receipt of information indicating a lighting fault, air traffic services personnel should take such action as is warranted to safeguard any affected aircraft or vehicles, and initiate action to have the fault rectified.

GM1 to AMC1 ATS.TR.150 Aeronautical ground lights

ED Decision 2020/008/R

OPERATION OF AERONAUTICAL GROUND LIGHTS

(a) Approach lighting includes such lights as simple approach lighting systems, precision approach lighting systems, visual approach slope indicator systems, circling guidance lights, approach light beacons and runway alignment indicators.

(b) Runway lighting includes such lights as edge, threshold, centre line, end, touchdown zone and wing bar lights.

(c) Where obstacle lighting is operated simultaneously with runway lighting as provided in point (k) of AMC1 ATS.TR.150, particular care should be taken to ensure that it is not turned off until no longer required by the aircraft.

(d) Taxiway lighting includes such lights as edge lights, centre line lights, stop bars and clearance bars.

(e) Stop bars, which are used exclusively when aerodrome control service is provided, are located across taxiways at the point where it is desired that traffic stop, and consist of lights, showing red, spaced across the taxiway.

(f) Obstacle lighting includes such lights as obstacle and unserviceability lights and hazard beacons.

ATS.TR.155 ATS surveillance services

Commission Implementing Regulation (EU) 2020/469

(a) An air traffic services provider may use ATS surveillance systems in the provision of air traffic services. In such case, the air traffic services provider shall specify the functions for which ATS surveillance information is used.

(b) When providing ATS surveillance services, an air traffic services provider shall:

(1) ensure that the ATS surveillance system or systems in use provide for a continuously updated presentation of surveillance information, including position indications;

(2) when air traffic control service is provided:

(i) determine the number of aircraft simultaneously provided with ATS surveillance services which can be safely handled under the prevailing circumstances;

(ii) provide air traffic controllers at all times with full and up-to-date information regarding:

A. established minimum flight altitudes within the area of responsibility;

B. the lowest usable flight level or levels determined in accordance with points ATS.TR.130 and ATS.TR.135;

C. established minimum altitudes applicable to procedures based on tactical vectoring and direct routing, including the necessary temperature correction or method to correct the effect of low temperatures on minimum altitudes.

(c) An air traffic services provider shall, in accordance with the functions for which ATS surveillance information is used in the provision of air traffic services, establish procedures for:

(1) establishing identification of aircraft;

(2) providing position information to aircraft;

(3) vectoring aircraft;

(4) providing navigation assistance to aircraft;

(5) providing information regarding adverse weather, if applicable;

(6) transferring of control of aircraft;

(7) failure of ATS surveillance system or systems;

(8) SSR transponder failure, in accordance with the provisions of Section 13 of the Annex to Implementing Regulation (EU) No 923/2012;

(9) ATS surveillance-based safety-related alerts and warnings, when implemented;

(10) interruption or termination of ATS surveillance service.

(d) Before providing an ATS surveillance service to an aircraft, identification shall be established and the pilot informed. Thereafter, identification shall be maintained until the termination of the ATS surveillance service. If identification is subsequently lost, the pilot shall be informed accordingly and, when applicable, appropriate instructions shall be issued.

(e) When an identified controlled flight is observed to be on a conflicting path with an unknown aircraft, deemed to constitute a collision hazard, the pilot of the controlled flight shall, whenever practicable:

(1) be informed of the unknown aircraft, and, if the pilot so requests or if the situation so warrants in the opinion of the controller, avoiding action shall be suggested; and

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

(f) Unless otherwise prescribed by the competent authority, verification of the pressure-altitude-derived level information displayed shall be effected at least once by each suitably equipped air traffic services unit on initial contact with the aircraft concerned or, if this is not feasible, as soon as possible thereafter.

(g) Only verified pressure-altitude-derived level information shall be used to determine that aircraft performed either of the following actions:

(1) maintain a level;

(2) vacate a level;

(3) pass a level in climb or descent;

(4) reach a level.

GM1 ATS.TR.155 ATS surveillance services

ED Decision 2020/008/R

USE OF INFORMATION DERIVED FROM ATS SURVEILLANCE SYSTEMS FOR AIR TRAFFIC CONTROL SERVICE PURPOSES

Information derived from ATS surveillance systems, including safety-related alerts and warnings such as conflict alert and minimum safe altitude warning, should be used to the extent possible in the air traffic control service provision in order to improve capacity and efficiency as well as to enhance safety.

AMC1 ATS.TR.155(a)   ATS surveillance services

ED Decision 2020/008/R

FUNCTIONS OF THE ATS SURVEILLANCE SYSTEMS IN AIR TRAFFIC SERVICES PROVISION

(a) Functions in the area control service and approach control service

 The information provided by ATS surveillance systems and presented on a situation display may be used to perform one or more of the following functions in the provision of area control service or approach control service:

(1) provide ATS surveillance services as necessary in order to improve airspace utilisation, reduce delays, provide for direct routings and more optimum flight profiles, as well as to enhance safety;

(2) provide vectoring to departing aircraft for the purpose of facilitating an expeditious and efficient departure flow and expediting climb to cruising level;

(3) provide vectoring to aircraft for the purpose of resolving potential conflicts;

(4) provide vectoring to arriving aircraft for the purpose of establishing an expeditious and efficient approach sequence;

(5) provide vectoring to assist pilots in their navigation, e.g. to or from a radio navigation aid, away from or around areas of adverse weather;

(6) provide separation and maintain normal traffic flow when an aircraft experiences communication failure within the area of coverage;

(7) maintain flight path monitoring of air traffic;

(8) when applicable, maintain a watch on the progress of air traffic, in order to provide a procedural air traffic controller with:

(i) improved position information regarding aircraft under control;

(ii) supplementary information regarding other traffic; and

(iii) information regarding any significant deviations by aircraft from the terms of their respective ATC clearances, including their cleared routes as well as levels, when appropriate.

(b) Additional functions in the approach control service

 In addition to the functions listed in point (a), the position indications presented on a situation display may be used to perform one or more of the following functions in the provision of approach control service:

(1) provide vectoring of arriving traffic on to pilot-interpreted final approach aids;

(2) provide flight path monitoring of parallel ILS approaches and instruct aircraft to take appropriate action in the event of possible or actual penetrations of the no transgression zone (NTZ);

(3) provide vectoring of arriving traffic to a point from which a visual approach can be completed;

(4) provide vectoring of arriving traffic to a point from which a surveillance radar approach can be made;

(5) provide flight path monitoring of other pilot-interpreted instrument approach procedure;

(6) in accordance with prescribed procedures, conduct surveillance radar approaches; and

(7) provide separation between:

(i) succeeding departing aircraft;

(ii) succeeding arriving aircraft; and

(iii) a departing aircraft and a succeeding arriving aircraft.

