[1] The published date represents the date when the consolidated version of the EAR book was generated.

[2] Euro-Lex, Important Legal Notice: http://eur-lex.europa.eu/content/legal-notice/legal-notice.html.

[3] See Section 3.3.

[4] There are examples where — within the control zone (CTR) of an aerodrome or within the airspace where AFIS for an aerodrome is provided — also other aerodromes/heliports are situated but for which no aerodrome ATS (aerodrome control service or AFIS) is provided on ground. A typical example would be a heliport located inside the horizontal limits of a CTR of an aerodrome (but located away from that aerodrome). Although the traffic/helicopters flying in/out of the heliport need a clearance to fly through/in the CTR, the heliport itself is not provided with aerodrome control service as defined by relevant EU legislation (e.g. Regulation (EU) No 923/2012 ‘SERA’), since the heliport’s traffic on the manoeuvring area is not provided with the service. Hence, this example falls outside the scope of the definitions for both single and multiple mode of operation, as they refer to ‘provision of aerodrome ATS’.

[5] EUROCAE ED-240A Change 1 [19] uses the term ‘remote tower optical system’ for the same system.

[6] Solution #71: ATC and AFIS service in a single low-density aerodrome from a remote CWP,

Solution #12: Single remote tower operations for medium traffic volumes,

Solution #52: Remote tower for two low density aerodromes,

Solution #13: Remotely provided air traffic service for contingency situations at aerodromes.

[7] http://www.icao.int/Meetings/anconf12/WorkingPapers/ANConfWP130.2.1.ENonly.pdf

[8] This definition is derived from the SESAR JU programme publications related to remote aerodrome ATS. ICAO Annex 14 [17] defines aerodrome traffic density in a different manner and for different purposes. The definition contained in this document serves exclusively the purposes explained above.

[9] Ibid.

[10] Solution #71: ATC and AFIS service in a single low-density aerodrome from a remote CWP,

Solution #12: Single remote tower operations for medium traffic volumes,

Solution #13: Remotely provided air traffic service for contingency situations at aerodromes.

[11] Although this context may appear to describe a complex aerodrome layout, it should be noted that a low number of runway entries/exits can in fact lead to more complex operations. For instance, in case of only one entry/exit per runway, the need for backtracking will increase, leading to longer runway occupancy times.

[12] Solution #71: ATC and AFIS service in a single low-density aerodrome from a remote CWP,

Solution #12: Single remote tower operations for medium traffic volumes,

Solution #13: Remotely provided air traffic service for contingency situations at aerodromes.

[13] Solution #52: Remote tower for two low-density aerodromes.

[14] SESAR 2020 refers to the second part of the SESAR JU programme, which, building on SESAR 1 (running between 2008-2016), started at the end of 2016 and is planned to last until 2024.

[15] SESAR 1 refers to the first part of the SESAR JU programme, lasting from 2008 to 2016.

[16] SESAR 2020 refers to the second part of the SESAR JU programme, which, building on SESAR 1, was started at the end of 2016 and is planned to last until 2024.

[17] According to AMC1 ATCO.B.020(a) to Regulation (EU) 2015/340 [5], each aerodrome for which aerodrome ATC service is provided from an RTC, should constitute its own unit endorsement.

[18] For further details, see Chapter 7.

[19] In this context, it is worth to note that sometimes there is a misconception concerning depth perception and the ability to judge distances in the context of (remote) aerodrome ATS. Human depth perception based on eye distance is effective only at near distances (typically up to 6 metres). At longer distances, depth perception is based on references such as relative size, location of objects used as references, motion, etc. Hence, depth perception based on eye distance is not relevant for the provision of aerodrome ATS. The ability for depth perception and distance judgement is therefore not affected by providing aerodrome ATS based on a visual presentation view instead of the OTW view from a conventional tower.

[20] ‘Aircraft’ is defined in Annex I to Regulation (EU) 2017/373 as ‘Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface’.

[21] A description of the term ‘aircraft operating in the vicinity of an aerodrome’ is provided with the definition of ‘aerodrome traffic’ included in Regulation (EU) No 923/2012 [4] as ‘includes but is not limited to aircraft entering or leaving an aerodrome traffic circuit’.

[22] ‘Aircraft’ is defined in Annex I to Regulation (EU) 2017/373 as ‘Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface’.

[23] The manoeuvring area is defined in Regulation (EU) 923/2012 [6] as ‘that part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons’.

[24] According to Class 3 ATCO medical requirements (see Regulation (EU) 2015/340) [5].

[25] GM1 to AMC12 ATS.TR.210(a)(3) of Regulation (EU) 2017/373 [4] states ‘Significant meteorological conditions include the occurrence or expected occurrence of cumulonimbus or thunderstorm, moderate or severe turbulence, wind shear, hail, moderate or severe icing, severe squall line, freezing precipitation, severe mountain waves, sandstorm, dust storm, blowing snow, tornado or waterspout in the take-off and climb-out area.’

[26] ICAO Doc 4444 [14] Chapter 7.1.3 has not been transposed into the EU regulatory framework.

[27] This could also be applicable for AFIS aerodromes.

[28] For instance, ICAO Annex 10 Volume III, ICAO Doc 9896, EUROCAE ED136, ED -137B, ED-138 standards.

[29] In accordance with Regulation (EU) 2017/373 [4]Error! Reference source not found., the responsibility for data recording and retention of ‘aeronautical mobile service’, ‘aeronautical fixed service’, ‘surface movement control service’ and ‘aeronautical radio navigation service’ lies within the ATS provider.

[30] With regard to the use of ICAO aerodrome location indicators in the case of remote aerodrome ATS, each aerodrome/ATS unit will keep its designated location indicator and the relevant ATS messages should be rerouted accordingly.

[31] ISO 6385, Ergonomic principles of the design of work systems

ISO 9241 Ergonomics of human-system interaction

ISO 9241, Ergonomics of human-system interaction

ISO 7730, Ergonomics of the thermal environment — Analytical determination and interpretation of thermal comfort using calculation of the PMV and PPD indices and local thermal comfort criteria

ISO 8995-1, Lighting of work places

ISO 7250-1, Basic human body measurements for technological design

ISO 4871, Acoustics - Declaration and verification of noise emission values of machinery and equipment

ISO 7000, Graphical symbols for use on equipment — Registered symbols

ISO 9995, Information technology — Keyboard layouts for test and office systems

ISO 2813, Paints and varnishes

ISO 11064 Ergonomic design of control centres

[32] This could also be applicable for AFIS aerodromes.

[33] AMC1 ATS.TR.205(c) and GM2 ATS.TR.305(c)(1) to Regulation (EU) 2017/373 [4].

[34] In this context the term simulation should be understood as familiarisation with the new equipment and the tools. The simulations could also be used to develop the procedures for using the equipment and tools.

[35] Shadow mode validations are referred to the validation technique in which the new system is given live feeds in the operational environment and runs in parallel to the operational system. In passive shadow mode, the new system will be non-interfering and will not play an active part in the ATM system. In active shadow mode, the new system will be put in active operation with the old system running in parallel as a fall back. Hence — in the context of remote aerodrome ATS validations — for passive shadow mode, the ATS will still be provided from the conventional tower (shadowed from the remote tower to various degrees), whereas for active shadow mode, the ATS will be provided from the remote tower (shadowed from the conventional tower.)

[36] AMC1 ATS.TR.205(c) to Regulation EU) 2017/373 [4]0

[37] AMC1 ATS.TR.205(c) to Regulation (EU) 2017/373 [4]0

[38] This could also be applicable for AFIS aerodromes.

[39] In EASA Member States, see Commission Implementing Regulation (EU) No 923/2012 [6]0 (SERA.3301, Appendix 1).

[40] ICAO Document 7300.

[41] Refer to Regulation (EU) No 139/2014 [7], ADR.OR.B.040 Changes.

[42] The requirement stems from (EU) 2017/373 [4] ATM/ANS.OR.A.075.