SERA.6001 Classification of airspaces
Regulation (EU) No 923/2012
(a) Member States shall designate airspace in accordance with the following airspace classification and in accordance with Appendix 4:
(1) Class A. IFR flights only are permitted. All flights are provided with air traffic control service and are separated from each other. Continuous air- ground voice communications are required for all flights. All flights shall be subject to ATC clearance.
(2) Class B. IFR and VFR flights are permitted. All flights are provided with air traffic control service and are separated from each other. Continuous air- ground voice communications are required for all flights. All flights shall be subject to ATC clearance.
(3) Class C. IFR and VFR flights are permitted. All flights are provided with air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights and traffic avoidance advice on request. Continuous air-ground voice communications are required for all flights. For VFR flights a speed limitation of 250 kts indicated airspeed (IAS) applies below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.
(4) Class D. IFR and VFR flights are permitted and all flights are provided with air traffic control service. IFR flights are separated from other IFR flights, receive traffic information in respect of VFR flights and traffic avoidance advice on request. VFR flights receive traffic information in respect of all other flights and traffic avoidance advice on request. Continuous air-ground voice communications are required for all flights and a speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.
(5) Class E. IFR and VFR flights are permitted. IFR flights are provided with air traffic control service and are separated from other IFR flights. All flights receive traffic information, as far as is practical. Continuous air-ground voice communications are required for IFR flights. A speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons cannot maintain this speed. All IFR flights shall be subject to ATC clearance. Class E shall not be used for control zones.
(6) Class F. IFR and VFR flights are permitted. All participating IFR flights receive an air traffic advisory service and all flights receive flight information service if requested. Continuous air-ground voice communications are required for IFR flights participating in the advisory service and all IFR flights shall be capable of establishing air-ground voice communications. A speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required.
(7) Class G. IFR and VFR flights are permitted and receive flight information service if requested. All IFR flights shall be capable of establishing air- ground voice communications. A speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required.
(8) Implementation of Class F shall be considered as a temporary measure until such time as it can be replaced by an alternative classification.
(b) The designation of the airspace classification shall be appropriate to the needs of the Member States, except that all airspace above FL 195 shall be classified as Class C airspace.
AMC1 SERA.6001 Classification of airspaces
ED Decision 2013/013/R
GENERAL
Where ATS airspaces adjoin vertically, i.e. one above the other, flights at a common level should comply with the requirements of, and be given services applicable to, the less restrictive class of airspace.
GM1 SERA.6001 Classification of airspaces
ED Decision 2013/013/R
GENERAL
(a) Class B airspace is considered less restrictive than Class A airspace; Class C airspace less restrictive than Class B airspace, etc.
(b) The speed limitation of 250 kt for VFR flights in airspace Classes C, D, E, F, G and for IFR flights in airspace Classes D, E, F, G is intended to facilitate visual acquisition of flights which are not separated.
(c) Wherever there is a need to accommodate within a given airspace class operations compatible with a less restrictive class, the following may be used:
(1) reclassification of the airspace concerned;
(2) redesigning the volume of airspace concerned by defining airspace restrictions or reservations, or subvolumes of less restrictive classes of airspace (e.g. corridors).
AMC1 SERA.6001(a)(4);(5);(6);(7) Classification of airspaces
ED Decision 2013/013/R
SPEED LIMITATION — SAFETY ASSESSMENT AND APPROVAL BY THE COMPETENT AUTHORITY
Approval by the competent authority of an alleviation of the 250 kt speed limitation below 3 050 m (10 000 ft) should be based on a safety assessment. The conditions for granting such alleviation should be specified in the Member State Aeronautical Information Publication (AIP).
GM1 SERA.6001(a)(4);(5);(6);(7) Classification of airspaces
ED Decision 2013/013/R
SPEED LIMITATION — SAFETY ASSESSMENT AND APPROVAL BY THE COMPETENT AUTHORITY
(a) The following should, as a minimum, be considered when developing the safety assessment:
(1) air traffic, airspace classes requirements, and airspace design, the procedures designed for the airspace, and the potential use of clearances to maintain own separation as described in GM1 to SERA.8005(b);
(2) the minimum safe speed stated in the approved Aircraft Flight Manual (AFM) of the relevant aircraft types.