(c) Functions in the aerodrome control service

(1) When authorised and subject to procedures and conditions prescribed by the air traffic services provider, ATS surveillance systems may be used in the provision of aerodrome control service to perform the following functions:

(i) flight path monitoring of aircraft on final approach;

(ii) flight path monitoring of other aircraft in the vicinity of the aerodrome;

(iii) establishing an appropriate longitudinal and/or distance-based separation based on ATS surveillance systems in between succeeding departing aircraft;

(iv) maintaining separation between succeeding aircraft on the same final approach; and

(v) providing navigation assistance to VFR flights

(2) In prescribing conditions and procedures for the use of ATS surveillance systems in the provision of aerodrome control service, the air traffic services provider should ensure that the availability and use of an ATS surveillance system will not be detrimental to visual observation of aerodrome traffic.

(d)  Functions in the flight information service

The information presented on a situation display may be used to provide identified aircraft with information:

(1)  regarding any aircraft observed to be on a conflicting path with the identified aircraft and suggestions or advice regarding avoiding action;

(2)  on the position of significant weather and, as practicable, advice to the aircraft on how best to circumnavigate any such areas of adverse weather. When doing so, attention is to be paid to the fact that under certain circumstances the most active area of adverse weather may not be displayed; and

(3)  to assist the aircraft in its navigation.

GM1 ATS.TR.155(a) ATS surveillance services

ED Decision 2020/008/R

ATS SURVEILLANCE SERVICES PROVISION IN PRESENCE OF CONTROLLED BUT UNIDENTIFIED AIRCRAFT

In the event that the air traffic controller has been notified of a controlled flight entering or about to enter the airspace within which a separation minimum based on ATS surveillance systems is applied, but has not identified the aircraft, the air traffic controller may, if so prescribed by the air traffic services provider, continue to provide ATS surveillance services to identified aircraft, provided that:

(a) reasonable assurance exists that the unidentified controlled flight will be identified using SSR and/or ADS-B and/or MLAT or the flight is being operated by an aircraft of a type which may be expected to give an adequate return on primary radar in the airspace within which the separation is applied; and

(b) the separation is maintained between identified flights and any other observed ATS surveillance system position indications until either the unidentified controlled flight has been identified or procedural separation has been established.

GM1 ATS.TR.155(b)(1) ATS surveillance services

ED Decision 2020/008/R

ATS SURVEILLANCE SYSTEM — PERFORMANCE CHECKS

(a) The air traffic controller, FIS officer, and AFIS officer that utilise ATS surveillance systems should adjust the situation display(s) and carry out adequate checks on the accuracy thereof, in accordance with the technical instructions prescribed by the air traffic services provider.

(b) The air traffic controller, FIS officer, and AFIS officer that utilise ATS surveillance systems should be satisfied that the available functional capabilities of the ATS surveillance system as well as the information presented on the situation display(s) are adequate for the functions to be performed.

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

ED Decision 2020/008/R

ATS SURVEILLANCE SYSTEM — PERFORMANCE REQUIREMENTS

Performance requirements for ATS surveillance systems and their constituents are specified in Regulation (EU) No 1207/2011.

AMC1 ATS.TR.155(b)(2)(i) ATS surveillance services

ED Decision 2020/008/R

FACTORS DETERMINING THE NUMBER OF AIRCRAFT SIMULTANEOUSLY PROVIDED WITH AIR TRAFFIC CONTROL SERVICE USING ATS SURVEILLANCE SYSTEMS 

When determining the number of aircraft simultaneously provided with ATS surveillance services, the air traffic services provider should take into account, as a minimum:

(a) the structural complexity of the control area or sector concerned;

(b) the functions to be performed within the control area or sector concerned;

(c) assessments of air traffic controller workloads, taking into account different aircraft capabilities, and sector capacity; and

(d) the degree of technical reliability and availability of the primary and backup communications, navigation and surveillance systems, both in the aircraft and on the ground.

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

ED Decision 2020/008/R

METHODS OF IDENTIFICATION

Identification of aircraft should be established by at least one of the following methods:

(a) ADS-B identification procedures

 Where ADS-B is used for identification, aircraft may be identified by one or more of the following procedures:

(1) direct recognition of the aircraft identification in an ADS-B label;

(2) transfer of ADS-B identification; and

(3) observation of compliance with an instruction to ‘TRANSMIT ADS-B IDENT’.

(b) SSR and/or MLAT identification procedures

(1) Where SSR and/or MLAT is used for identification, aircraft may be identified by one or more of the following procedures:

(i) recognition of the aircraft identification in an SSR and/or MLAT label, in accordance with Article 4 of Regulation (EU) No 1206/2011;

(ii) recognition of an assigned discrete code, the setting of which has been verified, in an SSR and/or MLAT label, in accordance with Article 4 of Regulation (EU) No 1206/2011;

(iii) direct recognition of the aircraft identification of a Mode S-equipped aircraft in an SSR and/or MLAT label, in accordance with Article 4 of Regulation (EU) No 1206/2011;

(iv) by transfer of identification;

(v) observation of compliance with an instruction to set a specific code; and

(vi) observation of compliance with an instruction to squawk ‘IDENT’.

(2) When a discrete code has been assigned to an aircraft, a check should be made at the earliest opportunity to ensure that the code set by the pilot is identical to that assigned for the flight. Only after this check has been made, the discrete code should be used as a basis for identification.

(c) PSR identification procedures

(1) Where PSR is used for identification, aircraft may be identified by one or more of the following procedures:

(i) by correlating a particular radar position indication with an aircraft reporting its position over, or as bearing and distance from, a point shown on the situation display, and by ascertaining that the track of the particular radar position is consistent with the aircraft path or reported heading;

(ii) by correlating an observed radar position indication with an aircraft which is known to have just departed, provided that the identification is established within 2 km (1 NM) from the end of the runway used. Particular care should be taken to avoid confusion with aircraft holding over or overflying the aerodrome, or with aircraft departing from or making a missed approach over adjacent runways;

(iii) by transfer of identification;

(iv) when air traffic control service is provided, by ascertaining the aircraft heading, if circumstances require, and following a period of track observation:

(A) instructing the pilot to execute one or more changes of heading of 30 degrees or more and correlating the movements of one particular radar position indication with the aircraft’s acknowledged execution of the instructions given; or

(B) correlating the movements of a particular radar position indication with manoeuvres currently executed by an aircraft having so reported.

