EASA

Easy Access Rules for ATM-ANS
(Regulation (EU) 2017/373)
Published June 20181
Copyright notice
© European Union, 1998-2017
Except where otherwise stated, reuse of the EUR-Lex data for commercial or non-commercial purposes is authorised
provided the source is acknowledged ('© European Union, http://eur-lex.europa.eu/, 1998-2017') 2.
1 The published date represents the date when the consolidated version of the document was generated.
2 Euro-Lex, Important Legal Notice: http://eur-lex.europa.eu/content/legal-notice/legal-notice.html.
Powered by EASA eRules Page 2 of 514| Jun 2018

Easy Access Rules for ATM-ANS Disclaimer
DISCLAIMER
This version is issued by the European Aviation Safety Agency (EASA) in order to provide its
stakeholders with an updated and easy-to-read publication. It has been prepared by putting together
the officially published regulations with the related acceptable means of compliance and guidance
material (including the amendments) adopted so far. However, this is not an official publication and
EASA accepts no liability for damage of any kind resulting from the risks inherent in the use of this
document.

Easy Access Rules for ATM-ANS List of revisions
LIST OF REVISIONS
Published Reason of revision
November 2017 First Easy Access Rules document powered by eRules
December 2017 To incorporate a missing table in GM1 ATM/ANS.OR.A.001 Scope
February 2018 To correct a minor editiorial mistake
June 2018 To correct an editorial error in GM1 to AMC2 ATS.OR.205(a)(2), paragraph (a)(4)
and to correct the applicability dates for the Implementing Rules (IRs)

Easy Access Rules for ATM-ANS Note from the editor
NOTE FROM THE EDITOR
The content of this document is arranged as follows: the cover regulation (recitals and articles) with
the implementing rule (IR) points appear first, followed by the related acceptable means of
compliance (AMC) and guidance material (GM) paragraph(s).
All elements (i.e. cover regulation, IRs, AMC, and GM) are colour-coded and can be identified
according to the illustration below. The Commission regulation or EASA Executive Director (ED)
decision through which the point or paragraph was introduced or last amended is indicated below the
point or paragraph title(s) in italics.
Cover regulation article

Commission regulation
Implementing rule
Commission regulation
Acceptable means of compliance

ED decision
Guidance material
ED decision
This document will be updated regularly to incorporate further amendments.

The format of this document has been adjusted to make it user-friendly and for reference purposes.
Any comments should be sent to erules@easa.europa.eu.

Easy Access Rules for ATM-ANS Incorporated amendments
INCORPORATED AMENDMENTS
IMPLEMENTING RULES (IRS) (COMMISSION REGULATIONS)
Incorporated Regulation
Affected Part Applicability date1, 2
Commission Regulation amendment
Regulation (EU) 2017/373 Annex I (Part-DEFINITIONS) N/A 2/1/2020, except for
the Agency and the
DAT providers
Annex II (Part-ATM/ANS.AR) 2/1/2020, except for
the Agency
Annex III (Part-ATM/ANS.OR) 2/1/2020, except for
the DAT providers
Annex IV (Part-ATS) 2/1/2020
Annex V (Part-MET) 2/1/2020
Annex VI (Part-AIS) 2/1/2020
Annex VII (Part-DAT) 1/1/2019 or
28/3/2017
Annex VIII (Part-CNS) 2/1/2020
Annex IX (Part-ATFM) 2/1/2020
Annex X (Part-ASM) 2/1/2020
Annex XI (Part-ASD) N/A
Annex XII (Part-NM) 2/1/2020
Annex XIII (Part-PERS) 2/1/2020, except for
the DAT providers
1 This is the date of application (i.e. the date from which an act or a provision in an act produces its full legal effects) as defined in the
relevant cover regulation article. Some provisions of the regulations though may be applicable at a later date (deferred applicability).
Besides, there may be some opt-outs (derogations from certain provisions) notified by the Member States.
2 Regulation (EU) 2017/373 shall apply from 2 January 2020. However:
- in respect of the Agency, Article 4(1), (2), (5), (6) and (8) and Article 5 shall apply from the date of entry into force of this Regulation;
- in respect of data services providers, Article 6 shall apply in any case from 1 January 2019 and, where such a provider applies for and
is granted a certificate in accordance with Article 6, from the date of entry into force of this Regulation.

Easy Access Rules for ATM-ANS Incorporated amendments
AMC/GM TO IRS (ED DECISIONS)

Incorporated ED AMC/GM Issue No, Applicability
Affected AMC/GM
Decision Amendment No date
ED Decision 2017/001/R GM to Definitions of terms used in Initial issue 2/1/2020,
Annexes II to XIII to Commission except for DAT
Implementing Regulation (EU) 2017/373 providers
AMC and GM to Part-ATM/ANS.AR 2/1/2020,
(Annex II to ED Decision 2017/001/R) except for the
Agency
AMC and GM to Part-ATM/ANS.OR 2/1/2020,
(Annex III to ED Decision 2017/001/R) except for DAT
providers
AMC and GM to Part-ATS (Annex IV to
2/1/2020
ED Decision 2017/001/R)
AMC and GM to Part-MET (Annex V to
2/1/2020
AMC and GM to Part-AIS (Annex VI to
2/1/2020
AMC and GM to Part-DAT (Annex VII to 1/1/2019 or
ED Decision 2017/001/R) 28/3/2017
AMC and GM to Part-CNS (Annex VIII to
2/1/2020
AMC and GM to Part-ATFM (Annex IX to
2/1/2020
AMC and GM to Part-ASM (Annex X to
2/1/2020
AMC and GM to Part-ASD (Annex XI to
N/A
AMC and GM to Part-NM (Annex XII to
2/1/2020
AMC and GM to Part-PERS (Annex XIII to 2/1/2020,
ED Decision 2017/001/R) except for DAT
providers
AMC and GM to Regulation (EU) 2/1/2020,
2017/373 (Annex XIV to ED Decision except for DAT
2017/001/R) providers
Note: To access the official versions, please click on the hyperlinks provided above.

Easy Access Rules for ATM-ANS Table of contents
TABLE OF CONTENTS
Disclaimer ...................................................................................... 3
List of revisions .............................................................................. 4
Note from the editor ...................................................................... 5
Incorporated amendments ............................................................. 6
Table of contents ........................................................................... 8
Cover Regulation.......................................................................... 24
Article 1 Subject matter .................................................................................................... 28
GM1 Article 1 ‘Subject matter’ .............................................................................................. 28
Article 2 Definitions .......................................................................................................... 28

GM1 Article 2 ‘Definitions’ ..................................................................................................... 29
Article 3 Provision of ATM/ANS and ATM network functions ............................................. 29

Article 4 Competent authority for certification, oversight and enforcement ....................... 30
GM1 Article 4(5) ‘Competent authority for certification, oversight and enforcement’ ......... 31
GM2 Article 4(5) ‘Competent authority for certification, oversight and enforcement’ ......... 31
AMC1 Article 4(8) ‘Competent authority for certification, oversight and enforcement’ ....... 31
Article 5 Powers of the competent authority referred to in Article 4 .................................. 32

AMC1 Article 5 ‘Powers of the competent authority referred to in Article 4’ ....................... 32
Article 6 Service providers ................................................................................................ 33

GM1 Article 6 ‘Service providers’ ........................................................................................... 33
Article 7 Declaration by providers of flight information services ........................................ 34

Article 8 Existing certificates ............................................................................................. 34
Article 9 Repeal and amendment ...................................................................................... 34
Article 10 Entry into force ................................................................................................. 34
GM1 Article 10 ‘Entry into force’ ........................................................................................... 35
ANNEX I — Part-DEFINITIONS ....................................................... 36

DEFINITIONS OF TERMS USED IN ANNEXES II TO XIII (PART-DEFINITIONS) .......................... 36
GM1 9. Aeronautical data ...................................................................................................... 43
GM1 20. Air traffic safety electronics personnel (ATSEP) ...................................................... 43
GM2 20. Air traffic safety electronics personnel (ATSEP) ...................................................... 44
GM1 32. Authoritative source ................................................................................................ 44
GM1 42. Data quality requirements (DQRs) .......................................................................... 44
GM1 74. Obstacle................................................................................................................... 45
GM1 101. Terrain ................................................................................................................... 45

ANNEX II — Part-ATM/ANS.AR ..................................................... 46

SUBPART A — GENERAL REQUIREMENTS .......................................................................... 46
ATM/ANS.AR.A.001 Scope ..................................................................................... 46
ATM/ANS.AR.A.005 Certification, oversight and enforcement tasks .................... 46
AMC1 ATM/ANS.AR.A.005(b) Certification, oversight and enforcement tasks...................... 47
GM1 ATM/ANS.AR.A.005(b) Certification, oversight and enforcement tasks ....................... 47
GM2 ATM/ANS.AR.A.005(b) Certification, oversight and enforcement tasks ....................... 47
GM1 ATM/ANS.AR.A.005(c) Certification, oversight and enforcement tasks ........................ 47
ATM/ANS.AR.A.010 Certification, oversight and enforcement documentation ... 48
ATM/ANS.AR.A.015 Means of compliance ............................................................ 48
GM1 ATM/ANS.AR.A.015 Means of compliance .................................................................... 49
AMC1 ATM/ANS.AR.A.015(d)(3) Means of compliance ......................................................... 49
ATM/ANS.AR.A.020 Information to the Agency .................................................... 49
GM1 ATM/ANS.AR.A.020(b) Information to the Agency ....................................................... 50
ATM/ANS.AR.A.025 Immediate reaction to safety problem ................................. 51
ATM/ANS.AR.A.030 Safety directives .................................................................... 52
GM1 ATM/ANS.AR.A.030 Safety directives ............................................................................ 52
GM2 ATM/ANS.AR.A.030(b) Safety directives ....................................................................... 53
GM3 ATM/ANS.AR.A.030(c) Safety directives ........................................................................ 54
SUBPART B — MANAGEMENT (ATM/ANS.AR.B) ................................................................ 55

ATM/ANS.AR.B.001 Management system ............................................................. 55
AMC1 ATM/ANS.AR.B.001(a)(2) Management system .......................................................... 55
GM1 ATM/ANS.AR.B.001(a)(2) Management system ............................................................ 57
ATM/ANS.AR.B.005 Allocation of tasks to qualified entities ................................. 59
AMC1 ATM/ANS.AR.B.005 Allocation of tasks to qualified entities ....................................... 59
GM1 ATM/ANS.AR.B.005 Allocation of tasks to qualified entities ......................................... 60
ATM/ANS.AR.B.010 Changes in the management system .................................... 60
ATM/ANS.AR.B.015 Record-keeping ...................................................................... 60
AMC1 ATM/ANS.AR.B.015(a)(2) Record-keeping................................................................... 61
AMC1 ATM/ANS.AR.B.015(a)(8) Record-keeping................................................................... 61
SUBPART C — OVERSIGHT, CERTIFICATION AND ENFORCEMENT (ATM/ANS.AR.C) ............. 62

ATM/ANS.AR.C.001 Monitoring of safety performance ........................................ 62
ATM/ANS.AR.C.005 Certification, declaration, and verification of service providers'
compliance with the requirements ........................................................................ 62
ATM/ANS.AR.C.010 Oversight................................................................................ 63
GM1 ATM/ANS.AR.C.010 Oversight ....................................................................................... 63
AMC1 ATM/ANS.AR.C.010(a) Oversight ................................................................................. 64
GM1 ATM/ANS.AR.C.010(b)(1) Oversight .............................................................................. 64
ATM/ANS.AR.C.015 Oversight programme............................................................ 64
AMC1 ATM/ANS.AR.C.015 Oversight programme ................................................................. 65
AMC1 ATM/ANS.AR.C.015(a) Oversight programme ............................................................. 66
AMC1 ATM/ANS.AR.C.015(a)(1) Oversight programme ........................................................ 66
ATM/ANS.AR.C.020 Issue of certificates ................................................................ 66
GM1 ATM/ANS.AR.C.020 Issue of certificates ....................................................................... 67
GM2 ATM/ANS.AR.C.020 Issue of certificates ....................................................................... 67
ATM/ANS.AR.C.025 Changes.................................................................................. 68
AMC1 ATM/ANS.AR.C.025(b) Changes .................................................................................. 68
AMC2 ATM/ANS.AR.C.025(b) Changes .................................................................................. 69
GM1 ATM/ANS.AR.C.025(b) Changes .................................................................................... 69

GM2 ATM/ANS.AR.C.025(b) Changes .................................................................................... 69

AMC1 ATM/ANS.AR.C.025(c) Changes ................................................................................... 69
ATM/ANS.AR.C.030 Approval of change management procedures for functional
systems................................................................................................................... 70
GM1 ATM/ANS.AR.C.030 Approval of change management procedures for functional systems
............................................................................................................................................... 70
AMC1 ATM/ANS.AR.C.030(a) Approval of change management procedures for functional
systems .................................................................................................................................. 70
AMC1 ATM/ANS.AR.C.030(b) Approval of change management procedures for functional
systems .................................................................................................................................. 70
GM1 ATM/ANS.AR.C.030(b) Approval of change management procedures for functional
systems .................................................................................................................................. 71
ATM/ANS.AR.C.035 Decision to review a notified change to the functional system
................................................................................................................................ 71
AMC1 ATM/ANS.AR.C.035(a) Decision to review a notified change to the functional system
............................................................................................................................................... 72
GM1 ATM/ANS.AR.C.035(c) Decision to review a notified change to the functional system 72
ATM/ANS.AR.C.040 Review of a notified change to the functional system .......... 74
ATM/ANS.AR.C.045 Declarations of flight information services providers ........... 74
ATM/ANS.AR.C.050 Findings, corrective actions, and enforcement measures..... 74
GM1 ATM/ANS.AR.C.050 Findings, corrective actions, and enforcement measures ............. 76
GM2 ATM/ANS.AR.C.050 Findings, corrective actions, and enforcement measures ............. 76
AMC1 ATM/ANS.AR.C.050(e) Findings, corrective actions, and enforcement measures ...... 76
GM1 ATM/ANS.AR.C.050(e) Findings, corrective actions, and enforcement measures ........ 77
GM1 ATM/ANS.AR.C.050(f) Findings, corrective actions, and enforcement measures ......... 77
APPENDICES TO ANNEX II ................................................................................................. 78

Appendix 1 — EASA Form 157 ............................................................................... 78
ANNEX III — Part-ATM/ANS.OR.................................................... 82

SUBPART A — GENERAL REQUIREMENTS (ATM/ANS.OR.A) ............................................... 82
ATM/ANS.OR.A.001 Scope ..................................................................................... 82
GM1 ATM/ANS.OR.A.001 Scope ............................................................................................ 82
ATM/ANS.OR.A.005 Application for a service provider certificate ........................ 86
AMC1 ATM/ANS.OR.A.005 Application for a service provider certificate .............................. 86
GM1 to AMC1 ATM/ANS.OR.A.005 Application for a service provider certificate ..................... 87
GM2 to AMC1 ATM/ANS.OR.A.005 Application for a service provider certificate ..................... 87
ATM/ANS.OR.A.010 Application for a limited certificate ...................................... 88
GM1 ATM/ANS.OR.A.010 Application for a limited certificate .............................................. 89
ATM/ANS.OR.A.015 Declaration by flight information services providers ............ 89
GM1 ATM/ANS.OR.A.015(b)(1) Declaration by flight information services providers ........... 91
ATM/ANS.OR.A.020 Means of compliance ............................................................ 92
ATM/ANS.OR.A.025 Continued validity of a certificate ......................................... 92
ATM/ANS.OR.A.030 Continued validity of a declaration of a flight information
services provider .................................................................................................... 92
ATM/ANS.OR.A.035 Demonstration of compliance .............................................. 92
AMC1 ATM/ANS.OR.A.035 Demonstration of compliance .................................................... 93
GM1 ATM/ANS.OR.A.035 Demonstration of compliance ...................................................... 93
ATM/ANS.OR.A.040 Changes — general ............................................................... 93
AMC1 ATM/ANS.OR.A.040 Changes — general ..................................................................... 93
AMC1 ATM/ANS.OR.A.040(b) Changes — general ................................................................ 93
AMC2 ATM/ANS.OR.A.040(b) Changes — general ................................................................ 94
GM1 ATM/ANS.OR.A.040(b) Changes — general .................................................................. 94
ATM/ANS.OR.A.045 Changes to a functional system ............................................ 94
AMC1 ATM/ANS.OR.A.045(a) Changes to a functional system .............................................. 95
GM1 ATM/ANS.OR.A.045(a) Changes to a functional system ................................................ 95

AMC1 ATM/ANS.OR.A.045(a)(3) Changes to a functional system ......................................... 97

GM1 ATM/ANS.OR.A.045(a)(3) Changes to a functional system ........................................... 97
AMC1 ATM/ANS.OR.A.045(b) Changes to a functional system ............................................. 97
AMC1 ATM/ANS.OR.A.045(c); (d) Changes to a functional system ....................................... 98
GM1 ATM/ANS.OR.A.045(c); (d) Changes to a functional system ......................................... 98
AMC1 ATM/ANS.OR.A.045(e) Changes to the functional system .......................................... 98
GM1 ATM/ANS.OR.A.045(e) Changes to the functional system ............................................ 99
GM2 ATM/ANS.OR.A.045(e) Changes to the functional system ............................................ 99
GM3 ATM/ANS.OR.A.045(e) Changes to the functional system .......................................... 100
GM4 ATM/ANS.OR.A.045(e) Changes to a functional system.............................................. 101
GM1 ATM/ANS.OR.A.045(e)(2) Changes to a functional system ......................................... 101
GM1 ATM/ANS.OR.A.045(f) Changes to a functional system .............................................. 101
ATM/ANS.OR.A.050 Facilitation and cooperation ............................................... 102
ATM/ANS.OR.A.055 Findings and corrective actions........................................... 102
GM1 ATM/ANS.OR.A.055 Findings and corrective actions .................................................. 102
AMC1 ATM/ANS.OR.A.055(b) Findings and corrective actions ............................................ 102
AMC1 ATM/ANS.OR.A.055(c) Findings and corrective actions ............................................ 102
ATM/ANS.OR.A.060 Immediate reaction to a safety problem ............................ 102
ATM/ANS.OR.A.065 Occurrence reporting .......................................................... 103
AMC1 ATM/ANS.OR.A.065 Occurrence reporting................................................................ 103
GM1 ATM/ANS.OR.A.065 Occurrence reporting ................................................................. 104
AMC1 ATM/ANS.OR.A.065(a) Occurrence reporting ........................................................... 104
GM1 ATM/ANS.OR.A.065(b) Occurrence reporting ............................................................. 104
ATM/ANS.OR.A.070 Contingency plans ............................................................... 105
GM1 ATM/ANS.OR.A.070 Contingency plans ...................................................................... 105
ATM/ANS.OR.A.075 Open and transparent provision of services ....................... 105
AMC1 ATM/ANS.OR.A.075(a) Open and transparent provision of services......................... 105
SUBPART B — MANAGEMENT (ATM/ANS.OR.B) .............................................................. 106

ATM/ANS.OR.B.001 Technical and operational competence and capability ...... 106
GM1 ATM/ANS.OR.B.001 Technical and operational competence and capability .............. 106
ATM/ANS.OR.B.005 Management system ........................................................... 106
GM1 ATM/ANS.OR.B.005 Management system .................................................................. 107
GM2 ATM/ANS.OR.B.005 Management system .................................................................. 108
AMC1 ATM/ANS.OR.B.005(a) Management system ............................................................ 108
GM1 to AMC1 ATM/ANS.OR.B.005(a) Management system ................................................... 109
GM1 ATM/ANS.OR.B.005(a)(1) Management system ......................................................... 110
AMC1 ATM/ANS.OR.B.005(a)(2) Management system........................................................ 111
GM1 to AMC2 ATM/ANS.OR.B.005(a)(3) Management system ............................................... 113
AMC1 ATM/ANS.OR.B.005(b) Management system ............................................................ 119
GM1 ATM/ANS.OR.B.005(b) Management system .............................................................. 119
AMC1 ATM/ANS.OR.B.005(c) Management system ............................................................ 119
GM1 ATM/ANS.OR.B.005(c) Management system .............................................................. 121

AMC1 ATM/ANS.OR.B.005(d) Management system ............................................................ 122

AMC1 ATM/ANS.OR.B.005(e) Management system ............................................................ 122
GM1 ATM/ANS.OR.B.005(e) Management system .............................................................. 122
GM1 ATM/ANS.OR.B.005(f) Management system............................................................... 123
GM2 ATM/ANS.OR.B.005(f) Management system............................................................... 123
ATM/ANS.OR.B.010 Change management procedures ....................................... 123
AMC1 ATM/ANS.OR.B.010(a) Change management procedures ........................................ 124
GM1 to AMC1 ATM/ANS.OR.B.010(a) Change management procedures ................................ 125
AMC2 ATM/ANS.OR.B.010(a) Change management procedures ........................................ 125
GM1 ATM/ANS.OR.B.010(a) Change management procedures .......................................... 126
ATM/ANS.OR.B.015 Contracted activities ........................................................... 127
AMC1 ATM/ANS.OR.B.015 Contracted activities ................................................................. 127
GM1 to AMC1 ATM/ANS.OR.B.015 Contracted activities ........................................................ 127
GM1 ATM/ANS.OR.B.015 Contracted activities ................................................................... 128
ATM/ANS.OR.B.020 Personnel requirements ...................................................... 129
GM1 ATM/ANS.OR.B.020(a) Personnel requirements ......................................................... 130
AMC1 ATM/ANS.OR.B.020(b) Personnel requirements ....................................................... 130
GM1 ATM/ANS.OR.B.020(b) Personnel requirements ......................................................... 130
ATM/ANS.OR.B.025 Facilities requirements ........................................................ 130
ATM/ANS.OR.B.030 Record-keeping ................................................................... 131
AMC1 ATM/ANS.OR.B.030 Record-keeping ......................................................................... 131
GM1 ATM/ANS.OR.B.030 Record-keeping ........................................................................... 131
AMC1 ATM/ANS.OR.B.030(b) Record-keeping .................................................................... 131
ATM/ANS.OR.B.035 Operations manuals ............................................................ 132
SUBPART C — SPECIFIC ORGANISATION REQUIREMENTS FOR SERVICE PROVIDERS OTHER
THAN ATS PROVIDERS (ATM/ANS.OR.C).......................................................................... 133
ATM/ANS.OR.C.001 Scope ................................................................................... 133
ATM/ANS.OR.C.005 Safety support assessment and assurance of changes to the
functional system ................................................................................................. 133
GM1 ATM/ANS.OR.C.005(a)(1) Safety support assessment and assurance of changes to the
functional system ................................................................................................................. 134
AMC1 ATM/ANS.OR.C.005(a)(2) Safety support assessment and assurance of changes to the
GM1 to AMC2 ATM/ANS.OR.C.005(a)(2) Safety support assessment and assurance of changes to
the functional system .............................................................................................................. 137


AMC1 ATM/ANS.OR.C.005(b)(1) Safety support assessment and assurance of changes to the
GM1 ATM/ANS.OR.C.005(b)(1) Safety support assessment and assurance of changes to the
AMC1 ATM/ANS.OR.C.005(b)(2) Safety support assessment and assurance of changes to the
SUBPART D — SPECIFIC ORGANISATIONAL REQUIREMENTS FOR ANS AND ATFM PROVIDERS

AND THE NETWORK MANAGER (ATM/ANS.OR.D) ........................................................... 146
ATM/ANS.OR.D.001 Scope ................................................................................... 146
ATM/ANS.OR.D.005 Business, annual, and performance plans .......................... 146
ATM/ANS.OR.D.010 Security management ......................................................... 147
GM1 ATM/ANS.OR.D.010(d) Security management ............................................................ 148
ATM/ANS.OR.D.015 Financial strength — economic and financial capacity ....... 148
ATM/ANS.OR.D.020 Liability and insurance cover .............................................. 148
ATM/ANS.OR.D.025 Reporting requirements...................................................... 148
ANNEX IV — Part-ATS ................................................................ 150

SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF AIR
TRAFFIC SERVICES (ATS.OR) ............................................................................................ 150
SECTION 1 — GENERAL REQUIREMENTS ....................................................................... 150
ATS.OR.100 Ownership ........................................................................................ 150
ATS.OR.105 Open and transparent provision of service ...................................... 150
SECTION 2 — SAFETY OF SERVICES ................................................................................ 151
ATS.OR.200 Safety management system ............................................................. 151
AMC1 ATS.OR.200(1); (2); (3) Safety management system ................................................. 152
AMC1 ATS.OR.200(1)(i) Safety management system ........................................................... 152
GM1 ATS.OR.200(1)(i) Safety management system ............................................................. 153
AMC1 ATS.OR.200(1)(ii) Safety management system .......................................................... 153
GM1 ATS.OR.200(1)(ii) Safety management system ............................................................ 154
AMC1 ATS.OR.200(1)(ii);(iii) Safety management system .................................................... 154
AMC2 ATS.OR.200(1)(ii);(iii) Safety management system .................................................... 155
GM1 ATS.OR.200(1)(iii) Safety management system ........................................................... 156
AMC1 ATS.OR.200(1)(iv) Safety management system ......................................................... 156
GM1 ATS.OR.200(1)(iv) Safety management system ........................................................... 156
GM2 ATS.OR.200(1)(iv) Safety management system ........................................................... 157
AMC1 ATS.OR.200(1)(v) Safety management system .......................................................... 157
AMC2 ATS.OR.200(1)(v) Safety management system .......................................................... 157
GM1 ATS.OR.200(1)(v) Safety management system ............................................................ 158
AMC1 ATS.OR.200(3)(iii) Safety management system ......................................................... 160
AMC1 ATS.OR.200(4)(i) Safety management system ........................................................... 161

ATS.OR.205 Safety assessment and assurance of changes to the functional system

.............................................................................................................................. 162
GM1 ATS.OR.205(a)(1) Safety assessment and assurance of changes to the functional system
............................................................................................................................................. 163
............................................................................................................................................. 163
............................................................................................................................................. 164
............................................................................................................................................. 164
GM1 ATS.OR.205(a)(1)(iii) Safety assessment and assurance of changes to the functional
system .................................................................................................................................. 164
AMC1 ATS.OR.205(a)(2) Safety assessment and assurance of changes to the functional system
............................................................................................................................................. 165
AMC2 ATS.OR.205(a)(2) Safety assessment and assurance of changes to the functional system
............................................................................................................................................. 165
GM1 to AMC2 ATS.OR.205(a)(2) Safety assessment and assurance of changes to the functional
system...................................................................................................................................... 165
............................................................................................................................................. 168
............................................................................................................................................. 168
............................................................................................................................................. 169
GM1 ATS.OR.205(b) Safety assessment and assurance of changes to the functional system
............................................................................................................................................. 169
AMC1 ATS.OR.205(b)(1) Safety assessment and assurance of changes to the functional system
............................................................................................................................................. 170
............................................................................................................................................. 170
GM1 ATS.OR.205(b)(1) Safety assessment and assurance of changes to the functional system
............................................................................................................................................. 170
............................................................................................................................................. 172
............................................................................................................................................. 173
............................................................................................................................................. 173
............................................................................................................................................. 174
GM1 to AMC1 ATS.OR.205(b)(4) Safety assessment and assurance of changes to the functional
system...................................................................................................................................... 174
............................................................................................................................................. 180
............................................................................................................................................. 181
............................................................................................................................................. 182
............................................................................................................................................. 183
............................................................................................................................................. 183
............................................................................................................................................. 183
............................................................................................................................................. 184
GM1 ATS.OR.205(b)(5)(ii) Safety assessment and assurance of changes to the functional
system .................................................................................................................................. 184
............................................................................................................................................. 184

............................................................................................................................................. 184
ATS.OR.210 Safety criteria ................................................................................... 185
AMC1 ATS.OR.210(a) Safety criteria .................................................................................... 185
AMC2 ATS.OR.210(a) Safety criteria .................................................................................... 186
GM1 ATS.OR.210(a) Safety criteria ...................................................................................... 186
ATS.OR.215 Licensing and medical certification requirements for air traffic
controllers ............................................................................................................ 187
SECTION 3 — SPECIFIC HUMAN FACTORS REQUIREMENTS FOR AIR TRAFFIC CONTROL
SERVICE PROVIDERS ....................................................................................................... 188
ATS.OR.300 Scope ................................................................................................ 188
ATS.OR.305 Responsibilities of air traffic control service providers with regard to
the problematic use of psychoactive substances by air traffic controllers ......... 188
AMC1 ATS.OR.305(a) Responsibilities of air traffic control service providers with regard to the
problematic use of psychoactive substances by air traffic controllers ................................ 189
GM1 ATS.OR.305(a) Responsibilities of air traffic control service providers with regard to the
GM2 ATS.OR.305(a) Responsibilities of air traffic control service providers with regard to the
AMC1 ATS.OR.305(b) Responsibilities of air traffic control service providers with regard to the
GM1 ATS.OR.305(b) Responsibilities of air traffic control service providers with regard to the
ATS.OR.310 Stress ................................................................................................ 191
GM1 ATS.OR.310 Stress ....................................................................................................... 191
AMC1 ATS.OR.310(a) Stress ................................................................................................. 196
GM1 ATS.OR.310(a) Stress ................................................................................................... 197
GM1 ATS.OR.310(b) Stress ................................................................................................... 197
ATS.OR.315 Fatigue .............................................................................................. 197
GM1 ATS.OR.315 Fatigue ..................................................................................................... 198
AMC1 ATS.OR.315(a) Fatigue ............................................................................................... 198
GM1 to AMC1 ATS.OR.315(a) Fatigue...................................................................................... 198
GM2 to AMC1 ATS.OR.315(a) Fatigue...................................................................................... 199
GM3 to AMC1 ATS.OR.315(a) Fatigue .................................................................................. 199
GM1 ATS.OR.315(b) Fatigue ................................................................................................ 200
GM2 ATS.OR.315(b) Fatigue ................................................................................................ 200
ATS.OR.320 Air traffic controllers' rostering system(s) ....................................... 200
GM1 ATS.OR.320(a) Air traffic controllers’ rostering system(s) ........................................... 201
AMC1 ATS.OR.320(a)(6);(7) Air traffic controllers’ rostering system(s) ............................... 201
GM1 ATS.OR.320(b) Air traffic controllers’ rostering system(s) ........................................... 201
SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES

(ATS.TR) ......................................................................................................................... 202
ATS.TR.100 Working methods and operating procedures for providers of air traffic
services ................................................................................................................. 202
GM1 ATS.TR.100(b) Working methods and operating procedures for providers of air traffic
services ................................................................................................................................ 202
ANNEX V — Part-MET ................................................................ 204

SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF
METEOROLOGICAL SERVICES (MET.OR) ........................................................................... 204
MET.OR.100 Meteorological data and information............................................. 204
GM1 MET.OR.100 Meteorological data and information .................................................... 204

AMC1 MET.OR.100(a) Meteorological data and information .............................................. 204

GM1 MET.OR.100(a) Meteorological data and information ................................................ 205
MET.OR.105 Retention of meteorological information ....................................... 205
MET.OR.110 Meteorological information exchange requirements..................... 205
GM1 MET.OR.110 Meteorological information exchange requirements ............................ 205
GM2 MET.OR.110 Meteorological information exchange requirements ............................ 205
GM1 MET.OR.110(a) Meteorological information exchange requirements ........................ 206
MET.OR.115 Meteorological bulletins ................................................................. 206
MET.OR.120 Notification of discrepancies to the world area forecast centres
(WAFC) ................................................................................................................. 206
GM1 MET.OR.120 Notification of discrepancies to the world area forecast centres (WAFCs)
............................................................................................................................................. 206
SECTION 2 — SPECIFIC REQUIREMENTS......................................................................... 207

Chapter 1 — Requirements for aeronautical meteorological stations .......................... 207
MET.OR.200 Meteorological reports and other information .............................. 207
GM1 MET.OR.200(a) Meteorological reports and other information .................................. 207
AMC1 MET.OR.200(a)(1) Meteorological reports and other information ........................... 207
GM1 MET.OR.200(a)(2) Meteorological reports and other information ............................. 208
AMC1 MET.OR.200(c) Meteorological reports and other information ................................ 208
MET.OR.205 Reporting of meteorological elements ........................................... 209
MET.OR.210 Observing meteorological elements ............................................... 209
AMC1 MET.OR.210 Observing meteorological elements ..................................................... 210
AMC2 MET.OR.210 Observing meteorological elements ..................................................... 210
Chapter 2 — Requirements for aerodrome meteorological offices .............................. 211

MET.OR.215 Forecasts and other information .................................................... 211
AMC1 MET.OR.215(a) Forecasts and other information ...................................................... 211
GM1 MET.OR.215(a) Forecasts and other information ....................................................... 211
GM2 MET.OR.215(a) Forecasts and other information ....................................................... 212
AMC1 MET.OR.215(c) Forecasts and other information ...................................................... 212
GM1 MET.OR.215(c) Forecasts and other information ........................................................ 212
GM1 MET.OR.215(d) Forecasts and other information ....................................................... 212
AMC1 MET.OR.215(e) Forecasts and other information ..................................................... 213
AMC1 MET.OR.215(f) Forecasts and other information ...................................................... 213
AMC1 MET.OR.215(g) Forecasts and other information ...................................................... 214
MET.OR.220 Aerodrome forecasts ...................................................................... 214
GM1 MET.OR.220(a) Aerodrome forecasts ......................................................................... 214
MET.OR.225 Forecasts for landing ....................................................................... 214
GM1 MET.OR.225 Forecasts for landing .............................................................................. 214
GM1 MET.OR.225(a) Forecasts for landing .......................................................................... 215
GM1 MET.OR.225(b) Forecasts for landing .......................................................................... 215
MET.OR.230 Forecasts for take-off ...................................................................... 215
MET.OR.235 Aerodrome warnings and wind shear warnings and alerts ............ 215
GM1 MET.OR.235 Aerodrome warnings and wind shear warnings and alerts .................... 216
AMC1 MET.OR.235(b) Aerodrome warnings and wind shear warnings and alerts .............. 216
GM1 MET.OR.235(d) Aerodrome warnings and wind shear warnings and alerts ................ 216
GM2 MET.OR.235(d) Aerodrome warnings and wind shear warnings and alerts ................ 216
MET.OR.240 Information for use by operator or flight crew............................... 216
GM1 MET.OR.240(a)(1) Information for use by operator or flight crew .............................. 217
GM1 MET.OR.240(a)(4) Information for use by operator or flight crew .............................. 217
MET.OR.242 Information to be provided to air traffic services units .................. 217

Chapter 3 — Requirements for meteorological watch offices....................................... 219

MET.OR.245 Meteorological watch and other information ................................ 219
AMC1 MET.OR.245(a) Meteorological watch and other information .................................. 220
AMC1 MET.OR.245(f)(3) Meteorological watch and other information .............................. 220
MET.OR.250 SIGMET messages ........................................................................... 220
AMC1 MET.OR.250(a) SIGMET messages............................................................................. 220
AMC2 MET.OR.250(a) SIGMET messages............................................................................. 220
GM1 MET.OR.250(a) SIGMET messages .............................................................................. 221
AMC1 MET.OR.250(c) SIGMET messages ............................................................................. 221
MET.OR.255 AIRMET messages ........................................................................... 221
AMC1 MET.OR.255(a) AIRMET messages ............................................................................ 221
GM1 MET.OR.255(a) AIRMET messages .............................................................................. 221
MET.OR.260 Area forecasts for low-level flights ................................................. 222
Chapter 4 — Requirements for volcanic ash advisory centre (VAAC) ............................ 223
MET.OR.265 Volcanic ash advisory centre responsibilities ................................. 223
GM1 MET.OR.265(a) Volcanic ash advisory centres (VAACs) responsibilities ...................... 223
Chapter 5 — Requirements for tropical cyclone advisory centre (TCAC) ...................... 224
MET.OR.270 Tropical cyclone advisory centre responsibilities ........................... 224
Chapter 6 — Requirements for world area forecast centre (WAFC) ............................. 225
MET.OR.275 World area forecast centre responsibilities .................................... 225
SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF METEOROLOGICAL SERVICES
(MET.TR) ........................................................................................................................ 226
MET.TR.115 Meteorological bulletins .................................................................. 226
GM1 MET.TR.115(a) Meteorological bulletins ..................................................................... 226
GM1 MET.TR.115(a)(2) Meteorological bulletins................................................................. 227

Chapter 1 — Technical requirements for aeronautical meteorological stations ........... 228
MET.TR.200 Meteorological reports and other information ............................... 228
AMC1 MET.TR.200(a) Meteorological reports and other information ................................ 231
GM1 MET.TR.200(a) Meteorological reports and other information .................................. 236
GM1 MET.TR.200(a)(2) Meteorological reports and other information .............................. 237
AMC1 MET.TR.200(a)(4) Meteorological reports and other information ............................ 237
GM1 MET.TR.200(a)(4) Meteorological reports and other information .............................. 237
AMC1 MET.TR.200(a)(12) Meteorological reports and other information .......................... 237
GM1 to AMC1 MET.TR.200(a)(12) Meteorological reports and other information ................. 238
GM2 to AMC1 MET.TR.200(a)(12) Meteorological reports and other information ................. 238
GM1 MET.TR.200(b) & (c) Meteorological reports and other information .......................... 240
GM1 MET.TR.200(b) Meteorological reports and other information .................................. 240
GM1 MET.TR.200(c)(1) Meteorological reports and other information .............................. 241
AMC1 MET.TR.200(c)(2) Meteorological reports and other information ............................ 241
GM1 MET.TR.200(c)(2) Meteorological reports and other information .............................. 241
GM1 MET.TR.200(e)(5) Meteorological reports and other information .............................. 241
GM1 MET.TR.200(f) Meteorological reports and other information ................................... 241
MET.TR.205 Reporting of meteorological elements ............................................ 242
GM1 MET.TR.205(a)(3)(iii)(A) Reporting of meteorological elements ................................. 245
AMC1 MET.TR.205(b)(1) Reporting of meteorological elements ......................................... 245
AMC1 MET.TR.205(b)(3) Reporting of meteorological elements ......................................... 246

AMC1 MET.TR.205(c) Reporting of meteorological elements ............................................. 246

AMC1 MET.TR.205(c)(1) Reporting of meteorological elements ......................................... 246
AMC1 MET.TR.205(c)(3) Reporting of meteorological elements ......................................... 246
AMC1 MET.TR.205(c)(4)(iii) Reporting of meteorological elements .................................... 247
AMC1 MET.TR.205(d) Reporting of meteorological elements ............................................. 247
AMC1 MET.TR.205(d)(3) Reporting of meteorological elements ......................................... 249
AMC2 MET.TR.205(d)(3) Reporting of meteorological elements ......................................... 249
GM1 MET.TR.205(d)(3)(i) Reporting of meteorological elements ....................................... 250
AMC1 MET.TR.205(e)(1) Reporting of meteorological elements ......................................... 250
MET.TR.210 Observing meteorological elements ................................................ 251
AMC1 MET.TR.210 Observing meteorological elements ..................................................... 254
GM1 MET.TR.210 Observing meteorological elements ....................................................... 254
GM2 MET.TR.210 Observing meteorological elements ....................................................... 255
AMC1 MET.TR.210(a) Observing meteorological elements ................................................. 255
GM1 MET.TR.210(a) Observing meteorological elements ................................................... 255
AMC1 MET.TR.210(a)(1) Observing meteorological elements ............................................. 256
GM1 MET.TR.210(a)(1) Observing meteorological elements ............................................... 256
GM1 MET.TR.210(a)(3)(ii) Observing meteorological elements .......................................... 256
AMC1 MET.TR.210(b)(1) Observing meteorological elements ............................................ 257
GM1 MET.TR.210(b)(4) Observing meteorological elements .............................................. 257
AMC1 MET.TR.210(c) Observing meteorological elements ................................................. 258
GM1 MET.TR.210(c) Observing meteorological elements ................................................... 258
AMC1 MET.TR.210(c)(1) Observing meteorological elements ............................................. 258
AMC1 MET.TR.210(c)(2) Observing meteorological elements ............................................. 258
GM1 MET.TR.210(c)(2) Observing meteorological elements ............................................... 259
GM2 MET.TR.210(c)(2) Observing meteorological elements ............................................... 259
GM1 MET.TR.210(c)(4)(ii)(B) Observing meteorological elements ...................................... 259
AMC1 MET.TR.210(d)(1) Observing meteorological elements ............................................ 259
AMC1 MET.TR.210(d)(2) Observing meteorological elements ............................................ 260
AMC1 MET.TR.210(e) Observing meteorological elements ................................................. 260
AMC1 MET.TR.210(e)(2) Observing meteorological elements ............................................. 260
AMC1 MET.TR.210(f) Observing meteorological elements .................................................. 260
AMC1 MET.TR.210(g)(3) Observing meteorological elements ............................................. 260
Chapter 2 — Technical requirements for aerodrome meteorological offices ............... 261

MET.TR.215 Forecast and other information ...................................................... 261
AMC1 MET.TR.215(a) Forecasts and other information ...................................................... 262
GM1 to AMC3 MET.TR.215(a) Forecasts and other information ............................................. 263
GM1 MET.TR.215(b) Forecasts and other information ........................................................ 264
GM2 MET.TR.215(b) Forecasts and other information ........................................................ 264
AMC1 MET.TR.215(d)(5) Forecasts and other information .................................................. 264
AMC1 MET.TR.215(e) Forecasts and other information ...................................................... 265
AMC1 MET.TR.215(e)(1) & (2) Forecasts and other information ......................................... 265
GM1 MET.TR.215(e)(1) & (2) Forecasts and other information ........................................... 267
AMC2 MET.TR.215(e)(1) & (2) Forecasts and other information ......................................... 273
AMC1 MET.TR.215(f) Forecasts and other information ....................................................... 273
AMC2 MET.TR.215(f) Forecasts and other information ....................................................... 273
GM1 MET.TR.215(f) Forecasts and other information ......................................................... 274
GM1 MET.TR.215(g) Forecasts and other information ........................................................ 274
AMC1 MET.TR.215(i) Forecasts and other information ....................................................... 274


GM1 MET.TR.215(i) Forecasts and other information ......................................................... 275
MET.TR.220 Aerodrome forecasts ....................................................................... 276
GM1 MET.TR.220 Aerodrome forecasts .............................................................................. 279
GM1 MET.TR.220(a)(8) Aerodrome forecasts ...................................................................... 280
AMC1 MET.TR.220(b) Aerodrome forecasts ........................................................................ 280
GM1 MET.TR.220(b) Aerodrome forecasts .......................................................................... 281
GM2 MET.TR.220(b) Aerodrome forecasts .......................................................................... 281
AMC1 MET.TR.220(c) Aerodrome forecasts ........................................................................ 281
GM1 MET.TR.220(d) Aerodrome forecasts .......................................................................... 281
AMC1 MET.TR.220(f) Aerodrome forecasts ......................................................................... 282
GM1 MET.TR.220(f)(1) Aerodrome forecasts ...................................................................... 283
AMC1 MET.TR.220(g) Aerodrome forecasts ........................................................................ 283
GM1 MET.TR.220(g) Aerodrome forecasts .......................................................................... 284
MET.TR.225 Forecasts for landing ....................................................................... 284
AMC1 MET.TR.225(c)(1)(iii) Forecasts for landing ............................................................... 286
GM1 MET.TR.225(c)(2)(iii) Forecasts for landing ................................................................. 287
AMC1 MET.TR.225(c)(7)(ii) Forecasts for landing ................................................................ 287
GM1 MET.TR.225(c)(7)(ii) Forecasts for landing .................................................................. 288
AMC1 MET.TR.225(c)(7)(iii) Forecasts for landing ............................................................... 288
MET.TR.230 Forecasts for take-off....................................................................... 289
AMC1 MET.TR.230(a) Forecasts for take-off ........................................................................ 289
MET.TR.235 Aerodrome warnings and wind shear warnings and alerts ............. 289
AMC1 MET.TR.235 Aerodrome warnings and wind shear warnings and alerts ................... 289
GM1 MET.TR.235 Aerodrome warnings and wind shear warnings and alerts ..................... 291
AMC2 MET.TR.235(a) Aerodrome warnings and wind shear warnings and alerts ............... 292
AMC1 MET.TR.235(c) Aerodrome warnings and wind shear warnings and alerts ............... 292
GM1 MET.TR.235(c) Aerodrome warnings and wind shear warnings and alerts ................. 292
GM1 MET.TR.235(d) Aerodrome warnings and wind shear warnings and alerts ................ 293
Chapter 3 — Technical requirements for meteorological watch offices ....................... 294

MET.TR.250 SIGMET messages ............................................................................ 294
AMC1 MET.TR.250(a) SIGMET messages ............................................................................. 295
AMC2 MET.TR.250(a) SIGMET messages ............................................................................. 298
GM1 MET.TR.250(a) SIGMET messages ............................................................................... 298
AMC1 MET.TR.250(c) SIGMET messages ............................................................................. 300
AMC2 MET.TR.250(c) SIGMET messages ............................................................................. 300
AMC1 MET.TR.250(d) SIGMET messages ............................................................................. 301
GM1 MET.TR.250(d) SIGMET messages ............................................................................... 301
AMC1 MET.TR.250(f) SIGMET messages .............................................................................. 302
GM1 MET.TR.250(f)(1) SIGMET messages ........................................................................... 302
MET.TR.255 AIRMET messages ............................................................................ 302
GM1 MET.TR.255(a) AIRMET messages ............................................................................... 303
GM2 MET.TR.255(a) AIRMET messages ............................................................................... 303
GM1 MET.TR.255(b) AIRMET messages ............................................................................... 303
GM1 MET.TR.255(c) AIRMET messages ............................................................................... 303

AMC1 MET.TR.255(d) AIRMET messages ............................................................................. 303

MET.TR.260 Area forecasts for low-level flights .................................................. 304
AMC1 MET.TR.260 Area forecasts for low-level flights ........................................................ 304
Chapter 4 — Technical requirements for volcanic ash advisory centres (VAAC) ........... 305
MET.TR.265 Volcanic ash advisory centre responsibilities .................................. 305
GM1 MET.TR.265(a) Volcanic ash advisory centres (VAACs) responsibilities ...................... 306
GM1 MET.TR.265(b)(2) Volcanic ash advisory centres (VAACs) responsibilities .................. 306
Chapter 5 — Technical requirements for tropical cyclone advisory centres (TCAC) ..... 307
MET.TR.270 Tropical cyclone advisory centre responsibilities ............................ 307
AMC1 MET.TR.270(b) Tropical cyclone advisory centres (TCACs) responsibilities ............... 307
GM1 MET.TR.270(b) Tropical cyclone advisory centres (TCACs) responsibilities................. 308
GM2 MET.TR.270(b) Tropical cyclone advisory centres (TCACs) responsibilities ................. 308
Chapter 6 — Technical requirements for world area forecast centres (WAFCs) ........... 309
MET.TR.275 World area forecast centre responsibilities .................................... 309
AMC1 MET.TR.275(a) World area forecast centres (WAFCs) responsibilities ...................... 311
GM1 MET.TR.275(a) World area forecast centres (WAFCs) responsibilities ........................ 311
GM2 MET.TR.275(a) World area forecast centres (WAFCs) responsibilities ........................ 312
GM1 MET.TR.275(b)(3) World area forecast centres (WAFCs) responsibilities ................... 312
AMC1 MET.TR.275(d) World area forecast centres (WAFCs) responsibilities ...................... 312
APPENDICES TO ANNEX V ............................................................................................... 313

Appendix 1 ........................................................................................................... 313
ANNEX VI — Part-AIS ................................................................. 340

AERONAUTICAL INFORMATION SERVICES (AIS.OR) .......................................................... 340
AIS.OR.100 Technical and operational competence and capability .................... 340
SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF AERONAUTICAL
INFORMATION SERVICES (AIS.TR) ................................................................................... 341
AIS.TR.100 Working methods and operating procedures for the provision of
aeronautical information services ....................................................................... 341
Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-AIS Specific
requirements for providers of aeronautical information services ..................................... 342
ANNEX VII — Part-DAT ............................................................... 343

SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF DATA
SERVICES (DAT.OR) ......................................................................................................... 343
DAT.OR.100 Aeronautical data and information ................................................. 343
AMC1 DAT.OR.100 Aeronautical data and information ....................................................... 343
GM1 DAT.OR.100 Aeronautical data and information ......................................................... 344
AMC1 DAT.OR.100(a) Aeronautical data and information ................................................... 344
GM1 to AMC1 DAT.OR.100(a) Aeronautical data and information .......................................... 345
GM2 to AMC1 DAT.OR.100(a) Aeronautical data and information .......................................... 345
GM3 to AMC1 DAT.OR.100(a) Aeronautical data and information...................................... 345
GM1 DAT.OR.100(a) Aeronautical data and information .................................................... 345
GM1 DAT.OR.100(b) Aeronautical data and information .................................................... 346

DAT.OR.105 Technical and operational competence and capability ................... 346

GM1 DAT.OR.105(a)(1) Technical and operational competence and capability .................. 346
GM2 DAT.OR.105(a)(1) Technical and operational competence and capability .................. 347
AMC1 DAT.OR.105(a)(2) Technical and operational competence and capability ................ 347
AMC2 DAT.OR.105(a)(2) Technical and operational competence and capability ................ 348
GM1 DAT.OR.105(b) Technical and operational competence and capability ...................... 348
DAT.OR.110 Management system ....................................................................... 348
AMC1 DAT.OR.110 Management system ............................................................................ 349
AMC2 DAT.OR.110 Management system ............................................................................ 349
AMC1 DAT.OR.110(h) Management system ........................................................................ 349
DAT.OR.115 Record-keeping ................................................................................ 349
DAT.OR.200 Reporting requirements .................................................................. 350
GM1 DAT.OR.200 Reporting requirements .......................................................................... 350
GM1 DAT.OR.200(b) Reporting requirements ..................................................................... 351
SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF DATA SERVICES (DAT.TR) 352

DAT.TR.100 Working methods and operating procedures .................................. 352
AMC1 DAT.TR.100(a)(1) Working methods and operating procedures ............................... 352
GM1 DAT.TR.100(a)(2) Working methods and operating procedures ................................. 353
GM1 DAT.TR.100(b) Working methods and operating procedures ..................................... 353
AMC1 DAT.TR.100(b)(1) Working methods and operating procedures ............................... 353
GM1 DAT.TR.100(b)(2) Working methods and operating procedures ................................. 354
DAT.TR.105 Required interfaces .......................................................................... 355
AMC1 DAT.TR.105(a) Required interfaces ........................................................................... 355
AMC1 DAT.TR.105(b) Required interfaces ........................................................................... 355
AMC1 DAT.TR.105(c) Required interfaces............................................................................ 355
ANNEX VIII — Part-CNS .............................................................. 356

COMMUNICATION, NAVIGATION, OR SURVEILLANCE SERVICES (CNS.OR) ........................ 356
CNS.OR.100 Technical and operational competence and capability ................... 356
SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF COMMUNICATION,
NAVIGATION OR SURVEILLANCE SERVICES (CNS.TR) ........................................................ 357
CNS.TR.100 Working methods and operating procedures for providers of
communication, navigation or surveillance services ........................................... 357
Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-CNS Specific
requirements for providers of communication, navigation, or surveillance services ......... 358
ANNEX IX — Part-ATFM ............................................................. 359

TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC FLOW MANAGEMENT
(ATFM.TR) ...................................................................................................................... 359

ATFM.TR.100 Working methods and operating procedures for providers of air

traffic flow management...................................................................................... 359
Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-ATFM ....... 360
ANNEX X — Part-ASM ................................................................ 361

TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIRSPACE MANAGEMENT (ASM.TR) ...... 361
ASM.TR.100 Working methods and operating procedures for providers of airspace
management ........................................................................................................ 361
Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-ASM Specific
requirements for providers of airspace management ...................................................... 362
ANNEX XI — Part-ASD ................................................................ 363

Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-ASD Specific
requirements for providers of flight procedure design ..................................................... 364
ANNEX XII — Part-NM ................................................................ 365

TECHNICAL REQUIREMENTS FOR THE NETWORK MANAGER (NM.TR)............................... 365
NM.TR.100 Working methods and operating procedures for the Network Manager
.............................................................................................................................. 365
Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-NM Specific
requirements for the Network Manager .......................................................................... 366
ANNEX XIII — Part-PERS ............................................................. 367

SUBPART A —AIR TRAFFIC SAFETY ELECTRONIC PERSONNEL............................................ 367
ATSEP.OR.100 Scope ............................................................................................ 367
GM1 ATSEP.OR.100 Scope ................................................................................................... 367
ATSEP.OR.105 Training and competence assessment programme ..................... 367
GM1 ATSEP.OR.105 Training and competence assessment programme ............................. 368
GM2 ATSEP.OR.105 Training and competence assessment programme ............................. 368
ATSEP.OR.110 Record-keeping ............................................................................ 369
ATSEP.OR.115 Language proficiency.................................................................... 369
AMC1 ATSEP.OR.115 Language proficiency ......................................................................... 369
SECTION 2 — TRAINING REQUIREMENTS ...................................................................... 370

ATSEP.OR.200 Training requirements — General................................................ 370
GM1 ATSEP.OR.200 Training requirements — General ....................................................... 370
GM2 ATSEP.OR.200 Training requirements — General ....................................................... 371
GM1 ATSEP.OR.200(a) Training requirements — General ................................................... 372
ATSEP.OR.205 Basic training ................................................................................ 372
GM1 ATSEP.OR.205 Basic training ....................................................................................... 372
AMC1 ATSEP.OR.205(a) Basic training ................................................................................. 373
AMC1 ATSEP.OR.205(a)(1) Basic training ............................................................................. 373
AMC1 ATSEP.OR.205(a)(2) Basic training ............................................................................. 373
GM1 ATSEP.OR.205(b) Basic training ................................................................................... 373

ATSEP.OR.210 Qualification training .................................................................... 373

AMC1 ATSEP.OR.210 Qualification training ......................................................................... 374
AMC2 ATSEP.OR.210 Qualification training ......................................................................... 374
GM1 ATSEP.OR.210 Qualification training ........................................................................... 374
GM2 ATSEP.OR.210 Qualification training ........................................................................... 374
AMC1 ATSEP.OR.210(a) Qualification training ..................................................................... 374
GM1 ATSEP.OR.210(b) Qualification training....................................................................... 374
GM2 ATSEP.OR.210(b) Qualification training....................................................................... 375
ATSEP.OR.215 System and equipment rating training......................................... 377
GM1 ATSEP.OR.215 System and equipment rating training ................................................ 377
ATSEP.OR.220 Continuation training ................................................................... 377
AMC1 ATSEP.OR.220 Continuation training ......................................................................... 377
GM1 ATSEP.OR.220 Continuation training ........................................................................... 378
SECTION 3 — COMPETENCE ASSESSMENT REQUIREMENTS ......................................... 379

ATSEP.OR.300 Competence assessment — General ........................................... 379
GM1 ATSEP.OR.300(a) Competence assessment — General ............................................... 379
ATSEP.OR.305 Assessment of initial and ongoing competence........................... 379
GM1 ATSEP.OR.305(a)(1) Assessment of initial and ongoing competence .......................... 379
GM1 ATSEP.OR.305(a)(3) Assessment of initial and ongoing competence .......................... 380
GM1 ATSEP.OR.305(b)(2) Assessment of initial and ongoing competence ......................... 380
SECTION 4 — INSTRUCTORS AND ASSESSORS REQUIREMENTS .................................... 381

ATSEP.OR.400 ATSEP training instructors ............................................................ 381
AMC1 ATSEP.OR.400 ATSEP training instructors ................................................................. 381
ATSEP.OR.405 Technical skills assessors .............................................................. 381
GM1 ATSEP.OR.405 Technical skills assessors ..................................................................... 381
GM2 ATSEP.OR.405 Technical skills assessors ..................................................................... 382
APPENDICES TO ANNEX XIII ............................................................................................ 383

Appendix 1 — Basic training — Shared................................................................ 383
Appendix 1a — Basic training — Shared .............................................................................. 383
Appendix 2 — Basic training — Streams .............................................................. 387
Appendix 2a — Basic training — Streams ............................................................................ 387
Appendix 3 — Qualification training — Shared ................................................... 399
Appendix 3a — Qualification training — Shared.................................................................. 400
Appendix 4 — Qualification training — Streams ................................................. 406
Appendix 4a — Qualification training — Streams ................................................................ 427
Stream Communication — Voice ............................................................................................. 427
Stream Communication — Data .............................................................................................. 430
Stream Navigation — Non-directional beacon (NDB) .............................................................. 434
Stream Navigation — Direction finding (DF) ............................................................................ 438
Stream Navigation — VHF Omnidirectional radio range (VOR) ............................................... 441
Stream Navigation — Distance measuring equipment (DME) ................................................. 445
Stream Navigation — Instrument landing system (ILS) ............................................................ 450
Stream Navigation — Microwave landing system (MLS) ......................................................... 454
Stream Surveillance — Primary surveillance radar .................................................................. 459
Stream Surveillance — Secondary surveillance radar .............................................................. 463
Stream Surveillance — Automatic dependent surveillance ..................................................... 467
Stream Data — Data processing .............................................................................................. 471
Stream System monitoring and control — Communication .................................................... 479
Stream System monitoring and control — Navigation............................................................. 484
Stream System monitoring and control — Surveillance........................................................... 490
Stream System monitoring and control — Data ...................................................................... 496
Appendix 5a ......................................................................................................................... 504

Easy Access Rules for ATM-ANS Cover Regulation
COVER REGULATION
COMMISSION IMPLEMENTING REGULATION (EU) 2017/373
of 1 March 2017
laying down common requirements for providers of air traffic management/air navigation services and
other air traffic management network functions and their oversight, repealing Regulation (EC) No 482/2008,
Implementing Regulations (EU) No 1034/2011, (EU) No 1035/2011 and (EU) 2016/1377 and amending
Regulation (EU) No 677/2011
Regulation (EU) 2017/373
THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 216/2008 of the European Parliament and of the Council of
20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation
Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and
Directive 2004/36/EC1, and in particular Article 8b(6) thereof,
10 March 2004 on the provision of air navigation services in the single European sky (the service
provision Regulation)2, and in particular Articles 4 and 6 thereof,
10 March 2004 on the organisation and use of the airspace in the single European sky (the airspace
Regulation)3, and in particular Article 6(7) thereof,
Whereas:
(1) Commission Implementing Regulations (EU) No 1034/20114 and (EU) No 1035/20115 lay down
requirements on safety oversight in air traffic management and air navigation services and
common requirements for the provision of air navigation services, respectively. Those latter
requirements are to be complied with by the service providers concerned in order for them to
be issued the certificates referred to in Article 7(1) of Regulation (EC) No 550/2004 and
Article 8b(2) of Regulation (EC) No 216/2008. Those Regulations also lay down requirements
concerning the competent authorities, which are responsible for issuing those certificates and
exercising oversight and enforcement tasks, in accordance with Article 4 of Regulation (EC)
No 549/2004 of the European Parliament and of the Council6, Articles 2 and 7(7) of Regulation
(EC) No 550/2004 and Articles 10 and 22a of Regulation (EC) No 216/2008.
(2) The requirements set out in Implementing Regulations (EU) No 1034/2011 and (EU)
No 1035/2011 serve in particular to implement, at an initial stage, the essential requirements
concerning the provision of air traffic management and air navigation services (‘ATM/ANS’) set
out in Regulation (EC) No 216/2008, in particular to ensure compliance with Articles 8b and 22a
1 OJ L 79, 19.3.2008, p. 1.
2 OJ L 96, 31.3.2004, p. 10.
3 OJ L 96, 31.3.2004, p. 20.
4 Commission Implementing Regulation (EU) No 1034/2011 of 17 October 2011 on safety oversight in air traffic management and air
navigation services and amending Regulation (EU) No 691/2010 (OJ L 271, 18.10.2011, p. 15).
5 Commission Implementing Regulation (EU) No 1035/2011 of 17 October 2011 laying down common requirements for the provision of
air navigation services and amending Regulations (EC) No 482/2008 and (EU) No 691/2010 (OJ L 271, 18.10.2011, p. 23).
6 Regulation (EC) No 549/2004 of the European Parliament and of the Council of 10 March 2004 laying down the framework for the
creation of the single European Sky (OJ L 96, 31.3.2004, p. 1).

of Regulation (EC) No 216/2008 and Annex Vb thereto and to allow the commencement of
standardisation inspections in accordance with Article 24 of Regulation (EC) No 216/2008.
(3) Those requirements set out in Implementing Regulations (EU) No 1034/2011 and (EU)
No 1035/2011 should now be complemented and updated, in light of technical progress. It
should also be clarified that, for service providers to be issued and retain a certificate, or to
make a declaration, in accordance with this Regulation, they must comply, and continue to
comply, with those requirements as well as with the essential requirements referred to in
Article 8b(1) of Regulation (EC) No 216/2008. In addition, consistency should be ensured
between those requirements and the requirements set out in Commission Regulations (EU)
No 965/20121, (EU) No 1178/20112, (EU) No 139/20143 and (EU) 2015/3404, thus moving
towards a ‘total system approach’, which entails a logical and technologically consistent
approach across the various domains. Therefore, the requirements set out in Implementing
Regulations (EU) No 1034/2011 and (EU) No 1035/2011 should now be laid down in a single
instrument and Implementing Regulations (EU) No 1034/2011 and (EU) No 1035/2011 should
be repealed.
(4) Common rules for the certification and oversight of the service providers concerned are
essential to increase the Member States' confidence in each other's systems. Therefore, and in
order to ensure the highest level of safety and security, uniform requirements for the provision
of services and their oversight should be strengthened. That should ensure the safe, high-quality
provision of services for the purpose of air navigation and the mutual recognition of certificates
throughout the Union, thereby increasing freedom of movement and improving the availability
of those services.
(5) In order to ensure a harmonised approach to certification and oversight, the measures to be
implemented for security of systems, constituents in use and data should be coordinated across
Member States, functional airspace blocks and the network formed by the services, functions
and products offered by service providers, the Network Manager, aerodromes and other
persons providing the necessary infrastructure for flight operations.
(6) Safety management ensures the identification, assessment and minimisation of safety risks as
well as security vulnerabilities which have an impact on safety. Therefore, it is necessary to
further elaborate the requirements related to the safety assessment of changes to the
functional system by a certified organisation. Those requirements should be adapted taking into
account the integration of requirements relating to change management into the common
regulatory structure for civil aviation safety, as well as the experience gained by stakeholders
and competent authorities in the field of safety oversight.
(7) It is appropriate to introduce safety culture as an aspect of the management systems of the
service providers in a manner that promotes understanding and improvement of those systems,
1 Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related
to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 296, 25.10.2012, p. 1).
2 Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures
related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 311,
25.11.2011, p. 1).
3 Commission Regulation (EU) No 139/2014 of 12 February 2014 laying down requirements and administrative procedures related to
aerodromes pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 44, 14.2.2014, p. 1).
4 Commission Regulation (EU) 2015/340 of 20 February 2015 laying down technical requirements and administrative procedures relating
to air traffic controllers' licences and certificates pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the
Council, amending Commission Implementing Regulation (EU) No 923/2012 and repealing Commission Regulation (EU) No 805/2011
(OJ L 63, 6.3.2015, p. 1).

while acknowledging the need to strengthen management systems further, especially by

integrating reliable occurrence reporting.
(8) It should be specified which authorities are responsible for the tasks related to certification,
oversight and enforcement in respect of the service providers that are subject to this
Regulation, in line with the criterion set out in Article 7(2) of Regulation (EC) No 550/2004 and
the tasks of the European Aviation Safety Agency (‘the Agency’) pursuant to Article 22a of
Regulation (EC) No 216/2008, and without prejudice to the requirements of Article 2 of
Regulation (EC) No 550/2004. The Agency should be the competent authority for providers of
data services and for the Network Manager, in light of the nature and scale of the services
provided. In order to fulfil the objectives of Regulation (EC) No 216/2008, in particular the
objective set out in point (d) of Article 2(2) thereof, and the objective set out in Article 1(3) of
Regulation (EC) No 549/2004, it is also appropriate to align the requirements for the competent
authorities with the progress in International Civil Aviation Organisation (‘ICAO’) safety
management concepts, in particular the introduction of the authority management system, as
well as in the implementation of the state safety programme and in ensuring coordination
between those authorities.
(9) It should be clarified that, when exercising their certification, oversight and enforcement tasks
under this Regulation, the competent authorities should be independent from any service
provider, through ensuring adequate separation of those authorities from those providers at
least at the functional level, and that any possible conflict of interest should be avoided. The
aim is to guarantee the objectivity and impartiality of those authorities and to ensure that the
exercise of their tasks under this Regulation is of high quality.
(10) The Agency should establish a database with relevant information relating to the competent
authorities, so as to facilitate standardisation inspections of, and coordination with, the
competent authorities, as well as to support the Commission in carrying out its tasks.
(11) With a view to ensuring that the requirements for service providers set out in this Regulation
are complied with at all times and the competent authorities can effectively exercise their tasks
under this Regulation, in accordance with Article 4(3) and (4) of Regulation (EC) No 549/2004,
those authorities should be granted certain specific investigatory powers, in addition to the
possibility to carry out investigations and surveys referred to in Article 2(2) of Regulation (EC)
No 550/2004 and Article 10(2) and (3) of Regulation (EC) No 216/2008. It is appropriate to clarify
that those powers should be exercised in accordance with the applicable rules of national law,
while having due regard to a number of specific elements, which are meant to ensure a fair
balance between all rights and interests at issue in a particular case.
(12) The air traffic safety electronics personnel employed by a service provider or the Network
Manager should be subject to a harmonised training and competence assessment scheme. The
service provider or Network Manager should also ensure that the personnel of contracted
organisations are appropriately qualified. Therefore, detailed provisions on training and
competence assessment of such personnel should be included in this Regulation.
(13) In order to ensure a high level of civil aviation safety in the Union, the measures set out in this
Regulation should reflect the state of the art in aviation safety, including best practice and
scientific and technical progress in the field of meteorological services. Therefore, this
Regulation should be based on the applicable ICAO standards and recommended practices,
specifically Annex 3 to the Convention on International Aviation, signed in Chicago on
7 December 1944 (‘Chicago Convention’) on ‘Meteorological Service for International Air
Navigation’, while drawing on the experience of Union and worldwide meteorological service

provision and ensuring proportionality according to the size, type and complexity of the
meteorological services provider.
(14) Common requirements should be established for the certification and oversight of data services
providers to ensure that the providers of aeronautical data for use on aircraft process the data
in an appropriate manner, which meets the airspace end-users' requirements and allows for
safe performance-based navigation operations.
(15) The aeronautical industry and the competent authorities of the Member States should be
allowed sufficient time to adapt to the new regulatory framework established by this Regulation
and to replace certificates issued before the date of application of this Regulation.
(16) However, in order to ensure consistency with Regulation (EU) No 965/2012, the relevant
provisions of this Regulation should apply to data services providers already from an earlier
date. Moreover, those providers should be allowed, on a voluntary basis, to apply for, and be
granted, the relevant certificates already immediately upon the entry into force of this
Regulation, so as to allow them, as entities that are not subject to Implementing Regulation (EU)
No 1035/2011 but that are subject to the practice of issuing voluntary letters of acceptance by
the Agency, to benefit from an early application of this Regulation in this regard and the mutual
recognition of those certificates. Such early application of this Regulation with respect to data
services providers would also relieve aircraft operators from their oversight responsibilities
when contracting the services of those providers, once the provider is certified for aeronautical
databases. Where such a provider makes use of that possibility, it should be bound by the
applicable requirements of this Regulation for the purposes of obtaining a certificate and
subsequently continue to be bound by those requirements. In view of this possibility for data
service providers, the relevant provisions of this Regulation concerning the competent authority
in respect of those providers, which is in this case only the Agency, should also apply already
from the date of entry into force of this Regulation.
(17) The provisions contained in Commission Implementing Regulation (EU) No 923/20121 should be
complemented with aspects related to the provision of air traffic services, to ensure consistency
of service provision with pilot and air traffic service personnel actions and requirements under
that Regulation.
(18) The safety acceptability of any change proposed by a service provider should be assessed based
on the analysis of the risks posed by the introduction of a change to its functional system,
differentiated under either quantitative or qualitative objective assessment criteria, or a
combination of both, to be determined at a local level.
(19) For reasons of consistency and ease of application, the provisions of Commission Regulation
(EC) No 482/20082 should be integrated in this Regulation and Commission Regulation (EC)
No 482/2008 should therefore be repealed.
1 Commission Implementing Regulation (EU) No 923/2012 of 26 September 2012 laying down the common rules of the air and operational
provisions regarding services and procedures in air navigation and amending Implementing Regulation (EU) No 1035/2011 and
Regulations (EC) No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010 (OJ L 281, 13.10.2012,
p. 1).
2 Commission Regulation (EC) No 482/2008 of 30 May 2008 establishing a software safety assurance system to be implemented by air
navigation service providers and amending Annex II to Regulation (EC) No 2096/2005 (OJ L 141, 31.5.2008, p. 5).

(20) The requirements of Articles 12 and 21 of Commission Regulation (EU) No 677/20111 and
Annex VI thereto should be integrated in this Regulation in order to ensure a harmonised
approach to all service providers. Therefore, those provisions should be deleted.
(21) Commission Implementing Regulation (EU) 2016/13772, which has not yet become applicable,
contains numerous errors. In order to eliminate those errors, while at the same time ensuring
the required legal clarity, it is appropriate to repeal Implementing Regulation (EU) 2016/1377
in its entirety and to replace it with the rules set out in this Regulation.
(22) The measures provided for in this Regulation are based on the opinion of the Agency in
accordance with Articles 17(2)(b) and 19(1) of Regulation (EC) No 216/2008.
(23) The measures provided for in this Regulation are in accordance with the opinion of the
Committee established by Article 5(3) of Regulation (EC) No 549/2004,
HAS ADOPTED THIS REGULATION:
Article 1 Subject matter

This Regulation lays down common requirements for:

(1) the provision of air traffic management and air navigation services (‘ATM/ANS’) and other air
traffic management network functions (‘ATM network functions’) for general air traffic, in
particular for the legal or natural persons providing those services and functions;
(2) the competent authorities, and the qualified entities acting on their behalf, which exercise
certification, oversight and enforcement tasks in respect of the providers of the services and
functions referred to in point (1).
GM1 Article 1 ‘Subject matter’

ED Decision 2017/001/R
SCOPE
In reference to the ‘scope’, please refer to GM1 ATM/ANS.OR.A.001 ‘Scope’.
Article 2 Definitions
For the purposes of this Regulation, the definitions in Annex I and the following definitions shall apply:
(1) the definitions in Article 2 of Regulation (EC) No 549/2004 and Article 3 of Regulation (EC)
No 216/2008, except for the definition of ‘certificate’ in Article 2(15) of Regulation (EC)
No 549/2004;
(2) ‘service provider’ means any legal or natural person providing functions or services of ATM/ANS
as defined in point (q) of Article 3 of Regulation (EC) No 216/2008 or other ATM network
functions, either individually or bundled for general air traffic;
1 Commission Regulation (EU) No 677/2011 of 7 July 2011 laying down detailed rules for the implementation of air traffic management
(ATM) network functions and amending Regulation (EU) No 691/2010 (OJ L 185, 15.7.2011, p. 1).
2 Commission Implementing Regulation (EU) 2016/1377 of 4 August 2016 laying down common requirements for service providers and
the oversight in air traffic management/air navigation services and other air traffic management network functions, repealing
Regulation (EC) No 482/2008, Implementing Regulations (EU) No 1034/2011 and (EU) No 1035/2011 and amending Regulation (EU)
No 677/2011 (OJ L 226, 19.8.2016, p. 1).

(3) ‘Network Manager’ means the body established in accordance with Article 6 of Regulation (EC)
No 551/2004 to perform the duties provided for in that Article and in Articles 3 and 4 of
Regulation (EU) No 677/2011;
(4) ‘pan-European service’ means an activity which is designed and established for users within
most or all Member States and which may also extend beyond the airspace of the territory to
which the Treaty applies;
(5) ‘data services provider (DAT provider)’ means an organisation, which is:
(a) type 1 DAT provider that processes aeronautical data for use on aircraft and provides an
aeronautical database meeting the DQRs, under controlled conditions, for which no
corresponding airborne application/equipment compatibility has been determined;
(b) type 2 DAT provider that processes aeronautical data and provides an aeronautical
database for use on certified aircraft application/equipment meeting the DQRs for which
compatibility with that application/equipment has been determined.
GM1 Article 2 ‘Definitions’

GENERAL
(a) Article 3(q) of Regulation (EC) No 216/2008 defines ATM/ANS as ‘the air traffic management
functions as defined in Article 2(10) of Regulation (EC) No 549/2004, air navigation services
defined in Article 2(4) of that Regulation, and services consisting in the origination and
processing of data and formatting and delivering data to general air traffic for the purpose of
safety-critical air navigation’.
(b) It should, therefore, be noted that ‘ATM/ANS’ includes more services and functions than ‘air
traffic management’ and ‘air navigation services’ together.
(c) It is important to note that ATS is included in ATM and ANS.
(d) As already defined, ‘ATM network functions’ refers to functions performed by the Network
Manager in accordance with Regulation (EU) No 677/2011.
Article 3 Provision of ATM/ANS and ATM network functions

1. Member States shall ensure that the appropriate ATM/ANS and ATM network functions are
provided in accordance with this Regulation in a manner that facilitates general air traffic, while
taking into account safety considerations and traffic requirements.
2. When Member States adopt additional provisions to complement this Regulation on any
matters left to the Member States under this Regulation, those provisions shall follow the
standards and recommended practices set by the Chicago Convention. Where use is made of
the provisions of Article 38 of the Chicago Convention, in addition to notifying the International
Civil Aviation Organisation, the Member States shall notify the European Aviation Safety Agency
(‘Agency’), with due justification, at the latest two months after the additional provisions have
been adopted.
3. Member States shall publish, in accordance with the Chicago Convention, those additional
provisions through their aeronautical information publications.
4. Where a Member State decides to organise the provision of certain specific air traffic services
in a competitive environment, that Member State shall take all appropriate measures to ensure

that the providers of those services shall neither engage in conduct that would have as its object
or effect the prevention, restriction or distortion of competition, nor shall they engage in
conduct that amounts to an abuse of a dominant position, in accordance with applicable Union
and national law.
Article 4 Competent authority for certification, oversight and

enforcement
1. The competent authority responsible for the issuing of certificates to service providers, for the
acknowledgment of receipts of declarations made by providers of flight information services
referred to in Article 7 where relevant, and for the oversight and enforcement in respect of
service providers shall be the national supervisory authority referred to in Article 4 of Regulation
(EC) No 549/2004 of the Member State where the legal or natural person applying for the
certificate or making the declaration has its principal place of operation or, if any, its registered
office, unless the Agency is the competent authority pursuant to Article 22a of Regulation (EC)
No 216/2008.
For the purposes of this Regulation, data services providers and the Network Manager shall be
considered to be pan-European service providers in respect of which, in accordance with point
(c) of Article 22a of Regulation (EC) No 216/2008, the Agency is the competent authority.
2. The competent authorities referred to in paragraph 1 shall comply with the requirements laid
down in Annex II.
3. Where one of the service providers concerned is an organisation in respect of which the Agency
is the competent authority, the competent authorities of the Member States concerned shall
coordinate with the Agency in order to ensure that the requirements set out in points (1), (2)
and (3) of point ATM/ANS.AR.A.005(b) of Annex II are complied with where, alternatively:
(a) service providers provide services in respect of functional airspace blocks that extend
across the airspace falling under the responsibility of more than one Member State, as
referred to in Article 2(3) of Regulation (EC) No 550/2004;
(b) service providers provide cross-border air navigation services as referred to in Article 2(5)
of Regulation (EC) No 550/2004.
4. Where a Member State has nominated or established more than one competent authority in
accordance with Article 4 of Regulation (EC) No 549/2004 or as referred to in Article 2(3) to (6)
of Regulation (EC) No 550/2004 to exercise the certification, oversight and enforcement tasks
under this Regulation, it shall ensure that the areas of competence of each of those authorities
are clearly defined, in particular in terms of responsibilities and geographic and airspace
limitation. In such a case, those authorities shall establish coordination between them, based
on written arrangements, so as to ensure effective oversight and enforcement in respect of all
service providers to which they issued certificates or, where relevant, which made declarations
to them.
5. When exercising their certification, oversight and enforcement tasks under this Regulation, the
competent authorities shall be independent of any service provider. That independence shall
be ensured by adequate separation, at least at the functional level, between the competent
authorities and the service providers. In this context, Member States shall ensure that the
competent authorities exercise their powers impartially and transparently.
6. Member States and, where the Agency is the competent authority, the Commission shall ensure
that their competent authorities do not allow their personnel to be involved in the exercise of

the certification, oversight and enforcement tasks of that authority under this Regulation where
there are indications that such involvement could result, directly or indirectly, in a conflict of
interest, in particular relating to family or financial interests.
7. The Agency shall maintain a database of contact details of the competent authorities referred
to in paragraph 1. For this purpose, Member States shall notify the Agency of the names and
addresses of their competent authorities, and of any subsequent changes thereto.
8. Member States and, where the Agency is the competent authority, the Commission shall
determine the necessary resources and capabilities required by the competent authorities for
the exercise of their tasks, in accordance with Article 4(4) of Regulation (EC) No 549/2004 and
Article 22a of Regulation (EC) No 216/2008, taking into account all relevant factors, including an
assessment carried out by the respective competent authorities to determine the resources
needed for the exercise of their tasks under this Regulation.
GM1 Article 4(5) ‘Competent authority for certification, oversight

and enforcement’
SEPARATION AT THE FUNCTIONAL LEVEL

‘Functional level separation’ means that a competent authority may be engaged in operational
activities and the oversight of organisations in the same domain, provided that the different functions
are clearly separated and that the organisational governance ensures effective oversight by avoiding
conflicts of interest by personnel and preventing their engagement in operational activities of the
entities that they are meant to oversee. This could be achieved by applying appropriate management
and control mechanisms.
GM2 Article 4(5) ‘Competent authority for certification, oversight

and enforcement’
SEPARATION AT THE FUNCTIONAL LEVEL

When achieving independence between the competent authority and the service provider(s) through
functional level separation, the Member State should ensure that:
(a) the responsibility for the service provision and the responsibility for the certification, receipt of
declarations and oversight activities are allocated to separate personnel;
(b) the former should not have any control over the latter; and
(c) this happens within a just culture environment.
AMC1 Article 4(8) ‘Competent authority for certification, oversight

and enforcement’
REGULARITY OF THE ASSESSMENT CARRIED OUT BY THE COMPETENT AUTHORITY

The competent authorities should establish, and update every two years, an assessment of the
resources needed to effectively exercise their certification, oversight and enforcement tasks under
this Regulation, based on an analysis of the processes and other measures necessary to that end.

Article 5 Powers of the competent authority referred to in Article 4

1. The competent authorities shall, where required for the exercise of their certification, oversight
and enforcement tasks under this Regulation, be empowered to:
(a) require the service providers subject to their oversight to provide all necessary
information;
(b) require any representative, manager or other member of the personnel of those service
providers to provide oral explanations on any fact, document, object, procedure or other
subject matter relevant to the oversight of the service provider;
(c) enter any premises and land, including operating sites, and means of transport of those
service providers;
(d) examine, copy or make extracts from any document, record or data held by or accessible
to those service providers, irrespective of the medium on which the information in
question is stored;
(e) carry out audits, assessments, investigations and inspections of those service providers.
2. The competent authorities shall, where required for the exercise of their certification, oversight
and enforcement tasks under this Regulation, also be empowered to exercise the powers set
out in paragraph 1 in relation to the contracted organisations subject to the service providers'
oversight, as referred to in point ATM/ANS.OR.B.015 of Annex III.
3. The powers provided for in paragraphs 1 and 2 shall be exercised in compliance with the
national law of the Member State where the activities in question take place, with due regard
for the need to ensure the effective exercise of those powers and for the rights and legitimate
interests of the service provider and any third persons concerned, and in compliance with the
principle of proportionality. Where, in accordance with the applicable national law, prior
authorisation from the judicial authority of the Member State concerned is needed to enter
premises, land and means of transport as referred to in point (c) of paragraph 1, the related
powers shall be exercised only after having obtained such prior authorisation.
When exercising the powers provided for in paragraphs 1 and 2, the competent authority shall
ensure that the members of its staff and, where relevant, any other expert participating in the
activities in question are duly authorised.
4. The competent authorities shall take or initiate any appropriate enforcement measure
necessary to ensure that the service providers to which they issued a certificate or, where
relevant, which made a declaration to them, comply and continue to comply with the
requirements of this Regulation.
AMC1 Article 5 ‘Powers of the competent authority referred to in

Article 4’
ASSESSMENTS AND INVESTIGATIONS

Investigations and assessments should include tests and exercises as determined by the competent
authority.

Article 6 Service providers

Service providers shall be granted a certificate and be entitled to exercise the privileges granted within
the scope of that certificate, where, in addition to the requirements referred to in Article 8b(1) of
Regulation (EC) No 216/2008, they comply and continue to comply with the following requirements:
(a) for all service providers, the requirements laid down in Annex III (Part-ATM/ANS.OR), Subparts
A and B, and in Annex XIII (Part-PERS);
(b) for service providers other than providers of air traffic services, in addition to the requirements
of point (a), the requirements laid down in Annex III (Part-ATM/ANS.OR), Subpart C;
(c) for providers of air navigation services, providers of air traffic flow management and the
Network Manager, in addition to the requirements of point (a), the requirements laid down in
Annex III (Part-ATM/ANS.OR), Subpart D;
(d) for providers of air traffic services, in addition to the requirements of points (a) and (c), the
requirements laid down in Annex IV (Part-ATS);
(e) for providers of meteorological services, in addition to the requirements of points (a), (b) and
(c), the requirements laid down in Annex V (Part-MET);
(f) for providers of aeronautical information services, in addition to the requirements of points (a),
(b) and (c), the requirements laid down in Annex VI (Part-AIS);
(g) for data services providers, in addition to the requirements of points (a) and (b), the
requirements laid down in Annex VII (Part-DAT);
(h) for providers of communication, navigation or surveillance services, in addition to the
requirements of points (a), (b) and (c), the requirements laid down in Annex VIII (Part-CNS);
(i) for providers of air traffic flow management, in addition to the requirements of points (a), (b)
and (c), the requirements laid down in Annex IX (Part-ATFM);
(j) for providers of airspace management, in addition to the requirements of points (a) and (b), the
requirements laid down in Annex X (Part-ASM);
(k) for providers of procedure design, in addition to the requirements of points (a) and (b), the
requirements laid down in Annex XI (Part-ASD), when those requirements will be adopted by
the Commission;
(l) for the Network Manager, in addition to the requirements of points (a), (b) and (c), the
requirements laid down in Annex XII (Part-NM).
GM1 Article 6 ‘Service providers’

PROVISION OF ATFM AND/OR ASM

(a) In most cases, the provision of ATFM and/or ASM takes place in a bundled service performed
by the ATS providers. However, the provision of ATFM and/or ASM as a bundled service is not
a legal requirement.
(b) Initially under the single European sky (SES) I initiative in 2004 with the adoption of Regulation
(EC) No 549/2004, functions were not subject to certification; they were only subject to
continuous oversight. This difference between functions and services was removed in the 2009
with the SESII initiative and the amendments to Regulation (EC) No 216/2008 (the EASA Basic

Regulation), with the effect that the two concepts now have an identical certification and
oversight regime.
Article 7 Declaration by providers of flight information services

Where Member States allow providers of flight information services to declare their capability and
means of discharging the responsibilities associated with the services provided in accordance with
Article 8b(3) of Regulation (EC) No 216/2008, those providers shall fulfil, in addition to the
requirements referred to in Article 8b(1) of Regulation (EC) No 216/2008, the requirements laid down
in point ATM/ANS.OR.A.015 in Annex III to this Regulation.
Article 8 Existing certificates

1. Certificates that have been issued in accordance with Implementing Regulation (EU)
No 1035/2011 shall be deemed to have been issued in accordance with this Regulation.
2. Member States shall replace the certificates referred to in paragraph 1 with certificates
complying with the format laid down in Appendix 1 to Annex II by 1 January 2021 at the latest.
Article 9 Repeal and amendment

1. Regulation (EC) No 482/2008 and Implementing Regulations (EU) No 1034/2011 and (EU) No
1035/2011 are repealed.
2. Implementing Regulation (EU) 2016/1377 is repealed.
3. Articles 12 and 21 of Regulation (EU) No 677/2011 and Annex VI to that Regulation are deleted.
Article 10 Entry into force

This Regulation shall enter into force on the twentieth day following that of its publication in the
Official Journal of the European Union.
It shall apply from 2 January 2020.
However:
(1) Article 9(2) shall apply from the date of entry into force of this Regulation;
(2) in respect of the Agency, Article 4(1), (2), (5), (6) and (8) and Article 5 shall apply from the date
of entry into force of this Regulation;
(3) in respect of data services providers, Article 6 shall apply in any case from 1 January 2019 and,
where such a provider applies for and is granted a certificate in accordance with Article 6, from
the date of entry into force of this Regulation.
This Regulation shall be binding in its entirety and directly applicable in all Member States.

GM1 Article 10 ‘Entry into force’

DAT PROVIDERS
In respect of DAT providers, Regulation (EU) 2017/373 applies from 1 January 2019.
However, DAT providers are allowed, on a voluntary basis, to apply for, and be granted, the relevant
certificates upon the entry into force of this Regulation (before 1 January 2019).
Where a DAT provider makes use of this possibility and is issued a certificate, it is bound by the
applicable requirements of this Regulation.
Until 1 January 2019, DAT providers may continue to apply for the issuance of a Letter of Acceptance
(LoA) by the Agency, in accordance with the terms and conditions set out in EASA Opinion 1/2005
issued on 21 January 2005.
Done at Brussels, 1 March 2017.

For the Commission
The President
Jean-Claude JUNCKER

Easy Access Rules for ATM-ANS ANNEX I — Part-DEFINITIONS
DEFINITIONS OF TERMS USED IN ANNEXES II
TO XIII (PART-DEFINITIONS)
ANNEX I — PART-DEFINITIONS
DEFINITIONS OF TERMS USED IN ANNEXES II TO XIII (PART-
DEFINITIONS)
For the purposes of Annexes II to XIII, the following definitions shall apply:
(1) ‘acceptable means of compliance (AMC)’ means non-binding standards adopted by the Agency
to illustrate means to establish compliance with Regulation (EC) No 216/2008 and its
implementing rules;
(2) ‘aerial work’ means an aircraft operation in which an aircraft is used for specialised services
such as agriculture, construction, photography, surveying, observation and patrol, search and
rescue or aerial advertisement;
(3) ‘aerodrome climatological summary’ means a concise summary of specified meteorological
elements at an aerodrome, based on statistical data;
(4) ‘aerodrome climatological table’ means a table providing statistical data on the observed
occurrence of one or more meteorological elements at an aerodrome;
(5) ‘aerodrome elevation’ means the elevation of the highest point of the landing area;
(6) ‘aerodrome flight information service (AFIS)’ means flight information service and alerting
service for aerodrome traffic at an aerodrome;
(7) ‘aerodrome meteorological office’ means an office responsible for providing meteorological
service for an aerodrome;
(8) ‘aerodrome warning’ means information issued by an aerodrome meteorological office
concerning the occurrence or expected occurrence of meteorological conditions which could
adversely affect aircraft on the ground, including parked aircraft and the aerodrome facilities
and services;
(9) ‘aeronautical data’ means a representation of aeronautical facts, concepts or instructions in a
formalised manner suitable for communication, interpretation or processing;
(10) ‘aeronautical database’ means a collection of aeronautical data organised and arranged as a
structured data set, stored electronically on systems, which is valid for a dedicated period and
may be updated;
(11) ‘aeronautical fixed service (AFS)’ means a telecommunication service between specified fixed
points provided primarily for the safety of air navigation and for the regular, efficient and
economical operation of air services;
(12) ‘aeronautical fixed telecommunication network (AFTN)’ means a worldwide system of
aeronautical fixed circuits provided, as part of the AFS, for the exchange of messages and/or
digital data between aeronautical fixed stations having the same or compatible communications
characteristics;
(13) ‘aeronautical information’ means information resulting from the assembly, analysis and
formatting of aeronautical data;
(14) ‘aerodrome mapping data’ means data collected for the purpose of compiling aerodrome
mapping information;

(15) ‘aerodrome mapping database (AMDB)’ means a collection of aerodrome mapping data
organised and arranged as a structured data set;
(16) ‘aeronautical meteorological station’ means a station making observations and meteorological
reports for use in air navigation;
(17) ‘air-report’ means a report from an aircraft in flight prepared in conformity with the
requirements for position and operational and/or meteorological reporting;
(18) ‘aircraft’ means 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;
(19) ‘AIRMET message’ means information issued by a meteorological watch office concerning the
occurrence or expected occurrence of specified en-route weather phenomena which may affect
the safety of low-level aircraft operations and of the development of those phenomena in time
and space, and which was not already included in the forecast issued for low-level flights in the
flight information region concerned or sub-area thereof;
(20) ‘air traffic safety electronics personnel (ATSEP)’ means any authorised personnel who are
competent to operate, maintain, release from, and return into operations equipment of the
functional system;
(21) ‘air traffic services unit’ is a generic term meaning variously air traffic control unit, flight
information centre, aerodrome flight information service unit or air traffic services reporting
office;
(22) ‘alternate aerodrome’ means an aerodrome to which an aircraft may proceed when it becomes
either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing
where the necessary services and facilities are available, where aircraft performance
requirements can be met and which is operational at the expected time of use;
(23) ‘alternative means of compliance (AltMOC)’ means those means of compliance that propose an
alternative to an existing AMC or those that propose new means to establish compliance with
Regulation (EC) No 216/2008 and its Implementing Rules for which no associated AMC have
been adopted by the Agency;
(24) ‘altitude’ means the vertical distance of a level, a point, or an object considered as a point,
measured from mean sea level;
(25) ‘area control centre (ACC)’ means a unit established to provide air traffic control service to
controlled flights in control areas under its jurisdiction;
(26) ‘area forecast for low-level flights’ means a forecast of weather phenomena for a flight
information region or sub-area thereof, issued to cover the layer below flight level 100 (or below
flight level 150 in mountainous areas, or higher, where necessary);
(27) ‘area navigation (RNAV)’ means a method of navigation which permits aircraft operation on any
desired flight path within the coverage of ground- or space-based navigation aids or within the
limits of the capability of self-contained aids, or a combination of them;
(28) ‘argument’ means a claim that is supported via inferences by a body of evidence;
(29) ‘ASHTAM’ means a special series of NOTAM notifying by means of a specific format of a change
in the activity of a volcano, a volcanic eruption and/or volcanic ash cloud that is of significance
to aircraft operations;
(30) ‘ATM network functions’ means the functions performed by the Network Manager in
accordance with Regulation (EU) No 677/2011;

(31) ‘audit’ means a systematic, independent and documented process for obtaining evidence and
evaluating it objectively to determine the extent to which requirements are complied with;
(32) ‘authoritative source’ means:
(a) a State authority: or
(b) an organisation formally recognised by the State authority to originate and/or publish
data which meets the data quality requirements (DQRs) as specified by that State;
(33) ‘automatic observing system’ means an observing system that measures, derives and reports
all required elements without human interaction;
(34) ‘aviation undertaking’ means an entity, person or organisation, other than the service providers
regulated by this Regulation, that is affected by or affects a service delivered by a service
provider;
(35) ‘break’ means a period of time within the duty period when an air traffic controller is not
required to perform duties, for recuperation purposes;
(36) ‘certified aircraft application’ means a software application approved by the Agency as part of
aircraft subject to Article 4 of Regulation (EC) No 216/2008;
(37) ‘cloud of operational significance’ means a cloud with the height of cloud base below 1500 m
(5000 ft) or below the highest minimum sector altitude, whichever is greater, or a
cumulonimbus cloud or a towering cumulus cloud at any height;
(38) ‘commercial air transport’ means any aircraft operation involving the transport of passengers,
cargo or mail for remuneration or other valuable consideration;
(39) ‘control area’ means a controlled airspace extending upwards from a specified limit above the
earth;
(40) ‘critical incident stress’ means the manifestation of unusual and/or extreme emotional, physical
and/or behavioural reactions of an individual following an event or incident;
(41) ‘data quality’ means a degree or level of confidence that the provided data meets the user's
data requirements in terms of accuracy, resolution, integrity (or equivalent assurance level),
traceability, timeliness, completeness, and format;
(42) ‘data quality requirements (DQRs)’ means a specification of the characteristics of data (i.e.
accuracy, resolution, integrity (or equivalent assurance level), traceability, timeliness,
completeness and format) to ensure that the data is compatible with its intended use;
(43) ‘destination alternate’ means an alternate aerodrome at which an aircraft would be able to land
should it become either impossible or inadvisable to land at the aerodrome of intended landing;
(44) ‘duty’ means any task that an air traffic controller is required to perform by the air traffic control
service provider;
(45) ‘duty period’ means a period which starts when an air traffic controller is required by the air
traffic control service provider to report for or be available for or to commence duty and ends
when the air traffic controller is free from duty;
(46) ‘elevation’ means the vertical distance of a point or a level, on or affixed to the surface of the
earth, measured from mean sea level;
(47) ‘en-route alternate’ means an alternate aerodrome at which an aircraft would be able to land
in the event that a diversion becomes necessary while en-route;

(48) ‘fatigue’ means a physiological state of reduced mental or physical performance capability
resulting from sleep loss or extended wakefulness, circadian phase or workload (mental or
physical activity, or both) that can impair an individual's alertness and ability to safely perform
his/her tasks;
(49) ‘flight documentation’ means documents, including charts or forms, containing meteorological
information for a flight;
(50) ‘flight information centre (FIC)’ means a unit established to provide flight information service
and alerting service;
(51) ‘flight information region (FIR)’ means an airspace of defined dimensions within which flight
information service and alerting service are provided;
(52) ‘flight level (FL)’ means a surface of constant atmospheric pressure which is related to a specific
pressure datum, 1013,2 hectopascals (hPa), and is separated from other such surfaces by
specific pressure intervals;
(53) ‘flight test’ means a flight for the development phase of a new design (aircraft, propulsion
systems, parts and appliances), a flight to demonstrate compliance to certification basis or to
type design for aircraft coming from the production line, a flight intended to experiment new
design concepts, requiring unconventional manoeuvres or profiles for which it could be possible
to exit the already approved envelope of the aircraft or a training flight to perform either of
those flights;
(54) ‘forecast’ means a statement of expected meteorological conditions for a specified time or
period, and for a specified area or portion of airspace;
(55) ‘forecast for take-off’ means a forecast for a specified period of time, prepared by an aerodrome
meteorological office, which contains information on expected conditions over the runways
complex in regard to surface wind direction and speed and any variations thereof, temperature,
pressure (QNH) and any other element as agreed locally;
(56) ‘functional system’ means a combination of procedures, human resources and equipment,
including hardware and software, organised to perform a function within the context of
ATM/ANS and other ATM network functions;
(57) ‘general aviation’ means any civil aircraft operation other than aerial work or commercial air
transport;
(58) ‘grid point data in digital form’ means computer-processed meteorological data for a set of
regularly spaced points on a chart, for transmission from a meteorological computer to another
computer in a code form suitable for automated use;
(59) ‘guidance material’ means non-binding material developed by the Agency that helps to
illustrate the meaning of a requirement or specification and is used to support the
interpretation of Regulation (EC) No 216/2008, its implementing rules and AMC;
(60) ‘gridded global forecasts’ means forecasts of expected values of meteorological elements on a
global grid with a defined vertical and horizontal resolution;
(61) ‘hazard’ means any condition, event, or circumstance which could induce a harmful effect;
(62) ‘height’ means the vertical distance of a level, a point or an object considered as a point,
measured from a specified datum;
(63) ‘level’ is a generic term relating to the vertical position of an aircraft in flight and meaning
variously height, altitude or flight level;

(64) ‘local routine report’ means a meteorological report issued at fixed time intervals, intended only
for dissemination at the aerodrome of origin where the observations were made;
(65) ‘local special report’ means a meteorological report issued in accordance with the criteria
established for special observations, intended only for dissemination at the aerodrome of origin
where the observations were made;
(66) ‘meteorological bulletin’ means a text comprising meteorological information preceded by an
appropriate heading;
(67) ‘meteorological information’ means meteorological report, analysis, forecast, and any other
statement relating to existing or expected meteorological conditions;
(68) ‘meteorological observation’ means the measurement and/or evaluation of one or more
meteorological elements;
(69) ‘meteorological report’ means a statement of observed meteorological conditions related to a
specified time and location;
(70) ‘meteorological satellite’ means an artificial Earth satellite making meteorological observations
and transmitting these observations to Earth;
(71) ‘meteorological watch office’ means an office monitoring meteorological conditions affecting
flight operations and providing information concerning the occurrence or expected occurrence
of specified en-route weather phenomena, natural and other hazards which may affect the
safety of aircraft operations within a specified area of responsibility;
(72) ‘minimum sector altitude (MSA)’ means the lowest altitude which may be used which will
provide a minimum clearance of 300 m (1000 ft) above all objects located in an area contained
within a sector of a circle of 46 km (25 NM) radius centred on a significant point, the aerodrome
reference point (ARP) or the heliport reference point (HRP);
(73) ‘NOTAM’ means a notice distributed by means of telecommunication containing information
concerning the establishment, condition, or change in any aeronautical facility, service,
procedure, or hazard, the timely knowledge of which is essential to personnel concerned with
flight operations;
(74) ‘obstacle’ means all fixed (whether temporary or permanent) and mobile objects, or parts
thereof, that:
(a) are located on an area intended for the surface movement of aircraft; or
(b) extend above a defined surface intended to protect aircraft in flight; or
(c) stand outside those defined surfaces and have been assessed as being a hazard to air
navigation;
(75) ‘OPMET’ means operational meteorological information for use in preparatory or in-flight
planning of flight operations;
(76) ‘OPMET databank’ means a databank established to store and make available internationally
operational meteorological information for aeronautical use;
(77) ‘pre-eruption volcanic activity’ means an unusual and/or increasing volcanic activity which
could presage a volcanic eruption;
(78) ‘prevailing visibility’ means the greatest visibility value, observed in accordance with the
definition of ‘visibility’, which is reached within at least half the horizon circle or within at least

half of the surface of the aerodrome. These areas could comprise contiguous or non-contiguous
sectors;
(79) ‘problematic use of psychoactive substances’ means the use of one or more psychoactive
substances by an individual, in a way that:
(a) constitutes a direct hazard to the user or endangers the lives, health, or welfare of others;
and/or
(b) causes or worsens an occupational, social, mental or physical problem or disorder;
(80) ‘prognostic chart’ means a forecast of (a) specified meteorological element(s) for a specified
time or period and a specified surface or portion of airspace, depicted graphically on a chart;
(81) ‘psychoactive substances’ means alcohol, opioids, cannabinoids, sedatives and hypnotics,
cocaine, other psychostimulants, hallucinogens, and volatile solvents, whereas caffeine and
tobacco are excluded;
(82) ‘rescue coordination centre (RCC)’ means a unit responsible for promoting efficient
organisation of search and rescue services, and for coordinating the conduct of search and
rescue operations within a search and rescue region;
(83) ‘rest period’ means a continuous and defined period of time, subsequent to and/or prior to
duty, during which an air traffic controller is free of all duties;
(84) ‘rostering system’ means the structure of duty and rest periods of air traffic controllers in
accordance with legal and operational requirements;
(85) ‘risk’ means the combination of the overall probability or frequency of occurrence of a harmful
effect induced by a hazard and the severity of that effect;
(86) ‘runway’ means a defined rectangular area on a land aerodrome prepared for the landing and
take-off of aircraft;
(87) ‘runway visual range (RVR)’ means the range over which the pilot of an aircraft on the centre
line of a runway can see the runway surface markings or the lights delineating the runway or
identifying its centre line;
(88) ‘safety directive’ means a document issued or adopted by a competent authority which
mandates actions to be performed on a functional system or sets restrictions to its operational
use to restore safety when evidence shows that aviation safety may otherwise be compromised;
(89) ‘safety management system (SMS)’ means a systematic approach to managing safety, including
the necessary organisational structures, accountabilities, policies, and procedures;
(90) ‘search and rescue services unit’ is a generic term covering, as the case may be, rescue
coordination centre, rescue sub-centre or alerting post;
(91) ‘selected volcano observatory’ means a provider, selected by the competent authority, that
observes the activity of a volcano or a group of volcanoes and makes these observations
available to an agreed list of aviation recipients;
(92) ‘semi-automatic observing system’ means an observing system that allows the augmentation
of measured elements and requires a human in the loop for issuing the appropriate reports;
(93) ‘SIGMET’ means information concerning en-route weather phenomena, which may affect the
safety of aircraft operations;

(94) ‘SIGMET message’ means information issued by a meteorological watch office concerning the
occurrence or expected occurrence of specified en-route weather phenomena which may affect
the safety of aircraft operations and of the development of those phenomena in time and space;
(95) ‘special air-report’ means a meteorological report by an aircraft issued in accordance with the
criteria based on observations made during the flight;
(96) ‘stress’ means the outcomes experienced by an individual when faced with a potential cause
(‘stressor’) of human performance modification. The experience of the stressor may impact the
individual's performance negatively (distress), neutrally or positively (eustress), based on the
individual's perception of his/her ability to manage the stressor;
(97) ‘system and equipment rating training’ means training designed to impart specific
system/equipment knowledge and skills leading towards operational competence;
(98) ‘tailored data’ means aeronautical data which is provided by the aircraft operator or DAT
provider on the aircraft operator's behalf and produced for this aircraft operator for its intended
operational use;
(99) ‘take-off alternate aerodrome’ means an alternate aerodrome at which an aircraft can land
should this become necessary shortly after take-off and if it be not possible to use the
aerodrome of departure;
(100) ‘terminal aerodrome forecast (TAF)’ means a concise statement of the expected meteorological
conditions at an aerodrome for a specified period;
(101) ‘terrain’ means the surface of the Earth containing naturally occurring features such as
mountains, hills, ridges, valleys, bodies of water, permanent ice and snow, and excluding
obstacles;
(102) ‘threshold’ means the beginning of that portion of the runway usable for landing;
(103) ‘touchdown zone’ means the portion of a runway, beyond the threshold, where it is intended
that landing aeroplanes first contact the runway;
(104) ‘tropical cyclone’ is a generic term for a non-frontal synoptic-scale cyclone originating over
tropical or subtropical waters with organised convection and definite cyclonic surface wind
circulation;
(105) ‘tropical cyclone advisory centre (TCAC)’ means a meteorological centre providing advisory
information to meteorological watch offices, world area forecast centres and international
OPMET databanks regarding the position, forecast direction and speed of movement, central
pressure and maximum surface wind of tropical cyclones;
(106) ‘visibility’ means visibility for aeronautical purposes, which is the greater of:
(a) the greatest distance at which a black object of suitable dimensions, situated near the
ground, can be seen and recognised when observed against a bright background;
(b) the greatest distance at which lights in the vicinity of 1000 candelas can be seen and
identified against an unlit background;
(107) ‘volcanic ash advisory centre (VAAC)’ means a meteorological centre providing advisory
information to meteorological watch offices, area control centres, flight information centres,
world area forecast centres and international OPMET databanks regarding the lateral and
vertical extent and forecast movement of volcanic ash in the atmosphere following volcanic
eruptions;

(108) ‘world area forecast centre (WAFC)’ means a meteorological centre preparing and issuing
significant weather forecasts and upper-air forecasts in digital form on a global basis direct to
the Member States by appropriate means as part of the aeronautical fixed service;
(109) ‘world area forecast system (WAFS)’ means a worldwide system by which world area forecast
centres provide aeronautical meteorological en-route forecasts in uniform standardised
formats.
GM1 9. Aeronautical data

DAT PROVIDERS
Aeronautical data in the context of DAT providers should mean that aeronautical data needed for the
functionality of certified aircraft application(s) and does not form part of its (their) approved type
design. It may change over the course of time such as e.g. ‘aerodrome mapping data’, ‘obstacles data’
and ‘terrain data’, etc. which are amongst other types of ‘aeronautical data’.
GM1 20. Air traffic safety electronics personnel (ATSEP)

AUTHORISED PERSONNEL
(a) The achievement of competence is independent of the permission to perform any task.
Therefore, the ATSEP should be authorised to work on operational systems.
(b) It is intentionally not specified who is responsible for providing this authorisation. This is usually
done by the service provider, but it might be done by another entity depending on the national
arrangements for managing the competence and performance of ATSEP.
OPERATE, MAINTAIN, RELEASE FROM, AND RETURN INTO OPERATIONS
(c) The term ‘operate’ refers to the ability of the ATSEP to actively control a system and should not
be confused with, for example, the air traffic controllers’ function to operate particular
equipment in order to provide air traffic services. However, it is necessary for ATSEP to have an
understanding of how air traffic controllers operate or make use of operational systems, in
order to repair and maintain them appropriately. An ATSEP usually manages the engineering
operation of operational systems, for example by:
(1) making a radiotelephony test transmission to check a voice communication and control
system or a recording system;
(2) switching between systems A and B, or switching off the stand-by system, in case of
duplicated systems; or
(3) changing the range and gating maps of a radar system processor.
(d) The term ‘maintain’ refers to planned, preventative and corrective maintenance, including
fault-finding.
(e) The term ‘release from operations’ refers to the process of withdrawal from use of a
system/equipment from the operational environment, and ