|
(4)
|
Annex IV is amended as follows:
|
(a)
|
point ATS.OR.400 is replaced by the following:
‘
ATS.OR.400 Aeronautical mobile service (air–ground communications) – general
|
(a)
|
An air traffic services provider shall use voice or data link, or both, in air–ground communications for air traffic services purposes.
|
|
(b)
|
When air-ground voice communications are based on 8,33 kHz channel spacing, an air traffic services provider shall ensure that:
|
(1)
|
all items of equipment for air–ground voice communications include the 8,33 kHz channel spacing capability and are able to tune to 25 kHz spaced channels;
|
|
(2)
|
all voice frequency assignments have the 8,33 kHz channel spacing capability;
|
|
(3)
|
the procedures applicable to aircraft equipped with radios having the 8,33 kHz channel spacing capability and to aircraft which are not equipped with such equipment, subject to transfer between air traffic services units, are specified in the letters of agreement between those ATS units;
|
|
(4)
|
aircraft not equipped with radios having the 8,33 kHz channel spacing capability can be accommodated, provided they can be safely handled within the capacity limits of the air traffic management system on UHF or on 25 kHz frequency assignments; and
|
|
(5)
|
it communicates, on an annual basis, to the Member State that has designated it their plans for the handling of State aircraft which are not equipped with radios having the 8,33 kHz channel spacing capability, taking into account the capacity limits associated with the procedures published by the Member States in their national aeronautical information publications (AIPs).
|
|
|
(c)
|
When direct pilot–controller two-way voice or data link communications are used for the provision of air traffic control service, recording facilities shall be provided by the air traffic services provider on all such air–ground communication channels.
|
|
(d)
|
When direct air–ground two-way voice or data link communications are used for the provision of flight information service, including aerodrome flight information service (AFIS), recording facilities on all such air–ground communication channels shall be provided by the air traffic services provider, unless otherwise prescribed by the competent authority.’;
|
|
|
(b)
|
point ATS.OR.415 is replaced by the following:
‘
ATS.OR.415 Aeronautical mobile service (air–ground communications) – area control service
An air traffic services provider shall ensure that:
|
(a)
|
air–ground communication facilities enable two-way voice communications to take place between a unit providing area control service and appropriately equipped aircraft flying anywhere within the control area or areas; and
|
|
(b)
|
air–ground communications facilities enable two-way data communications to take place between a unit providing area control service and appropriately equipped aircraft flying within the airspace referred to in point AUR.COM.2001 of Commission Implementing Regulation (EU) 2023/1770 (*4), to operate the data link services referred to point (1) (a) of point AUR.COM.2005 of that Implementing Regulation.
|
(*4) Commission Implementing Regulation (EU) 2023/1770 of 12 September 2023 laying down provisions on aircraft equipment required for the use of the Single European Sky airspace and operating rules related to the use of the Single European Sky airspace and repealing Regulation (EC) No 29/2009 and Implementing Regulations (EU) No 1206/2011, (EU) No 1207/2011 and (EU) No 1079/2012 (OJ L 228 of 15.9.2023, p. 39)’;."
|
|
(c)
|
point ATS.OR.430 is replaced by the following:
‘
ATS.OR.430 Aeronautical fixed service (ground–ground communications) – general
|
(a)
|
An air traffic services provider shall ensure that direct-speech or data link communications, or both, are used in ground–ground communications for air traffic services purposes.
|
|
(b)
|
When communication for ATC coordination purposes is supported by automation, an air traffic services provider shall ensure that:
|
(1)
|
the appropriate means are implemented to automatically receive, store, process, extract and display, and transmit the relevant flight information;
|
|
(2)
|
the failures or anomalies of such automated coordination are presented clearly to the air traffic controller or controllers responsible for coordinating flights at a transferring unit;
|
|
(3)
|
the warnings related to system information exchange are presented to the relevant working positions;
|
|
(4)
|
the information about the relevant system information exchange processes is provided to the air traffic controllers;
|
|
(5)
|
air traffic controllers are provided with the means to modify the flight information exchanged.’;
|
|
|
|
(d)
|
the following point ATS.OR.446 is inserted:
‘
ATS.OR.446 Surveillance data
|
(a)
|
Air traffic services providers shall not use data from Mode S interrogators that operate under the responsibility of a third country if the allocation of the interrogator code has not been coordinated.
|
|
(b)
|
Air traffic services providers shall ensure that the necessary capabilities are implemented to allow air traffic controllers to establish individual aircraft identification using the downlinked aircraft identification feature, as detailed in Appendix 1.
|
|
(c)
|
Air traffic service providers shall ensure seamless operations within the airspace under their responsibility and at the boundary with adjacent airspaces by applying appropriate minimum requirements for the separation of aircraft.’;
|
|
|
(e)
|
in point ATS.TR.230, the following point (c) is added:
|
‘(c)
|
The coordination of transfer of control between units that provide area control service within the ICAO EUR region, or when so agreed with or between other air traffic control units, shall be supported by automated processes as defined in Appendix 2.’;
|
|
|
(f)
|
the following Appendices 1 and 2 are added:
‘Appendix 1
Identification of individual aircraft using the downlinked aircraft identification feature as required by point ATS.OR.446(b)
The downlinked aircraft identification feature shall be used as follows to establish individual aircraft identification:
|
(a)
|
The air traffic services provider shall declare to the Network Manager the airspace volumes where individual aircraft identification is established using the downlinked aircraft identification feature.
|
|
(b)
|
The conspicuity SSR code A1000 shall be assigned to aircraft where individual aircraft identification is established by using the downlinked aircraft identification feature.
|
|
(c)
|
Except when one of the conditions set out in point (d) apply, the conspicuity SSR code A1000 shall be assigned to departing aircraft or to aircraft for which, in accordance with point (g), a code change is required, where the following conditions apply:
|
(1)
|
the downlinked aircraft identification matches the corresponding entry in the flight plan for that aircraft;
|
|
(2)
|
the Network Manager has communicated that the particular aircraft is eligible for the assignment of the conspicuity SSR code A1000.
|
|
|
(d)
|
The conspicuity SSR code A1000 shall not be assigned to aircraft referred to in point (c) if any of the following conditions apply:
|
(1)
|
contingency measures that require the assignment of discrete SSR codes to aircraft have been put in place by an air navigation service provider that experiences unplanned ground surveillance sensor outages;
|
|
(2)
|
exceptional military contingency measures require air navigation service providers to assign discrete SSR codes to aircraft;
|
|
(3)
|
an aircraft which is eligible for the assignment of the conspicuity SSR code A1000 established in accordance with point (c) exits or is otherwise diverted outside the airspace volume referred to in point (a).
|
|
|
(e)
|
Aircraft that are not assigned the conspicuity SSR code A1000 established in accordance with point (c) shall be assigned an SSR code that complies with a code allocation list agreed by the Member States and coordinated with third countries.
|
|
(f)
|
When an SSR code has been assigned to an aircraft, a check shall be made at the earliest opportunity to confirm that the SSR code set by the pilot is identical to that assigned to the flight.
|
|
(g)
|
SSR codes assigned to aircraft being transferred from air traffic services providers in neighbouring States shall be automatically checked to see whether the assignments can be retained in compliance with a code allocation list agreed by the Member States and coordinated with third countries.
|
|
(h)
|
Formal arrangements with the following minimum content shall be established with neighbouring air navigation service providers that establish individual aircraft identification by using discrete SSR codes:
|
(1)
|
an obligation on the neighbouring air navigation service providers to transfer aircraft with verified discrete SSR codes assigned in compliance with a code allocation list agreed by the Member States and coordinated with third countries;
|
|
(2)
|
an obligation to notify accepting units about any observed irregularity in the operation of airborne constituents of surveillance systems;
|
|
|
(i)
|
air traffic services providers shall ensure that the assignment of discrete SSR codes in compliance with a code allocation list agreed by the Member States and coordinated with third countries to establish individual aircraft identification complies with the following:
|
(1)
|
the SSR codes are automatically assigned to aircraft in compliance with a code allocation list agreed by the Member States and coordinated with third countries;
|
|
(2)
|
the SSR codes assigned to aircraft being transferred from air navigation service providers in neighbouring States are checked to see whether the assignments can be retained in compliance with a code allocation list agreed by the Member States and coordinated with third countries;
|
|
(3)
|
the SSR codes are classified into different categories to allow for differentiated code assignment;
|
|
(4)
|
the SSR codes from the different categories referred to in point (3) are assigned according to the directions of flights;
|
|
(5)
|
multiple simultaneous assignments of the same SSR code are made to flights that operate in code conflict-free directions;
|
|
(6)
|
the controllers are automatically informed when SSR code assignments are unintentionally duplicated.;
|
|
Appendix 2
Processes to be implemented for automated coordination as required by point ATS.TR.230(c)
|
A.
|
The mandatory processes to be implemented between units that provide area control service, or when so agreed with or between other air traffic control units, shall be the following:
|
(a)
|
Notification
|
(1)
|
The flight information subject to the notification process shall include as a minimum:
|
(i)
|
aircraft identification,
|
|
(ii)
|
SSR mode and code (if available),
|
|
(iii)
|
departure aerodrome,
|
|
(v)
|
destination aerodrome,
|
|
(vi)
|
number and type of aircraft,
|
|
(viii)
|
equipment capability and status.
|
|
|
(2)
|
The content of the “equipment capability and status” information shall include reduced vertical separation minima (RVSM) and the 8,33 kHz channel spacing capability as a minimum. Other items may be included in accordance with the letters of agreement.
|
|
(3)
|
The notification process shall be performed at least once for each eligible flight planned to cross boundaries unless the flight is the subject of the pre-departure notification and coordination process.
|
|
(4)
|
The eligibility criteria for cross-boundary notification of flights shall be in accordance with the letters of agreement.
|
|
(5)
|
When the notification process cannot be performed by a bilaterally agreed time prior to the initial coordination process, it shall be included in the initial coordination process.
|
|
(6)
|
When performed, the notification process shall precede the initial coordination process.
|
|
(7)
|
The notification process shall take place again each time there is a change to any of the following data prior to the initial coordination process:
|
(i)
|
coordination point (COP);
|
|
(ii)
|
expected SSR code at the transfer of control point;
|
|
(iii)
|
destination aerodrome;
|
|
(v)
|
equipment capability and status.
|
|
|
(8)
|
If a discrepancy is identified between the transmitted data and the corresponding data in the receiving system, or no such information is available that would result in the need for corrective action upon receipt of the following initial coordination data, the discrepancy shall be referred to an appropriate controller working position for resolution.
|
|
(9)
|
Time criteria for the initiation of the notification process:
|
(i)
|
The notification process shall be initiated at a parameter number of minutes before the estimated time at the COP.
|
|
(ii)
|
The notification parameter(s) shall be included in the letters of agreement between the ATC units concerned.
|
|
(iii)
|
The notification parameter(s) may be defined separately for each of the coordination points.
|
|
|
|
(b)
|
Initial coordination
|
(1)
|
For a flight subject to initial coordination, the agreed transfer conditions of a flight shall be operationally binding for both air traffic control units unless the coordination is abrogated or revised.
|
|
(2)
|
The information on the flight that is subject to the initial coordination process shall include as a minimum:
|
(i)
|
aircraft identification;
|
|
(iii)
|
departure aerodrome;
|
|
(v)
|
destination aerodrome;
|
|
(vi)
|
number and type of aircraft;
|
|
(viii)
|
equipment capability and status.
|
|
|
(3)
|
The content of the “equipment capability and status” information shall include RVSM and the 8,33 kHz channel spacing capability as a minimum. Other items may be included as bilaterally agreed by the letters of agreement.
|
|
(4)
|
The initial coordination process shall be performed for all eligible flights planned to cross boundaries.
|
|
(5)
|
The eligibility criteria for cross-boundary initial coordination of flights shall be in accordance with the letters of agreement.
|
|
(6)
|
Unless already manually initiated, the initial coordination process shall be automatically initiated, in accordance with the letters of agreement, at:
|
(i)
|
a bilaterally agreed parameter time period before the estimated time at the coordination point; or
|
|
(ii)
|
the time at which the flight is at a bilaterally agreed distance from the coordination point.
|
|
|
(7)
|
The initial coordination process for a flight shall only be performed once unless the abrogation of the coordination process is initiated.
|
|
(8)
|
Following the abrogation of the coordination process, the initial coordination process may be initiated again with the same unit.
|
|
(9)
|
The completion of the initial coordination process, including confirmation from the receiving unit, shall be passed on to the transferring unit – the flight is then considered “coordinated”.
|
|
(10)
|
Failure of the initial coordination process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the controller working position responsible for the coordination of the flight within the transferring unit.
|
|
(11)
|
The initial coordination information shall be made available to the appropriate controller working position at the accepting unit.
|
|
|
(c)
|
Revision of coordination
|
(1)
|
The revision-of-coordination process shall ensure association with the flight previously coordinated.
|
|
(2)
|
For a flight subject to the revision-of-coordination process, the agreed transfer conditions of a flight shall be operationally binding for both air traffic control units unless the coordination is abrogated or the conditions are further revised.
|
|
(3)
|
The revision-of-coordination process shall provide the following flight information, provided it has changed:
|
(ii)
|
estimated time and flight level;
|
|
(iii)
|
equipment capability and status.
|
|
|
(4)
|
If bilaterally agreed, the revision-of-coordination data shall provide the following information provided it has changed:
|
|
(5)
|
The revision-of-coordination process may take place one or more times with the unit with which a flight is currently coordinated.
|
|
(6)
|
The revision-of-coordination process shall take place when:
|
(i)
|
the estimated time over the coordination point differs from that previously provided by more than a value bilaterally agreed;
|
|
(ii)
|
the transfer level(s), SSR code or equipment capability and status is (are) different from that (those) previously provided.
|
|
|
(7)
|
Where bilaterally agreed, the revision-of-coordination process shall take place when there is any change in the following:
|
|
(8)
|
The completion of the revision-of-coordination process, including confirmation from the receiving unit, shall be passed on to the transferring unit.
|
|
(9)
|
Failure of the revision-of-coordination process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the controller working position responsible for the coordination of the flight within the transferring unit.
|
|
(10)
|
The revision-of-coordination process shall take place immediately following the relevant input or update.
|
|
(11)
|
The revision-of-coordination process shall be inhibited after the flight is at a bilaterally agreed time/distance from the transfer control point in accordance with the letters of agreement.
|
|
(12)
|
The revision-of-coordination information shall be made available to the appropriate controller working position within the receiving unit.
|
|
(13)
|
Where the completion of the revision-of-coordination process is not confirmed in accordance with the applicable quality-of-service requirements, the transferring unit shall initiate verbal coordination.
|
|
|
(d)
|
Abrogation of coordination
|
(1)
|
The abrogation-of-coordination process shall ensure association with the previous notification or coordination process that is being cancelled.
|
|
(2)
|
The abrogation-of-coordination process shall take place with a unit for a coordinated flight when:
|
(i)
|
the unit is no longer the next unit in the coordination sequence;
|
|
(ii)
|
the flight plan is cancelled in the sending unit and the coordination is no longer relevant;
|
|
(iii)
|
abrogation-of-coordination information is received from the previous unit in respect of the flight.
|
|
|
(3)
|
The abrogation-of-coordination process may take place with a unit for a notified flight when:
|
(i)
|
the unit is no longer the next unit in the coordination sequence;
|
|
(ii)
|
the flight plan is cancelled in the sending unit and the coordination is no longer relevant;
|
|
(iii)
|
abrogation-of-coordination information is received from the previous unit in respect of the flight;
|
|
(iv)
|
the flight is delayed en route, and a revised estimate cannot be determined automatically.
|
|
|
(4)
|
The completion of the abrogation-of-coordination process, including confirmation from the receiving unit, shall be passed on to the transferring unit.
|
|
(5)
|
Failure of the abrogation-of-coordination process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the controller working position responsible for the coordination of the flight within the transferring unit.
|
|
(6)
|
The abrogation-of-coordination information shall be made available to the appropriate controller working position within the notified unit or within the unit with which the coordination is cancelled.
|
|
(7)
|
Where the completion of the abrogation-of-coordination process is not confirmed in accordance with the applicable quality-of-service requirements, the transferring unit shall initiate verbal coordination.
|
|
|
(e)
|
Basic flight data
|
(1)
|
The information subject to the basic-flight-data process shall provide as a minimum:
|
(i)
|
aircraft identification;
|
|
|
(2)
|
Any additional information provided by the basic-flight-data process shall be subject to bilateral agreement.
|
|
(3)
|
The basic-flight-data process shall be performed automatically for each eligible flight.
|
|
(4)
|
The eligibility criteria for basic-flight-data shall be in accordance with the letters of agreement.
|
|
(5)
|
The completion of the basic-flight-data process, including confirmation from the receiving unit, shall be passed on to the supplying unit.
|
|
(6)
|
Failure of the basic-flight-data process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the supplying unit.
|
|
|
(f)
|
Change to basic flight data
|
(1)
|
The change-to-basic-flight-data process shall ensure association with the flight previously subject to a basic-flight-data process.
|
|
(2)
|
Any other information subject to the change-to-basic-flight-data process and the associated criteria for its provision shall be subject to bilateral agreement.
|
|
(3)
|
A change-to-basic-flight-data process shall only take place for a flight which has previously been notified by a basic-flight-data process.
|
|
(4)
|
A change-to-basic-flight-data process shall be initiated automatically in accordance with bilaterally agreed criteria.
|
|
(5)
|
The completion of the change-to-basic-flight-data process, including confirmation from the receiving unit, shall be passed on to the supplying unit.
|
|
(6)
|
Failure of the change-to-basic-flight-data process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the supplying unit.
|
|
(7)
|
The change-to-basic-flight-data information shall be made available to the appropriate controller working position within the receiving unit.
|
|
|
|
B.
|
When agreed between the units concerned to conduct the pre-departure notification, the change-of-frequency or the manual-assumption-of-communication processes shall be as follows:
|
(a)
|
Pre-departure notification and coordination
|
(1)
|
The information subject to the pre-departure notification and coordination process shall include as a minimum:
|
(i)
|
aircraft identification;
|
|
(ii)
|
SSR mode and code (if available);
|
|
(iii)
|
departure aerodrome;
|
|
(iv)
|
estimated take-off time or estimate data, as bilaterally agreed;
|
|
(v)
|
destination aerodrome;
|
|
(vi)
|
number and type of aircraft.
|
|
|
(2)
|
The information subject to the pre-departure notification and coordination process from a terminal manoeuvring area (TMA) control unit or an ACC shall contain the following:
|
(ii)
|
equipment capability and status.
|
|
|
(3)
|
The content of the “equipment capability and status” information shall include RVSM and the 8,33 kHz channel spacing capability as a minimum.
|
|
(4)
|
The “equipment capability and status” information may contain other items as bilaterally agreed by the letters of agreement.
|
|
(5)
|
The pre-departure notification and coordination process shall take place one or more times for each eligible flight planned to cross the boundaries where the flight time from departure to the coordination point would not allow sufficient time for the initial coordination or notification processes to be executed.
|
|
(6)
|
The eligibility criteria for the cross-boundary pre-departure notification and coordination of flights shall be in accordance with the letters of agreement.
|
|
(7)
|
The pre-departure notification and coordination process shall take place again each time there is a change to any item of the data subject to the previous pre-departure notification and coordination process before departure.
|
|
(8)
|
The completion of the pre-departure notification and coordination process, including confirmation from the receiving unit, shall be passed on to the transferring unit.
|
|
(9)
|
Failure of the pre-departure notification and coordination process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the controller working position responsible for the notification/coordination of the flight within the transferring unit.
|
|
(10)
|
The pre-departure notification and coordination information shall be made available at the appropriate controller working position within the notified unit.
|
|
|
(b)
|
Change of frequency
|
(1)
|
The information subject to the change-of-frequency process shall include the aircraft identification and any of the following, if available:
|
(ii)
|
cleared flight level;
|
|
(iii)
|
assigned heading/track or direct clearance;
|
|
(v)
|
assigned rate of climb/descent.
|
|
|
(2)
|
If bilaterally agreed, change of frequency data shall contain the following:
|
(i)
|
current track position;
|
|
(ii)
|
instructed frequency.
|
|
|
(3)
|
The change-of-frequency process shall be manually initiated by the transferring controller.
|
|
(4)
|
The completion of the change-of-frequency process, including confirmation from the accepting unit, shall be passed on to the transferring ATC unit.
|
|
(5)
|
Failure of the change-of-frequency process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the transferring ATC unit.
|
|
(6)
|
The change-of-frequency information shall be made available to the accepting controller without delay.
|
|
|
(c)
|
Manual assumption of communications
|
(1)
|
The information subject to the manual-assumption-of-communications process shall include as a minimum the aircraft identification.
|
|
(2)
|
The manual-assumption-of-communications process shall be initiated by the accepting unit when communication is established.
|
|
(3)
|
The completion of the manual-assumption-of-communications process, including confirmation from the transferring unit, shall be passed on to the accepting ATC unit.
|
|
(4)
|
Failure of the manual-assumption-of-communications process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the accepting ATC unit.
|
|
(5)
|
The manual-assumption-of-communications information shall be presented immediately to the controller within the transferring unit.
|
|
|
(d)
|
Crossing intention notification
|
(1)
|
The information subject to the crossing-intention-notification process shall include as a minimum:
|
(i)
|
aircraft identification;
|
|
(iii)
|
number and type of aircraft;
|
|
(iv)
|
identifier of sector in charge;
|
|
(v)
|
crossing route including estimated times and flight levels for each point on the route.
|
|
|
(2)
|
The crossing-intention-notification process shall be initiated manually by the controller, or automatically as described in the letters of agreement.
|
|
(3)
|
The completion of the crossing-intention-notification process, including confirmation from the notified unit, shall be passed on to the notifying unit.
|
|
(4)
|
Failure of the crossing-intention-notification process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning within the notifying unit.
|
|
(5)
|
The crossing-intention-notification information shall be made available to the appropriate controller working position within the notified unit.
|
|
|
(e)
|
Crossing clearance request
|
(1)
|
The information subject to the crossing-clearance-request process shall include as a minimum:
|
(i)
|
aircraft identification;
|
|
(iii)
|
number and type of aircraft;
|
|
(iv)
|
identifier of sector in charge;
|
|
(v)
|
crossing route including estimated times and flight levels for each point on the route.
|
|
|
(2)
|
If bilaterally agreed, a crossing clearance request shall contain the equipment capability and status.
|
|
(3)
|
The content of the “equipment capability and status” information shall include the RVSM capability as a minimum, and may contain other items as bilaterally agreed.
|
|
(4)
|
The crossing clearance request shall be initiated at the controller’s discretion, in accordance with the conditions specified in the letters of agreement.
|
|
(5)
|
The completion of the crossing-clearance-request process, including confirmation from the unit receiving the request, shall be provided to the requesting unit.
|
|
(6)
|
Failure of the crossing-clearance-request process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the requesting unit.
|
|
(7)
|
The crossing-clearance-request information shall be made available to the appropriate controller working position within the unit receiving the request.
|
|
(8)
|
A crossing-clearance-request process shall be replied to by any of the following:
|
(i)
|
the acceptance of the proposed route/airspace crossing details;
|
|
(ii)
|
a counter-proposal including different route/airspace crossing details as specified in Section 6 below;
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(iii)
|
the rejection of the proposed route/airspace crossing details.
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|
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(9)
|
If an operational reply is not received within a bilaterally agreed interval, a warning shall be issued at the appropriate controller working position within the requesting unit.
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|
|
(f)
|
Crossing counter-proposal
|
(1)
|
The crossing-counter-proposal process shall ensure association with the flight previously subject to coordination.
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|
(2)
|
The information subject to the crossing-counter-proposal process shall include as a minimum:
|
(i)
|
aircraft identification;
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|
(ii)
|
crossing route including estimated times and flight levels for each point on the route.
|
|
|
(3)
|
The counter-proposal shall include a proposed new flight level and/or route.
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|
(4)
|
The completion of the crossing-counter-proposal process, including confirmation from the original requesting unit, shall be passed on to the counter-proposing unit.
|
|
(5)
|
Failure of the crossing-counter-proposal process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate controller working position within the counter-proposing unit.
|
|
(6)
|
The crossing-counter-proposal information shall be made available to the appropriate controller working position within the original requesting unit.
|
|
(7)
|
The confirmation of the successful processing of the crossing-counter-proposal information by the original requesting unit shall be followed by an operational reply from the original requesting unit.
|
|
(8)
|
The operational reply to a crossing counter-proposal shall be acceptance or rejection, as appropriate.
|
|
(9)
|
If an operational reply is not received within a bilaterally agreed interval, a warning shall be issued at the appropriate controller working position within the counter-proposing unit.
|
|
|
(g)
|
Crossing cancellation
|
(1)
|
The crossing-cancellation process shall ensure association with the previous notification or coordination process that is cancelled.
|
|
(2)
|
A crossing-cancellation process shall be initiated by the unit responsible for the flight when one of the following occurs:
|
(i)
|
the flight previously notified by the basic-flight-data process will now not enter the airspace of the notified unit or is no longer of interest to the notified unit;
|
|
(ii)
|
the crossing will not be executed on the route expressed in the crossing-intention-notification information;
|
|
(iii)
|
the crossing will not be executed according to the conditions under negotiation or according to the conditions agreed after an airspace crossing dialogue.
|
|
|
(3)
|
A crossing-cancellation process shall be triggered automatically or manually by a controller input in accordance with the letters of agreement.
|
|
(4)
|
The completion of the crossing-cancellation process, including confirmation from the notified/requested unit, shall be passed on to the cancelling unit.
|
|
(5)
|
Failure of the crossing-cancellation process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in a warning at the appropriate working position within the cancelling unit.
|
|
(6)
|
The crossing-cancellation information shall be made available to the appropriate controller working position within the notified/requested unit.
|
|
|
|
C.
|
Between units that provide area control services required to operate the data link services as referred to in point AUR.COM.2005(1)(a) of Implementing Regulation (EU) 2023/1770, or when so agreed with or between other units, the following processes shall be supported by automation:
|
(a)
|
Logon forward
|
(1)
|
The information subject to the logon-forward process shall include as a minimum:
|
(i)
|
aircraft identification;
|
|
(ii)
|
departure aerodrome;
|
|
(iii)
|
destination aerodrome;
|
|
|
(2)
|
One logon-forward process shall be performed for each data link logged-on flight planned to cross boundaries.
|
|
(3)
|
The logon-forward process shall be initiated at or as soon as possible after the earlier of the times determined, in accordance with the letters of agreement, from the following:
|
(i)
|
a parameter number of minutes before the estimated time at the coordination point;
|
|
(ii)
|
the time at which the flight is at a bilaterally agreed distance from the coordination point.
|
|
|
(4)
|
The eligibility criteria for the logon-forward process shall be in accordance with the letters of agreement.
|
|
(5)
|
The logon-forward information shall be included with the corresponding flight information in the receiving unit.
|
|
(6)
|
The logged-on status of the flight may be displayed at the appropriate controller working position within the receiving unit.
|
|
(7)
|
The completion of the logon-forward process, including confirmation from the receiving unit, shall be passed on to the transferring unit.
|
|
(8)
|
Failure of the logon-forward process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in the initiation of an air–ground data link contact request to the aircraft.
|
|
|
(b)
|
Next authority notified
|
(1)
|
The information subject to the next-authority-notified process shall include as a minimum:
|
(i)
|
aircraft identification;
|
|
(ii)
|
departure aerodrome;
|
|
(iii)
|
destination aerodrome.
|
|
|
(2)
|
One next-authority-notified process shall be performed for each eligible flight crossing boundaries.
|
|
(3)
|
The next-authority-notified process shall be initiated after the next data authority request with the aircraft has been acknowledged by the airborne system.
|
|
(4)
|
Following the successful processing of the next-authority-notified information, the receiving unit shall initiate a controller–pilot data link communication (CPDLC) start request with the aircraft.
|
|
(5)
|
If the next-authority-notified information has not been received in accordance with a bilaterally agreed parameter time, local procedures shall be applied by the receiving unit for the initiation of data link communications with the aircraft.
|
|
(6)
|
The completion of the next-authority-notified process, including confirmation from the receiving unit, shall be passed on to the transferring unit.
|
|
(7)
|
Failure of the next-authority-notified-process to confirm completion, in accordance with the applicable quality-of-service requirements, shall result in the initiation of local procedures within the transferring unit.
|
|
|
; |
|