(b) The safety assessment should be developed in coordination with the relevant airspace users.
(c) Coordination should be ensured with the affected airspace users who should provide the data necessary for the development of the safety assessment.
(d) The competent authority should ensure that the aircraft types eligible for such alleviation are specified in the Member State Aeronautical Information Publication.
GM2 SERA.6001(a)(4);(5);(6);(7) Classification of airspaces
ED Decision 2013/013/R
SPEED LIMITATION — SAFETY ASSESSMENT AND APPROVAL BY THE COMPETENT AUTHORITY
(a) For localised alleviations from the speed limitation, the safety assessment is normally conducted by the ATS provider and is subject to approval by the competent authority.
(b) Where alleviation is applied universally across the airspace of the Member State, the competent authority should ensure that appropriate safety assessment has been conducted.
AMC1 SERA.6001(a)(8) Classification of airspaces
ED Decision 2013/013/R
GENERAL
Class F airspace should only be implemented where the air traffic services are inadequate for the provision of air traffic control, and the limited advice on collision hazards otherwise provided by flight information service will not be 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.
GM1 SERA.6001(a)(8) Classification of airspaces
ED Decision 2013/013/R
DURATION OF TEMPORARY MEASURE
(a) When establishing Class F airspace, its intended temporary duration after which it should be replaced by an alternative classification should be specified in the AIP of the Member State.
(b) The intended temporary duration of Class F airspace should not be longer than 3 years.
EXAMPLE
(c) Certain CTR airspace may change its classification on a daily basis (e.g. from 06:00 to 20:00 the airspace is classified as Class A, and from 20:00 until 23:59 and from 00:00 until 05:59 is classified as Class F). In this case, the duration of these arrangements should not exceed 3 years.
SERA.6005 Requirements for communications, SSR transponder and electronic conspicuity in U-space airspace
Regulation (EU) 2021/666 (EU) 2021/666
(a) Radio mandatory zone (RMZ)
(1) VFR flights operating in parts of Classes E, F or G airspace and IFR flights operating in parts of Classes F or G airspace designated as a radio mandatory zone (RMZ) by the competent authority shall maintain continuous air-ground voice communication watch and establish two-way communication, as necessary, on the appropriate communication channel, unless in compliance with alternative provisions prescribed for that particular airspace by the ANSP.
(2) Before entering a radio mandatory zone, an initial call containing the designation of the station being called, call sign, type of aircraft, position, level, the intentions of the flight and other information as prescribed by the competent authority, shall be made by pilots on the appropriate communication channel.
(b) Transponder mandatory zone (TMZ)
All flights operating in airspace designated by the competent authority as a transponder mandatory zone (TMZ) shall carry and operate SSR transponders capable of operating on Modes A and C or on Mode S, unless in compliance with alternative provisions prescribed for that particular airspace by the ANSP.
(c) U-space airspace
Manned aircraft operating in airspace designated by the competent authority as a U-space airspace, and not provided with an air traffic control service by the ANSP, shall continuously make themselves electronically conspicuous to the U-space service providers.
(d) Airspaces designated as radio mandatory zone, transponder mandatory zone or U-space airspace shall be duly promulgated in the aeronautical information publications.
AMC1 SERA.6005(c) Requirements for communications, SSR transponder and electronic conspicuity in U-space airspace
ED Decision 2022/024/R
MEANS OF TRANSMISSION OF INFORMATION AND INFORMATION TO BE TRANSMITTED
(a) Manned aircraft should transmit information through one or more of the following means to continuously make themselves electronically conspicuous to U-space service providers:
(1) A certified ADS-B Out system compliant with ICAO Annex 10 Volume IV Chapter 5
(Mode-S Extended Squitter).
(2) A certified ADS-B Out system compliant with ICAO Annex 10 Volume III Chapter 12 (Universal Access Transceiver) 12 months after its implementation and deployment for that purpose in all Member States.
