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12.5. Appendix 5: List of acronyms

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

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##### 12.5. Appendix 5: List of acronyms

*ED Decision 2023/005/R*

<table cellpadding="7" cellspacing="0">
<col/>
<col/>
<tr valign="top">
<td>
ACC
</td>
<td>
area
			control centre
</td>
</tr>
<tr valign="top">
<td>
AD
</td>
<td>
aerodrome
</td>
</tr>
<tr valign="top">
<td>
ADS-B
</td>
<td>
automatic
			dependent surveillance – broadcast
</td>
</tr>
<tr valign="top">
<td>
AFIS
</td>
<td>
aerodrome
			flight information service
</td>
</tr>
<tr valign="top">
<td>
AFISO
</td>
<td>
aerodrome
			flight information service officer
</td>
</tr>
<tr valign="top">
<td>
AIC
</td>
<td>
aeronautical
			information circular
</td>
</tr>
<tr valign="top">
<td>
AIP
</td>
<td>
aeronautical
			information publication
</td>
</tr>
<tr valign="top">
<td>
AIS
</td>
<td>
aeronautical
			information service
</td>
</tr>
<tr valign="top">
<td>
AMC
</td>
<td>
acceptable
			means of compliance
</td>
</tr>
<tr valign="top">
<td>
ANS
</td>
<td>
air
			navigation service
</td>
</tr>
<tr valign="top">
<td>
APP
</td>
<td>
approach
			control
</td>
</tr>
<tr valign="top">
<td>
ATC
</td>
<td>
air
			traffic control (in this document mostly used to specifically
			target ‘aerodrome control service’)
</td>
</tr>
<tr valign="top">
<td>
ATCO
</td>
<td>
air
			traffic controller
</td>
</tr>
<tr valign="top">
<td>
ATM
</td>
<td>
air
			traffic management
</td>
</tr>
<tr valign="top">
<td>
ATS
</td>
<td>
air
			traffic service
</td>
</tr>
<tr valign="top">
<td>
ATSEP
</td>
<td>
air
			traffic safety electronics personnel
</td>
</tr>
<tr valign="top">
<td>
CFIT
</td>
<td>
controlled
			flight into terrain
</td>
</tr>
<tr valign="top">
<td>
CNS
</td>
<td>
communication
			navigation surveillance
</td>
</tr>
<tr valign="top">
<td>
CWP
</td>
<td>
controller
			working position
</td>
</tr>
<tr valign="top">
<td>
EASA
</td>
<td>
European
			Union Aviation Safety Agency
</td>
</tr>
<tr valign="top">
<td>
EC
</td>
<td>
European
			Commission
</td>
</tr>
<tr valign="top">
<td>
ED
			Decision
</td>
<td>
Executive
			Director Decision
</td>
</tr>
<tr valign="top">
<td>
E-OCVM
</td>
<td>
European
			Operational Concept Validation Methodology
</td>
</tr>
<tr valign="top">
<td>
EU
</td>
<td>
European
			Union
</td>
</tr>
<tr valign="top">
<td>
EUROCAE
</td>
<td>
European
			Organisation for Civil Aviation Equipment
</td>
</tr>
<tr valign="top">
<td>
FIC
</td>
<td>
flight
			information centre
</td>
</tr>
<tr valign="top">
<td>
FOD
</td>
<td>
foreign
			object debris
</td>
</tr>
<tr valign="top">
<td>
GM
</td>
<td>
guidance
			material
</td>
</tr>
<tr valign="top">
<td>
HMI
</td>
<td>
human-machine
			interface
</td>
</tr>
<tr valign="top">
<td>
ICAO
</td>
<td>
International
			Civil Aviation Organization
</td>
</tr>
<tr valign="top">
<td>
ID
</td>
<td>
identifier
</td>
</tr>
<tr valign="top">
<td>
IFR
</td>
<td>
instrument
			flight rules
</td>
</tr>
<tr valign="top">
<td>
IR
</td>
<td>
implementing
			rule
</td>
</tr>
<tr valign="top">
<td>
IT
</td>
<td>
information
			technology
</td>
</tr>
<tr valign="top">
<td>
MASPS
</td>
<td>
Minimum
			Aviation System Performance Standards
</td>
</tr>
<tr valign="top">
<td>
MET
</td>
<td>
meteorological
</td>
</tr>
<tr valign="top">
<td>
METAR
</td>
<td>
meteorological
			terminal aviation routine weather report
</td>
</tr>
<tr valign="top">
<td>
NOTAM
</td>
<td>
notice
			to airmen
</td>
</tr>
<tr valign="top">
<td>
OH
</td>
<td>
operational
			hazard
</td>
</tr>
<tr valign="top">
<td>
OSED
</td>
<td>
operational
			services and environment description
</td>
</tr>
<tr valign="top">
<td>
OTW
</td>
<td>
out-of-the-window
</td>
</tr>
<tr valign="top">
<td>
PANS-ATM
</td>
<td>
Procedures
			for Navigation Services – Air Traffic Management
</td>
</tr>
<tr valign="top">
<td>
PSR
</td>
<td>
primary
			surveillance radar
</td>
</tr>
<tr valign="top">
<td>
PTZ
</td>
<td>
pan-tilt-zoom
</td>
</tr>
<tr valign="top">
<td>
QNH
</td>
<td>
<a href="https://en.wikipedia.org/wiki/Q_code" name="Q code">Q
			code</a> indicating atmospheric pressure adjusted to sea level
</td>
</tr>
<tr valign="top">
<td>
RFFS
</td>
<td>
rescue
			and firefighting services
</td>
</tr>
<tr valign="top">
<td>
RGL
</td>
<td>
runway
			guard lights
</td>
</tr>
<tr valign="top">
<td>
RTC
</td>
<td>
remote
			tower centre
</td>
</tr>
<tr valign="top">
<td>
RTM
</td>
<td>
remote
			tower module
</td>
</tr>
<tr valign="top">
<td>
RWY
</td>
<td>
runway
</td>
</tr>
<tr valign="top">
<td>
SAR
</td>
<td>
safety
			assessment report
</td>
</tr>
<tr valign="top">
<td>
SERA
</td>
<td>
standardised
			European rules of the air
</td>
</tr>
<tr valign="top">
<td>
SESAR
</td>
<td>
Single
			European Sky ATM Research
</td>
</tr>
<tr valign="top">
<td>
SESAR
			JU
</td>
<td>
Single
			European Sky ATM Research Joint Undertaking
</td>
</tr>
<tr valign="top">
<td>
SSR
</td>
<td>
secondary
			surveillance radar
</td>
</tr>
<tr valign="top">
<td>
TAF
</td>
<td>
terminal
			aerodrome forecast
</td>
</tr>
<tr valign="top">
<td>
UPS
</td>
<td>
uninterruptible
			power supply
</td>
</tr>
<tr valign="top">
<td>
VALR
</td>
<td>
validation
			report
</td>
</tr>
<tr valign="top">
<td>
VFR
</td>
<td>
visual
			flight rules
</td>
</tr>
<tr valign="top">
<td>
WAN
</td>
<td><a name="_Toc417560303"></a><a name="_Toc409097447"></a><a name="_Toc352924419"></a>
wide
			area network
</td>
</tr>
</table>

---

[[1]](#_ftnref1) The
published date represents the date when the consolidated version of
the EAR book was generated.

[[2]](#_ftnref2) Euro-Lex,
Important Legal Notice:
<http://eur-lex.europa.eu/content/legal-notice/legal-notice.html>.

[[3]](#_ftnref3)
See Section 3.3.

[[4]](#_ftnref4)
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]](#_ftnref5)
EUROCAE ED-240A Change 1 [19] uses the term ‘remote tower optical
system’ for the same system.

[[6]](#_ftnref6) Solution
#71: [ATC
and AFIS service in a single low-density aerodrome from a remote
CWP](https://www.sesarju.eu/sesar-solutions/atc-and-afis-service-single-low-density-aerodrome-remote-cwp),

Solution #12: [Single
remote tower operations for medium traffic volumes](https://www.sesarju.eu/sesar-solutions/single-remote-tower-operations-medium-traffic-volumes),

Solution #52: [Remote
tower for two low density aerodromes](https://www.sesarju.eu/sesar-solutions/remote-tower-two-low-density-aerodromes),

Solution #13: [Remotely
provided air traffic service for contingency situations at
aerodromes](https://www.sesarju.eu/sesar-solutions/remotely-provided-air-traffic-service-contingency-situations-aerodromes).

[[7]](#_ftnref7) <http://www.icao.int/Meetings/anconf12/WorkingPapers/ANConfWP130.2.1.ENonly.pdf>

[[8]](#_ftnref8) 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]](#_ftnref9) Ibid.

[[10]](#_ftnref10) Solution
#71: [ATC
and AFIS service in a single low-density aerodrome from a remote
CWP](https://www.sesarju.eu/sesar-solutions/atc-and-afis-service-single-low-density-aerodrome-remote-cwp),

Solution #12: [Single
remote tower operations for medium traffic volumes](https://www.sesarju.eu/sesar-solutions/single-remote-tower-operations-medium-traffic-volumes),

[[11]](#_ftnref11) 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]](#_ftnref12) 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]](#_ftnref13) Solution
#52: [Remote
tower for two low-density aerodromes](https://www.sesarju.eu/sesar-solutions/remote-tower-two-low-density-aerodromes).

[[14]](#_ftnref14) 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]](#_ftnref15) SESAR
1 refers to the first part of the SESAR JU programme, lasting from
2008 to 2016.

[[16]](#_ftnref16) 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]](#_ftnref17)
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]](#_ftnref18) For
further details, see Chapter [7](https://dxweb.easa.europa.eu/dx4/Topics/gm_rt_issue2_089.docx).

[[19]](#_ftnref19) 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]](#_ftnref20)
‘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]](#_ftnref21)
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]](#_ftnref22)
‘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]](#_ftnref23)
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]](#_ftnref24) According
to Class 3 ATCO medical requirements (see Regulation (EU) 2015/340)
[5].

[[25]](#_ftnref25)
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]](#_ftnref26) ICAO
Doc 4444 [14] Chapter
7.1.3 has not been transposed
into the EU regulatory framework.

[[27]](#_ftnref27) This
could also be applicable for AFIS aerodromes.

[[28]](#_ftnref28) For
instance, ICAO Annex 10 Volume III, ICAO
Doc 9896, EUROCAE ED136, ED -137B, ED-138 standards.

[[29]](#_ftnref29) In
accordance with [Regulation
(EU) 2017/373](https://eur-lex.europa.eu/eli/reg_impl/2017/373/oj/eng) [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]](#_ftnref30) 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]](#_ftnref31)
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]](#_ftnref32) This
could also be applicable for AFIS aerodromes.

[[33]](#_ftnref33)
AMC1 ATS.TR.205(c) and GM2 ATS.TR.305(c)(1) to Regulation (EU)
2017/373 [4].

[[34]](#_ftnref34) 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]](#_ftnref35) 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]](#_ftnref36) AMC1
ATS.TR.205(c) to Regulation EU) 2017/373 [4]0

[[37]](#_ftnref37) AMC1
ATS.TR.205(c) to Regulation (EU) 2017/373 [4]0

[[38]](#_ftnref38) This
could also be applicable for AFIS aerodromes.

[[39]](#_ftnref39) In
EASA Member States, see Commission Implementing Regulation (EU) No
923/2012 [6]0
(SERA.3301, Appendix 1).

[[40]](#_ftnref40)
ICAO
Document 7300.

[[41]](#_ftnref41) Refer
to Regulation (EU)
No 139/2014 [7], ADR.OR.B.040 Changes.

[[42]](#_ftnref42)
The requirement stems from (EU) 2017/373 [4] ATM/ANS.OR.A.075.