(2) When using these methods, the air traffic controller/FIS officer/AFIS officer, as appropriate, should:

(i) verify that the movements of not more than one radar position indication correspond with those of the aircraft; and

(ii) ensure that the manoeuvre(s) will not carry the aircraft outside the coverage of the radar or the situation display.

(d) Additional identification method

 When two or more position indications are observed in close proximity, or are observed to be making similar movements at the same time, or when doubt exists as to the identity of a position indication for any other reason, the identification procedure in point (c)(1)(iv) should be used (only in case of air traffic control service provision), or additional methods of identification should be employed, until all risk of error in identification is eliminated.

AMC2 ATS.TR.155(c)(1) ATS surveillance services

ED Decision 2020/008/R

METHODS OF IDENTIFICATION — USE OF ATS SURVEILLANCE SYSTEMS IN SURFACE MOVEMENT CONTROL OR MANAGEMENT

Where an ATS surveillance system is used in surface movement control or management, the air traffic controller/AFIS officer may identify aircraft by one or more of the following procedures:

(a) correlating a particular position indication with an:

(1) aircraft position visually observed by the air traffic controller/AFIS officer; or

(2) aircraft position reported by the pilot; or

(3) identified position indication displayed on a situation display;

(b) transfer of identification when authorised by the competent authority; and

(c) automated identification procedures when authorised by the competent authority.

AMC3 ATS.TR.155(c)(1) ATS surveillance services

ED Decision 2020/008/R

METHODS OF IDENTIFICATION — TRANSFER OF IDENTIFICATION

(a) Transfer of identification from one air traffic controller/FIS officer/AFIS officer to another should only be attempted when it is considered that the aircraft is within the accepting air traffic controller’s/FIS officer’s/AFIS officer’s surveillance coverage.

(b) Transfer of identification should be effected by one of the following methods:

(1) designation of the position indication by automated means, provided that only one position indication is thereby indicated and there is no possible doubt of correct identification;

(2) notification of the aircraft’s discrete SSR code;

(3) notification of the automated or system-to-system aircraft address;

(4) notification that the aircraft is SSR Mode S-equipped with an aircraft identification feature when SSR Mode S coverage is available;

(5) notification that the aircraft is ADS-B-equipped with an aircraft identification feature when compatible ADS-B coverage is available;

(6) direct designation (pointing with the finger) of the position indication if the two situation displays are adjacent or if a common ‘conference’ type of situation display is used;

(7) designation of the position indication by reference to, or in terms of bearing and distance from, a geographical position or navigational facility accurately indicated on both situation displays, together with the track of the observed position indication if the route of the aircraft is not known to both air traffic controllers/FIS officers/AFIS officers;

(8) where applicable, issuance of an instruction to the aircraft by the transferring air traffic controller/FIS officer/AFIS officer to change SSR code and the observation of the change by the accepting air traffic controller/FIS officer/AFIS officer; or

(9) issuance of an instruction to the aircraft by the transferring air traffic controller/FIS officer/AFIS officer to squawk/transmit IDENT and observation of this response by the accepting air traffic controller/FIS officer/AFIS officer.

GM1 to AMC3 ATS.TR.155(c)(1) ATS surveillance services

ED Decision 2020/008/R

METHODS OF IDENTIFICATION — TRANSFER OF IDENTIFICATION

(a) When applying the identification method described in point (b)(6) of AMC3 ATS.TR.155(c)(1), attention is to be paid to any errors which might occur due to parallax effects.

(b) When applying the identification method described in point (b)(7) of AMC3 ATS.TR.155(c)(1), caution is to be exercised before transferring identification using this method, particularly if other position indications are observed on similar headings and in close proximity to the aircraft to which air traffic services are provided. Inherent radar deficiencies, such as inaccuracies in bearing and distance of the radar position indications displayed on individual situation displays and parallax errors, may cause the indicated position of an aircraft in relation to the known point to differ between the two situation displays. The air traffic services provider may therefore prescribe additional conditions for the application of this method, e.g.:

(1) a maximum distance from the common reference point used by the affected air traffic controller(s)/FIS officer(s)/AFIS officer(s), as applicable; and

(2) a maximum distance between the position indication as observed by the accepting air traffic controller/FIS officer/AFIS officer and the one stated by the transferring air traffic controller/FIS officer/AFIS officer.

(c) The use of procedures in points (b)(8) and (b)(9) of AMC3 ATS.TR.155(c)(1) requires prior coordination between the air traffic controllers/FIS officers/AFIS officers, since the indications to be observed by the accepting air traffic controller/FIS officer/AFIS officer are of short duration.

GM1 ATS.TR.155(c)(1) ATS surveillance services

ED Decision 2020/008/R

METHODS OF IDENTIFICATION — SSR AND/OR MLAT IDENTIFICATION PROCEDURES

When applying this method of identification, the air traffic controller/FIS officer/AFIS officer should consider that some aircraft equipped with first generation ADS-B avionics do not have the capability of squawking IDENT while the emergency and/or urgency mode is selected.

GM2 ATS.TR.155(c)(1) ATS surveillance services

ED Decision 2020/008/R

METHODS OF IDENTIFICATION — PSR IDENTIFICATION PROCEDURE

(a) Caution is to be exercised when employing this method since a position reported in relation to a point may not coincide precisely with the radar position indication of the aircraft on the situation display. The air traffic services provider may, therefore, prescribe additional conditions for the application of this method, e.g.

(1) a level or levels above which this method may not be applied in respect of specified navigation aids; or

(2) a distance from the radar site beyond which this method may not be applied.

(b) The term ‘a point’ refers to a geographical point suitable for the purposes of identification. It is normally a reporting point defined by reference to a radio navigation aid or aids.

AMC1 ATS.TR.155(c)(2) ATS surveillance services

ED Decision 2020/008/R

POSITION INFORMATION

(a) An aircraft provided with ATS surveillance services should be informed of its position in the following circumstances:

(1) upon identification, except when the identification is established:

(i) based on the pilot’s report of the aircraft position or within one nautical mile of the runway upon departure and the observed position on the situation display is consistent with the aircraft’s time of departure; or

(ii) by use of ADS-B aircraft identification, Mode S aircraft identification or assigned discrete SSR codes and the location of the observed position indication is consistent with the current flight plan of the aircraft; or

(iii) by transfer of identification;

(2) when the pilot requests this information;

(3) when a pilot’s estimate differs significantly from the air traffic controller’s estimate based on the observed position;

(4) unless otherwise prescribed by the competent authority, when the pilot is instructed by the air traffic controller to resume own navigation after vectoring if the current instructions had diverted the aircraft from a previously assigned route; and

(5) when air traffic control service is provided, immediately before termination of ATS surveillance services if the aircraft is observed to deviate from its intended route.

(b) Position information should be passed on to aircraft in one of the following forms:

(1) as a well-known geographical position;

(2) magnetic track and distance to a significant point, an en-route navigation aid, or an approach aid;

(3) direction (using points of the compass) and distance from a known position;

(4) distance to touchdown if the aircraft is on final approach; or

(5) distance and direction from the centre line of an ATS route.

(c) Whenever practicable, position information should relate to positions or routes pertinent to the navigation of the aircraft concerned and shown on the situation display map.

AMC1 ATS.TR.155(c)(3) ATS surveillance services

ED Decision 2020/008/R

VECTORING INSTRUCTIONS IN AIR TRAFFIC CONTROL SERVICE PROVISION — GENERAL

(a) When vectoring an aircraft, an air traffic controller should comply with the following:

(1) when an aircraft is given its initial vector diverting it from a previously assigned route, the pilot should be informed what the vector is to accomplish, and, the limit of the vector should be specified when the assigned heading is such that a loss of communications may result in a safety risk (e.g. to ... position, for ... approach);

(2) except when transfer of control is to be effected, aircraft should not be vectored closer than 4.6 km (2.5 NM) or, where the minimum permissible separation is greater than 9.3 km (5 NM), a distance equivalent to one-half of the prescribed separation minimum, from the limit of the airspace for which the air traffic controller is responsible, unless local arrangements have been made to ensure that separation will exist with aircraft operating in adjoining areas;

(3) controlled flights should not be vectored into uncontrolled airspace except in the case of emergency or in order to circumnavigate adverse meteorological conditions (in which case the pilot should be so informed), or at the specific request of the pilot; and

(4) when an aircraft has reported unreliable directional instruments, the pilot should be requested, prior to the issuance of manoeuvring instructions, to make all turns at an agreed rate and to carry out the instructions immediately upon receipt.

(b) Special VFR flights should not be vectored unless special circumstances, such as emergencies, dictate otherwise.

(c) In terminating vectoring of an aircraft, the air traffic controller should instruct the pilot to resume own navigation, giving the pilot the aircraft’s position and appropriate instructions, as necessary, in the form prescribed in point (b)(2) of AMC1 ATS.TR.155(c)(2), if the current instructions had diverted the aircraft from a previously assigned route.

GM1 to AMC1 ATS.TR.155(c)(3) ATS surveillance services

ED Decision 2020/008/R

VECTORING INSTRUCTIONS IN AIR TRAFFIC CONTROL SERVICE PROVISION — GENERAL

(a) Vectoring is achieved by issuing to the pilot specific headings which will enable the aircraft to maintain the desired track.

(b) Whenever practicable, air traffic controllers should vector aircraft along tracks on which the pilot can monitor the aircraft position with reference to pilot-interpreted navigation aids; this will minimise the amount of navigational assistance required and alleviate the consequences resulting from an ATS surveillance system failure.

(c) Air traffic controllers should exercise caution when vectoring VFR flights so as to ensure that the aircraft concerned does not inadvertently enter instrument meteorological conditions (IMC).

GM2 to AMC1 ATS.TR.155(c)(3) ATS surveillance services

ED Decision 2020/008/R

VECTORING INSTRUCTIONS IN AIR TRAFFIC CONTROL SERVICE PROVISION — GENERAL

With reference to point (a)(2) of AMC1 ATS.TR.155(c)(3): the establishment of a limit of the airspace beyond which aircraft should not be vectored is to ensure that the prescribed separation minimum is achieved between controlled flights within adjoining volumes of controlled airspace without the need to effect coordination. Where a volume of controlled airspace is adjacent to uncontrolled airspace, there is no requirement to apply such a limit. However, competent authorities may set a limit beyond which aircraft should not be vectored in order to mitigate the risk of collision resulting from airspace infringement and the likelihood of ACAS nuisance alerting against aircraft operating close to the airspace boundary in uncontrolled airspace.

GM3 to AMC1 ATS.TR.155(c)(3) ATS surveillance services

ED Decision 2020/008/R

VECTORING INSTRUCTIONS IN AIR TRAFFIC CONTROL SERVICE PROVISION — GENERAL

(a) With reference to point (a)(2) of AMC1 ATS.TR.155(c)(3): When a controlled flight has been vectored into uncontrolled airspace in an emergency or in order to circumnavigate adverse meteorological conditions, air traffic controllers may provide advice or issue clearances to the extent necessary to:

(1) assist the aircraft in a state of emergency; or

(2) to permit the aircraft to rejoin controlled airspace once clear of the adverse meteorological conditions.

(b) When an aircraft has been cleared to follow own navigation or accepts a vector in order to avoid adverse meteorological conditions, it should be requested to report when able to return its current flight plan.

AMC2 ATS.TR.155(c)(3) ATS surveillance services

ED Decision 2020/008/R

VECTORING FOR APPROACH CONTROL

(a) Prior to, or upon commencement of, vectoring for approach, the air traffic controller should advise the pilot of the type of approach as well as the runway to be used.

(b) The air traffic controller should advise the pilot of an aircraft being vectored for an instrument approach of its position at least once prior to commencement of final approach.

(c) When giving distance information, the air traffic controller should specify the point or navigation aid to which the information refers.

(d) Aircraft vectored for final approach should be given a heading or a series of headings calculated to close with the final approach track. The final vector should enable the aircraft to be established on the final approach track prior to intercepting the specified or nominal glide path of the approach procedure from below, and should provide an intercept angle with the final approach track of 45 degrees or less.

(e) Whenever an aircraft is assigned a vector which will take it through the final approach track, it should be advised accordingly, stating the reason for the vector.

(f) When an aircraft is vectored to a pilot-interpreted final approach aid:

(1) the aircraft should be instructed to report when established on the final approach track;

(2) the transfer of communications to the aerodrome air traffic controller should be effected at such a point or time that clearance to land or alternative instructions can be issued to the aircraft in a timely manner.

(g) When an aircraft is vectored for visual approach:

(1) the reported ceiling is to be above the minimum altitude applicable to vectoring and meteorological conditions such that, with reasonable assurance, a visual approach and landing can be completed; and

(2) clearance for visual approach is to be issued after the pilot has reported the aerodrome or the preceding aircraft in sight, at which time vectoring would normally be terminated.

GM1 to AMC2 ATS.TR.155(c)(3) ATS surveillance services

ED Decision 2020/008/R

VECTORING TO PILOT-INTERPRETED FINAL APPROACH AIDS

(a) The air traffic controller should issue the clearance for the approach prior to the time the aircraft reports are established unless circumstances preclude the issuance of the clearance at such time. Vectoring will normally terminate at the time the aircraft leaves the last assigned heading to intercept the final approach track.

(b) When clearance for the approach is issued, the aircraft is expected to maintain the last assigned level until intercepting the specified or nominal glide path of the approach procedure. If the air traffic controller requires an aircraft to intercept the glide path at a level other than a level flight segment depicted on the instrument approach chart, the air traffic controller should instruct the pilot to maintain the particular level until established on the glide path.

(c) The approach air traffic controller is normally responsible for maintaining separation based on ATS surveillance systems between succeeding aircraft on the same final approach, except that the responsibility may be transferred to the aerodrome air traffic controller in accordance with procedures prescribed by the air traffic services provider, and provided an ATS surveillance system is available to the aerodrome air traffic controller.

GM2 to AMC2 ATS.TR.155(c)(3) ATS surveillance services

ED Decision 2020/008/R

PROCEDURES FOR RADAR APPROACHES

(a) During the period that an air traffic controller is engaged in giving surveillance radar approaches, he or she should not be responsible for any duties other than those directly connected with such approaches.

(b) Air traffic controllers conducting radar approaches should be provided with information regarding the OCAs/OCHs established for the types of approach to be conducted.

(c) Prior to commencement of a radar approach, the air traffic controller should inform the aircraft of the:

(1) runway to be used;

(2) applicable OCA/OCH;

(3) angle of the nominal glide path and the approximate rate of descent to be maintained; and

(4) procedure to be followed in the event of radio communication failure unless the procedure has been published in AIPs.

(d) When a radar approach cannot be continued due to any circumstance, the aircraft should be immediately informed that a radar approach or continuation thereof is not possible. The approach should be continued if this is possible using non-radar facilities or if the pilot reports that the approach can be completed visually; otherwise, an alternative clearance should be given.

(e) Aircraft making a radar approach should be reminded, when on final approach, to check that the wheels are down and locked.

(f) Unless otherwise prescribed by the air traffic services provider, the air traffic controller conducting the approach should notify the aerodrome air traffic controller or, when applicable, the procedural air traffic controller when an aircraft making a radar approach is approximately 15 km (8 NM) from touchdown. If landing clearance is not received at this time, a subsequent notification should be made at approximately 8 km (4 NM) from touchdown and landing clearance requested.

(g) Clearance to land or any alternative clearance received from the aerodrome air traffic controller or, when applicable, the procedural air traffic controller should normally be passed on to the aircraft before it reaches a distance of 4 km (2 NM) from touchdown.

(h) An aircraft making a radar approach should:

(1) be directed to execute a missed approach in the following circumstances:

(i) when the aircraft appears to be dangerously positioned on final approach; or

(ii) for reasons involving traffic conflictions; or

(iii) if no clearance to land has been received from the procedural air traffic controller by the time the aircraft reaches a distance of 4 km (2 NM) from touchdown or such other distance as has been agreed with the aerodrome control tower; or

(iv) on instructions by the aerodrome air traffic controller;

or

(2) be advised to consider executing a missed approach in the following circumstances:

(i) when the aircraft reaches a position from which it appears that a successful approach cannot be completed; or

(ii) if the aircraft is not visible on the situation display for any significant interval during the last 4 km (2 NM) of the approach; or

(iii) if the position or identification of the aircraft is in doubt during any portion of the final approach.

In all such cases, the reason for the instruction or the advice should be given to the pilot.

(i) Unless otherwise required by exceptional circumstances, radar instructions concerning a missed approach should be in accordance with the prescribed missed approach procedure and should include the level to which the aircraft is to climb and heading instructions to keep the aircraft within the missed approach area during the missed approach procedure.

GM3 to AMC2 ATS.TR.155(c)(3) ATS surveillance services

ED Decision 2020/008/R

FINAL APPROACH PROCEDURES — SURVEILLANCE RADAR APPROACH

(a) A surveillance radar approach should only be performed with equipment suitably sited and a situation display specifically marked to provide information on position relative to the extended centre line of the runway to be used and distance from touchdown, and which is specifically approved for the purpose by the competent authority.

(b) When conducting a surveillance radar approach, the air traffic controller should comply with the following:

(1) at or before the commencement of the final approach, the aircraft should be informed of the point at which the surveillance radar approach will be terminated;

(2) the aircraft should be informed when it is approaching the point at which it is computed that descent should begin, and just before reaching that point it should be informed of the OCA/OCH and instructed to descend and check the applicable minima;

(3) azimuth instructions should be given as follows:

(i) the pilot should be informed at regular intervals of the aircraft’s position in relation to the extended centre line of the runway. Heading corrections should be given as necessary to bring the aircraft back on to the extended centre line;

(ii) in the case of azimuth deviations, the pilot should not take corrective action unless specifically instructed to do so;

(4) except as provided in point (c), information on distance from touchdown should normally be passed on at every 2 km (each NM);

(5) pre-computed levels through which the aircraft should be passing to maintain the glide path should also be transmitted at every 2 km (each NM) at the same time as the distance; and

(6) the surveillance radar approach should be terminated:

(i) at a distance of 4 km (2 NM) from touchdown, except as provided in point (c); or

(ii) before the aircraft enters an area of continuous radar clutter; or

(iii) when the pilot reports that a visual approach can be effected,

whichever is the earliest.

(c) When, as determined by the competent authority, the accuracy of the radar equipment permits, surveillance radar approaches may be continued to the threshold of the runway, or to a prescribed point less than 4 km (2 NM) from touchdown, in which case:

(1) distance and level information should be given at each km (each half NM);

(2) transmission should not be interrupted for intervals of more than 5 seconds while the aircraft is within a distance of 8 km (4 NM) from touchdown; and

(3) the air traffic controller should not be responsible for any duties other than those directly connected with a particular approach.

(d) Levels through which the aircraft should pass to maintain the required glide path, and the associated distances from touchdown, should be pre-computed and displayed in such a manner as to be readily available to the air traffic controller concerned.

GM1 ATS.TR.155(c)(3) ATS surveillance services

ED Decision 2020/008/R

VECTORING — DEFINITION OF INITIAL AND INTERMEDIATE APPROACH PHASES

The initial and intermediate approach phases of an approach executed under the direction of an air traffic controller comprise those parts of the approach from the time vectoring is initiated for the purpose of positioning the aircraft for a final approach until the aircraft is on final approach and:

(a) established on the final approach path of a pilot-interpreted aid; or

(b) reports that it is able to complete a visual approach; or

(c) ready to commence a surveillance radar approach.

AMC1 ATS.TR.155(c)(4) ATS surveillance services

ED Decision 2020/008/R

NAVIGATION ASSISTANCE

An identified aircraft observed to deviate significantly from its intended route or designated holding pattern should be advised accordingly. Appropriate action should also be taken if, in the opinion of the air traffic controller such deviation is likely to affect the service being provided.

GM1 ATS.TR.155(c)(5) ATS surveillance services

ED Decision 2020/008/R

INFORMATION REGARDING ADVERSE WEATHER

(a) Information that an aircraft appears likely to penetrate an area of adverse weather should be issued in sufficient time to permit the pilot to decide on an appropriate course of action, including that of requesting advice on how best to circumnavigate the adverse weather area, if so desired.

(b) Depending on the capabilities of the ATS surveillance system, areas of adverse weather may not be presented on the situation display. An aircraft’s weather radar will normally provide better detection and definition of adverse weather than radar sensors in use by air traffic services.

(c) In vectoring an aircraft for circumnavigating any area of adverse weather, the air traffic controller should ascertain that the aircraft can be returned to its intended or assigned flight path within the coverage of the ATS surveillance system and, if this does not appear possible, inform the pilot of the circumstances.

AMC1 ATS.TR.155(c)(6) ATS surveillance services

ED Decision 2020/008/R

ATS SURVEILLANCE SERVICES — PROCEDURES FOR TRANSFER OF CONTROL

(a) Where ATS surveillance services are being provided, transfer of control should be effected, whenever practicable, so as to enable the uninterrupted provision of ATS surveillance services.

(b) Where SSR and/or ADS-B and/or MLAT is (are) used and the display of position indications with associated labels is provided for, transfer of control of aircraft between adjacent control positions or between adjacent air traffic control units may be effected without prior coordination, provided that:

(1) updated flight plan information on the aircraft about to be transferred, including the discrete assigned SSR code or, with respect to Mode S and ADS-B, the aircraft identification, is provided to the accepting air traffic controller prior to transfer;

(2) the ATS surveillance system coverage provided to the accepting air traffic controller is such that the aircraft concerned is presented on the situation display before the transfer is effected and is identified on, but preferably before, receipt of the initial call;

(3) when the air traffic controllers are not physically adjacent, two-way direct-speech facilities, which permit communications to be established instantaneously, are available between them at all times;

(4) the transfer point or points and all other conditions of application, such as direction of flight, specified levels, transfer of communication points, and especially an agreed minimum separation between aircraft, including that applicable to succeeding aircraft on the same route, about to be transferred as observed on the situation display, have been made the subject of specific instructions (for intra-unit transfer) or of a specific letter of agreement between two adjacent air traffic control units;

(5) the instructions or letter of agreement specify explicitly that the application of this type of transfer of control may be terminated at any time by the accepting air traffic controller, normally with an agreed advance notice; and

(6) the accepting air traffic controller is informed of any level, speed or vectoring instructions given to the aircraft prior to its transfer and which modify its anticipated flight progress at the point of transfer.

(c) The minimum agreed separation between aircraft about to be transferred (see point (b)(4)) and the advance notice (see point (b)(5)) should be determined taking into account all relevant technical, operational and other circumstances. If circumstances arise in which these agreed conditions can no longer be satisfied, air traffic controllers should revert to the procedure in point (d) until the situation is resolved.

(d) Where primary radar is being used, and where another type of ATS surveillance system is employed but the provisions in point (b) are not applied, the transfer of control of aircraft between adjacent control positions or between two adjacent air traffic services units may be effected, provided that:

(1) identification has been transferred to or has been established directly by the accepting air traffic controller;

(2) when the air traffic controllers are not physically adjacent, two-way direct-speech facilities which permit communications to be established instantaneously between them are available at all times;

(3) separation from other controlled flights conforms to the minima authorised for use during transfer of control between the sectors or units concerned;

(4) the accepting air traffic controller is informed of any level, speed or vectoring instructions applicable to the aircraft at the point of transfer; and

(5) radio communication with the aircraft is retained by the transferring air traffic controller until the accepting air traffic controller has agreed to assume responsibility for providing the ATS surveillance services to the aircraft. Thereafter, the aircraft should be instructed to change over to the appropriate channel, and from that point the responsibility is that of the accepting air traffic controller.

GM1 to AMC1 ATS.TR.155(c)(6) ATS surveillance services

ED Decision 2020/008/R

ATS SURVEILLANCE SERVICES — PROCEDURES FOR TRANSFER OF CONTROL

Transfer of control based on the procedures specified in AMC1 ATS.TR.155(c)(6) may be carried out without systematic use of the bidirectional speech facilities available between the adjacent units concerned, provided that:

(a) the detailed conditions applicable for the transfer are the subject of a bilateral agreement; and

(b) the minimum distance between successive aircraft during the period of transfer is agreed as one of the following values:

(1) 19 km (10 NM) when SSR information is used in accordance with the provisions of AMC1 ATS.TR.155(c)(6), provided that an overlapping radar coverage of at least 56 km (30 NM) between units involved exists; or

(2) 9.3 km (5 NM) when the conditions of point (b)(1) apply and both units involved possess electronic aids for immediate recognition of release and acceptance of aircraft under radar transfer.

GM1 ATS.TR.155(c)(6) ATS surveillance services

ED Decision 2020/008/R

PROCEDURES FOR TRANSFER OF CONTROL IN ATS SURVEILLANCE SERVICES

Guidance on procedures for transfer of control in the ATS surveillance services provision may be found in the EUROCONTROL document titled ‘Guidelines for the Application of European Coordination and Transfer Procedures’ Edition 1.0 of 25 October 2012, which is available at: https://www.eurocontrol.int/publication/guidelines-application-european-coordination-and-transfer-procedures

GM1 ATS.TR.155(c)(7) ATS surveillance services

ED Decision 2020/008/R

PROCEDURES FOR AIR TRAFFIC CONTROL SERVICE IN CASE OF ATS SURVEILLANCE SYSTEM FAILURE

In the event of complete failure of the ATS surveillance system, where air-ground communications remain, the air traffic controllers should plot the positions of all aircraft already identified, take the necessary action to establish procedural separation between the aircraft and, if necessary, limit the number of aircraft permitted to enter the area.

GM2 ATS.TR.155(c)(7) ATS surveillance services

ED Decision 2020/008/R

SEPARATION APPLICATION IN CASE OF ATS SURVEILLANCE SYSTEM FAILURE

As an emergency measure, in the event of complete failure of the ATS surveillance system, where air-ground communications remain, the use of flight levels spaced by half the applicable vertical separation minimum may be resorted to temporarily if standard procedural separation cannot be provided immediately.

GM3 ATS.TR.155(c)(7) ATS surveillance services

ED Decision 2020/008/R

ATS SURVEILLANCE SYSTEM FAILURE — DATA DEGRADATION

In order to reduce the impact of a degradation of aircraft position source data (for example, a receiver autonomous integrity monitoring (RAIM) outage for GNSS), the air traffic services provider should establish contingency procedures to be followed by air traffic services units in the event of data degradation.

GM1 ATS.TR.155(c)(9) ATS surveillance services

ED Decision 2020/008/R

DISPLAY OF ATS SURVEILLANCE-BASED SAFETY-RELATED ALERTS AND WARNINGS

ATS surveillance systems should provide for the display of safety-related alerts and warnings, including conflict alert, conflict prediction, minimum safe altitude warning and unintentionally duplicated SSR codes and aircraft identification.

GM2 ATS.TR.155(c)(9) ATS surveillance services

ED Decision 2020/008/R

SHORT-TERM CONFLICT ALERT (STCA) PROCEDURES

The generation of STCAs is a function based on surveillance data, integrated into an air traffic control system. The objective of the STCA function is to assist the air traffic controller in preventing collision between aircraft by generating, in a timely manner, an alert of a potential or actual infringement of separation minima. Procedures and related instructions concerning the use of the STCA function should specify, inter alia:

(a) the types of flight which are eligible for generation of alerts;

(b) the sectors or areas of airspace within which the STCA function is implemented;

(c) the method of displaying the STCA to the air traffic controller;

(d) in general terms, the parameters for generation of alerts as well as alert warning time;

(e) the volumes of airspace within which STCA can be selectively inhibited and the conditions under which this will be permitted;

(f) conditions under which specific alerts may be inhibited for individual flights; and

(g) procedures applicable in respect of volume of airspace or flights for which STCA or specific alerts have been inhibited.

GM3 ATS.TR.155(c)(9) ATS surveillance services

ED Decision 2020/008/R

MINIMUM SAFE ALTITUDE WARNING (MSAW) PROCEDURES

The generation of MSAWs is a function of an ATS surveillance data-processing system. The objective of the MSAW function is to assist in the prevention of controlled flight into terrain accidents by generating, in a timely manner, a warning of the possible infringement of a minimum safe altitude. Procedures and related instructions concerning the use of the MSAW function should specify, inter alia:

(a) the types of flight which are eligible for generation of MSAW;

(b) the sectors or areas of airspace for which MSAW minimum safe altitudes have been defined and within which the MSAW function is implemented;

(c) the values of the defined MSAW minimum safe altitudes;

(d) the method of displaying the MSAW to the air traffic controller;

(e) the parameters for generation of a MSAW as well as warning time; and

(f) conditions under which the MSAW function may be inhibited for individual aircraft tracks as well as procedures applicable in respect of flights for which MSAW has been inhibited.

AMC1 ATS.TR.155(c)(10) ATS surveillance services

ED Decision 2020/008/R

INTERRUPTION OR TERMINATION OF ATS SURVEILLANCE SERVICES

An aircraft which has previously been informed that it is provided with an ATS surveillance service should immediately be informed when, for any reason, the service is interrupted or terminated.

AMC1 ATS.TR.155(e) ATS surveillance services

ED Decision 2020/008/R

INFORMATION REGARDING TRAFFIC ON A CONFLICTING PATH

(a) Information regarding traffic on a conflicting path should be given, whenever practicable, in the following form:

(1) relative bearing of the conflicting traffic in terms of the 12-hour clock;

(2) distance from the conflicting traffic in kilometres or nautical miles;

(3) direction in which the conflicting traffic appears to be proceeding; and

(4) level and type of aircraft or, if unknown, relative speed of the conflicting traffic, e.g. slow or fast.

(b) Pressure-altitude-derived level information, even when unverified, should be used in the provision of collision hazard information because such information, particularly if available from an otherwise unknown aircraft (e.g. a VFR flight) and given to the pilot of a known aircraft, could facilitate the location of a collision hazard.

(c) If the level information has not been verified, the accuracy of the information should be considered uncertain and the pilot should be informed accordingly.

GM1 to AMC1 ATS.TR.155(e) ATS surveillance services

ED Decision 2020/008/R

INFORMATION REGARDING TRAFFIC ON A CONFLICTING PATH

With reference to point (a)(1) of AMC1 ATS.TR.155(e): In cases where using the terms of the 12-hour clock is not practicable, like when the aircraft is turning, the direction of the unknown aircraft may be given by compass points, e.g. northwest, south, etc.

GM2 to AMC1 ATS.TR.155(e) ATS surveillance services

ED Decision 2020/008/R

INFORMATION REGARDING TRAFFIC ON A CONFLICTING PATH

With reference to point (a)(4) of AMC1 ATS.TR.155(e): The level may be described either as a flight level, altitude or height, or as a relative vertical distance from the aircraft provided with traffic information (e.g. 1 000 ft above or 1 000 ft below).

AMC1 ATS.TR.155(f) ATS surveillance services

ED Decision 2020/008/R

TOLERANCE VALUE FOR PRESSURE-ALTITUDE-DERIVED LEVEL INFORMATION

The tolerance value used to determine that the pressure-altitude-derived level information displayed to the air traffic controller is accurate should be ±60 m (±200 ft) in RVSM airspace. In other airspace, it should be ±90 m (±300 ft), except that the competent authority may specify a smaller criterion, but not less than ±60 m (±200 ft), if this is found to be more practical.

AMC2 ATS.TR.155(f) ATS surveillance services

ED Decision 2020/008/R

VERIFICATION OF PRESSURE-ALTITUDE-DERIVED LEVEL INFORMATION

The verification should be effected by simultaneous comparison with altimeter-derived level information received from the same aircraft by radiotelephony. Geometric height information should not be used to determine if altitude differences exist.

GM1 ATS.TR.155(f) ATS surveillance services

ED Decision 2020/008/R

ERRONEOUS LEVEL INFORMATION IN AIR TRAFFIC CONTROL SERVICE PROVISION

(a) If the displayed level information is not within the approved tolerance value or when a discrepancy in excess of the approved tolerance value is detected subsequent to verification, the pilot should be advised accordingly and requested to check the pressure setting and confirm the aircraft’s level.

(b) If, following confirmation of the correct pressure setting, the discrepancy continues to exist, the following actions should be taken by the air traffic controller according to circumstances:

(1) request the pilot to stop Mode C or ADS-B altitude data transmission, provided this does not cause the loss of position and identity information, and notify the next control positions or air traffic control unit concerned with the aircraft of the action taken; or

(2) inform the pilot of the discrepancy and request that the relevant operation continue in order to prevent loss of position and identity information of the aircraft and, when so prescribed by the local instructions, override the label-displayed level information with the reported level. In addition, the air traffic control unit should notify the next control position or air traffic control unit concerned with the aircraft of the action taken.

(c) It should be highlighted that the airborne collision avoidance system (ACAS) will accept Mode C replies that are erroneous, and it is possible to issue a resolution advisory (RA) based on these inputs. When the measures described in point (b)(1) cannot be implemented, the air traffic controller should take into account the likelihood of generating ACAS RA in the air traffic services provision.

GM2 ATS.TR.155(f) ATS surveillance services

ED Decision 2020/008/R

ERRONEOUS LEVEL INFORMATION IN FLIGHT INFORMATION SERVICE PROVISION

The procedures for the verification of pressure-altitude-derived displayed information in the provision of flight information service should be established taking into consideration GM1 ATS.TR.155(f), and approved by the competent authority.

AMC1 ATS.TR.155(g) ATS surveillance services

ED Decision 2020/008/R

VERIFICATION OF LEVEL OCCUPANCY

(a) In accordance with AMC1 ATS.TR.155(f), the criterion which should be used to determine that a specific level is occupied by an aircraft should be ±60 m (±200 ft) in RVSM airspace. In other airspace, this criterion should be ±90 m (±300 ft), except that the competent authority may specify a smaller criterion, but not less than ±60 m (±200 ft), if this is found to be more practical.

(b) Aircraft maintaining a level

 An aircraft should be considered to be maintaining its assigned level as long as the pressure-altitude-derived level information indicates that it is within the appropriate tolerances of the assigned level, as specified in point (a).

(c) Aircraft vacating a level

 An aircraft cleared to leave a level should be considered to have commenced its manoeuvre and vacated the previously occupied level when the pressure-altitude-derived level information indicates a change of more than 90 m (300 ft) in the anticipated direction from its previously assigned level.

(d) Aircraft passing a level in climb or descent

 An aircraft in climb or descent should be considered to have crossed a level when the pressure-altitude-derived level information indicates that it has passed this level in the required direction by more than 90 m (300 ft).

(e) Aircraft reaching a level

 An aircraft should be considered to have reached the level to which it has been cleared when the elapsed time of three display updates, three sensor updates or 15 seconds, whichever is the greater, has passed since the pressure-altitude-derived level information has indicated that it is within the appropriate tolerances of the assigned level, as specified in point (a).

ATS.TR.160 Provision of air traffic services for flight testing

Commission Implementing Regulation (EU) 2020/469

Additional or alternative conditions and procedures to those contained in this Subpart B, to be applied by air traffic services units for the provision of air traffic services for flight testing, may be specified by the competent authority.

GM1 ATS.TR.160 Provision of air traffic services for flight testing

ED Decision 2020/008/R

SPECIAL AND ALTERNATIVE CONDITIONS AND OPERATING PROCEDURES FOR AIR TRAFFIC SERVICES PROVIDERS PROVIDING SERVICES TO FLIGHT TESTS

(a) While flight tests are regularly conducted in compliance with the standards and the provisions specified in Subpart B of Annex IV, some of them need to follow specific additional or alternative conditions and procedures approved by the competent authority to meet the needs of flight tests carried out during the flight. This is also the case for flight tests involving more than one aircraft in the same flight test. These special provisions will not jeopardise the safety of the other airspace users and the population in the area overflown.

(b) In order to ensure safe operations within the provision of air traffic service for flight tests control, the air traffic controllers, FIS officers and AFIS officers providing these services may need to have specific knowledge of flight tests and/or be briefed, depending on the specificities of the flight profiles.

(c) Air traffic controllers that provide air traffic services to flight tests (flight test air traffic controllers) may need to obtain their specific competence through a dedicated training as specified in Commission Regulation (EU) 2015/340.

(d) Air traffic services for flight tests should be provided through dedicated and specific procedures. These procedures should address the following:

(1)  Compatibility with other airspace users

(i)  In order to ensure the compatibility of the flight test with other airspace users and to ensure safe operations and an acceptable rate of success of the flight test, the air traffic services provider should ensure proper coordination at all levels, including strategic, pre-tactical and real-time coordination.

(ii)  The air traffic services unit providing services to flight tests is responsible for ensuring compatibility of their activities with other airspace users.

(2)  Flight plan

  The air traffic services unit should obtain all the necessary details related to flight tests (e.g. from the design organisation or the entity wishing to carry out the flight test).

(3)  Flight tests with limited manoeuvrability

(i) During certain phases of the flight test, the capability to normally perform manoeuvres may only be possible after a necessary period of time (e.g. for the flight crew to get into a configuration that allows the execution of these manoeuvres).

(ii) The air traffic services provider should obtain the necessary information about the phases of flight and the duration if known.

(iii) For the conduct of these flights, the use of a temporarily reserved area is preferred. If unable, after prior coordination with the relevant air traffic services units neighbouring the flight tests, the use of a transponder should be mandated.

(iv) The real-time information on the development of the flight test as described in points (i)(ii)(iii) above does not relieve the air traffic services unit responsible for providing services to the flight tests from the obligation, when applicable, to ensure traffic separation and assure compatibility with all airspace users.

(e) The above-mentioned procedures are not exhaustive and additional provisions may be necessary to meet the needs of flight tests. The paramount principle is anyhow to make provisions without contradicting the standards and the provisions specified in Subpart B of Annex IV.