(3) A system that transmits the information specified in Appendix 1 to this AMC using:
(i) a short-range device (SRD) 860 frequency band, and the information is transmitted in compliance with the format as documented in technical specification
ADS-L 4 SRD-860;
(ii) standardised mobile telecommunication network services coordinated for aerial use in the relevant decisions of the Electronic Communication Committee (ECC) of the European Conference of Postal and Telecommunications Administrations (CEPT), and the information is transmitted in compliance with the format as documented in technical specification ADS-L 4 MOBILE. The aircraft operator using application-based service should ensure that all other applications or functions that might run in the background are switched off or made inactive to limit in-flight transmissions to only those necessary to minimise interference through unpredictable data upload.
This option becomes applicable 6 months after the publication of the technical specification ADS-L 4 MOBILE.
The systems used for transmission in accordance with points (3)(i) and (ii) should bear an appropriate CE marking, and be either installed on the aircraft with the installation approved by the competent authority or carried on board the aircraft as non-installed equipment.
(b) The information specified in Appendix 1 to this AMC, and which is transmitted through a system referred to in points (3)(i) and (ii), shall be transmitted in a machine-readable format accessible to U-space service providers without any restrictions.
Appendix 1 to AMC1 SERA.6005(c) Requirements for communications, SSR transponder and electronic conspicuity in U-space airspace
ED Decision 2022/024/R
ADS-L MESSAGE GENERATION FUNCTION
(a) This AMC details the minimum set of parameters that should be transmitted, and a set of parameters that may be optionally transmitted.
(b) All parameters should originate from a position source or from the system configuration. Each ADS-L message should include an identifier unique to the transmission source.
Figure 1: The scope of the ADS-L message generation function (dashed line) as specified
in Appendix 1 to AMC1 to SERA.6005(c)
TRANSMITTED PARAMETERS
|
Data type |
Parameter |
Required/optional |
Remarks |
Source |
|
Aircraft address |
Unique identifier / address |
Required |
Should be included in each transmission |
Configuration |
|
Address type |
Required |
See the table below |
Configuration |
|
|
Time |
Timestamp |
Required |
|
Position source |
|
Aircraft identification |
Aircraft category |
Required |
See the table below |
Configuration |
|
Emergency status |
Emergency status |
Optional |
See the table below |
Pilot-in-command inputs |
|
Position |
Latitude |
Required |
Reference WGS-84 |
Position source |
|
Longitude |
Required |
Reference WGS-84 |
Position source |
|
|
GNSS altitude |
Required |
Reference WGS-84 |
Position source |
|
|
Velocity/track |
Ground speed |
Required |
Alternatively, north-south, east-west velocities |
Position source |
|
Ground track |
Required |
Position source |
||
|
Vertical rate |
Required |
|
Position source |
|
|
|
Velocity accuracy |
Optional |
See the table below |
Position source |
|
Capabilities and status |
Version |
Required |
To facilitate interoperability |
Configuration |
|
Design assurance |
Optional |
See the table below |
Configuration |
|
|
Horizontal position accuracy |
Required |
95 % confidence |
Position source |
|
|
Vertical position accuracy |
Required |
95 % confidence |
Position source |
|
|
Navigation integrity |
Optional |
Containment radius (Rc) |
Position source |
|
|
Source integrity level |
Optional |
Probability that Rc is exceeded |
Configuration |
TABLES FOR REQUIRED PARAMETERS
|
Data type |
Values |
|
Address type |
Reserved |
|
ICAO |
|
|
Unique identifier |
|
|
Reserved |
|
Parameter |
Values |
|
Aircraft category |
No emitter category information available |
|
Light fixed-wing (<7 031 kg / 15 500 lb) |
|
|
Small to heavy fixed-wing (≥7 031 kg / 15 500 lb) |
|
|
Light rotorcraft |
|
|
Heavy rotorcraft |
|
|
Glider/sailplane |
|
|
Lighter-than-air |
|
|
Ultralight |
|
|
Hang-glider |
|
|
Paraglider |
|
|
Parachutist/skydiver/wingsuit |
|
|
eVTOL/UAM |
|
|
UAS ‘open’ category |
|
|
UAS ‘specific’ category |
|
|
UAS ‘certified’ category |
|
|
Model plane |
|
|
Reserved |
|
Parameter |
95 % horizontal accuracy bound |
|
|
EPU ≥ 926 m (0.5 NM) |
|
EPU < 926 m (0.5 NM) |
|
|
EPU < 555.6 m (0.3 NM) |
|
|
EPU < 185.2 m (0.1 NM) |
|
|
EPU < 92.6 m (0.05 NM) |
|
|
EPU < 30 m |
|
|
EPU < 10 m |
|
|
EPU < 3 m |
|
Data type |
95 % geometric altitude accuracy |
|
Vertical position accuracy |
Unknown or > 150 m |
|
≤ 150 m |
|
|
≤ 45 m |
|
|
≤ 15 m |
TABLES FOR OPTIONAL PARAMETERS
|
Parameter |
Values |
|
Emergency status |
No emergency |
|
General emergency |
|
|
Lifeguard/medical emergency |
|
|
Minimum fuel (Energy) |
|
|
No communications |
|
|
Unlawful interference |
|
|
Downed aircraft |
|
|
Reserved |
|
Parameter |
Horizontal Figure of Merit for rate (HFOMr) values |
|
Velocity accuracy |
Unknown or ≥ 10 m/s |
|
< 10 m/s |
|
|
< 3 m/s |
|
|
< 1 m/s |
|
Parameter |
Software and hardware DAL |
|
Design assurance |
n/a |
|
D |
|
|
C |
|
|
B |
|
Parameter |
Rc |
|
Navigation integrity |
≥ 20 NM |
|
< 20 NM |
|
|
< 8 NM |
|
|
< 4 NM |
|
|
< 2 NM |
|
|
< 1 NM |
|
|
< 0.6 NM |
|
|
< 0.2 NM |
|
|
< 0.1 NM |
|
|
< 75 m |
|
|
< 25 m |
|
|
< 7.5 m |
|
Parameter |
Probability of exceeding Rc |
|
Source integrity level |
Unknown or > 1E-3 / FH |
|
≤ 1E-3 / FH |
|
|
≤ 1E-5 / FH |
|
|
≤ 1E-7 / FH |
The position and velocity/track parameters should be transmitted at a rate of at least 1 Hz.
The transmission of other parameters may be less frequent than 1 Hz, but not less frequent than 0.1 Hz.
There should be at least a digital error detection technique at one level of the transmission (e.g. cyclic redundancy check (CRC)). No specific error-control means are prescribed.
The transmission should be protected to ensure security and confidentiality of the exchanged parameters.
The horizontal and vertical position and velocity/track parameters should primarily be based on a GNSS source.
GM1 SERA.6005(c) Requirements for communications, SSR transponder and electronic conspicuity in U-space airspace
ED Decision 2022/024/R
It is recommended that the GNSS position source process more than one constellation and/or use SBAS augmentation if available.
USE OF THE ‘HARDWARE AND SOFTWARE DAL’ PARAMETER
The development assurance parameter is a provision to indicate the system’s hardware and software development assurance levels (DALs), if applicable. Further information on DAL determination and use may be found in aeronautical standards for certification of software and hardware items, such as
ED-80 and ED-12().
(a) Certified ADS-B Out systems compliant with ICAO Annex 10 that are implemented and deployed for that purpose in all Member States.
The systems may be installed in accordance with CS-ACNS (Subpart D Section 4) or CS-STAN
(Standard Change CS-SC005 INSTALLATION OF AN ADS-B OUT SYSTEM COMBINED WITH A TRANSPONDER SYSTEM), or AMC 20-24. The installation of the system should be approved by the competent authority.
(b) Systems using an SRD 860 frequency band or standardised mobile telecommunication network services coordinated for aerial use in Europe.
The installation of a system in an aircraft, for which EASA is the competent authority for the aircraft design, should be performed in accordance with the EASA aircraft design change processes or in accordance with CS-STAN (CS-SC0051 INSTALLATION OF ‘FLARM’ EQUIPMENT, and CS-SC0057 INSTALLATION OF AN ELECTRONIC CONSPICUITY (EC) FUNCTION).
(c) The installation of a system in an aircraft, for which an aviation competent authority is the authority for the aircraft design, should be performed in accordance with the aircraft design change processes defined by the relevant authority. Aviation competent authorities may make use of recognised standards (e.g. CS-STAN) for technically similar installations in aircraft specified in Annex I to Regulation (EU) 2018/1139.
The manufacturer of a system referred to in points (a)(3)(i) and (ii) of AMC1 SERA.6005(c) may declare conformity of its system with point SERA.6005(c). The declaration should be supported by technical documentation showing compliance. Alternatively, the manufacturer may voluntarily ask for a technical evaluation of its system by a competent authority. Such declarations of conformity and technical evaluations may be used by aircraft operators to demonstrate to competent authorities compliance with point SERA.6005(c).
(d) The carriage of non-installed equipment on board the aircraft, for which EASA is the competent authority for the aircraft design, should comply with the applicable air operations requirements (points CAT.GEN.MPA.140, NCC.GEN.130, NCO.GEN.125, and SPO.GEN.130). The carriage of non-installed equipment on board the aircraft, for which an aviation competent authority is the authority for the aircraft design, should comply with the applicable air operations requirements defined by the relevant authorities. Aviation competent authorities may make use of the relevant EASA requirements for similar kinds of air operations with aircraft specified in
Annex I to Regulation (EU) 2018/1139.
(e) The equipment should be set up on board the aircraft in such a way so as to limit transmission obscuration by the airframe, human body, or other structures and at the same time maximise the visibility of the transmitting antennas, including those on the ground.
MOBILE TELECOMMUNICATION SERVICES FOR AERIAL USE
(f) National and international roaming agreements rely on standardised roamed services (SMS, voice streaming, etc.), which cannot be automatically presumed for aerial services. Only the mobile telecommunication services concluded by the standardisation bodies for aerial use could be used by manned aircraft to make themselves electronically conspicuous to U-space service providers.
(g) There are country-specific restrictions for the aerial use of certain mobile telecommunication frequencies. Therefore, the frequencies used by aerial mobile telecommunication services should be consistent with the relevant decisions of the Electronic Communication Committee (ECC) of the European Conference of Postal and Telecommunications Administrations (CEPT) as implemented by national telecommunication authorities.
MILITARY AND STATE AIRCRAFT OPERATIONS
(h) Although the amendment to Implementing Regulation (EU) No 923/2012 introduced by Implementing Regulation (EU) 2021/666 does not apply to military and State aircraft operations and training, these aircraft may fully or partially operate in the U-space airspace. Military and State organisations may reserve the right not to be electronically conspicuous to U-space service providers, taking both security and safety requirements into account.
(i) At national level, coordination between authorities in charge of civil and military/State aircraft should assess the risk of electronically non-conspicuous military and State aircraft operating in U-space airspace and may specify means by which the presence and or location of such aircraft may be communicated by the relevant operational units.
(j) In determining the designation of an area as U-space airspace, States should consider operations and training conducted with manned military and State aircraft in the airspace concerned and the ability or otherwise to be conspicuous, whether for technical or operational reasons.
SAFEGUARDS FOR CONTINUOUS TRANSMISSION
(k) U-space service providers may use the provisions of Article 18(h) of Implementing Regulation (EU) 2021/664 to inform the competent authority about any known irregularities in the continuous transmission of the systems that make manned aircraft electronically conspicuous to U-space service providers, particularly if such irregularities may negatively affect the provision of air traffic information services as referred to in Article 11 of that Regulation.
(l) Manned aircraft that operate in U-space airspace should use the provisions of Regulation (EU) No 376/2014 for reporting any known irregularities in the continuous transmission of the systems used for making them electronically conspicuous to U-space service providers.
(m) The competent authority should, in case of an urgent safety problem, determine a corrective action (including directives or recommendations) to be taken by a natural or a legal person, where this is necessary to safeguard the safety of traffic information service.