6.2.3. Identification of hazards

• ED Decision 2023/005/R found in: GM Remote Aerodrome Air Traffic Services (Jan 2026)

##### 6.2.3. Identification of hazards *ED Decision 2023/005/R* As stipulated in Regulation (EU) 2017/373 [4], ATS.OR.200(2) and ATS.OR.205(b)(1), complemented by EASA ED Decision 2017/001/R [10], AMC1 and AMC2 ATS.OR.205(b)(1) and GM1 ATS.OR.205(b)(1), an ATS provider is required to perform a hazard identification for any changes to those parts of the ATM functional system and supporting arrangements within its managerial control. The generic safety assessments performed in the framework of the SESAR JU programme ([27], [31], [34]) have yielded a list of operational hazards in relation to the provision of aerodrome ATS. As such, they may not be related to remote aerodrome ATS only, but also to the provision of ATS from a conventional tower. Nevertheless, the implementation of remote aerodrome ATS may affect the causes or the probability of occurrence of those hazards. In order to facilitate performing the safety assessment for the introduction of remote aerodrome ATS, the identified operational hazards from the SESAR safety work are presented in Table 2, Appendix 2 for ATC provision and in Table 3, Appendix 3 for AFIS provision. These hazards may be considered as an initial input by the ATS provider, but need to be adapted appropriately taking into account the local conditions and the operational application and context of the particular implementation and the addition of potential hazards *stemming from the specific implemented system*. The adapted list of hazards can then be used by the ATS provider for the development of safety requirements, by using its own safety assessment methodology as accepted by the corresponding competent authority.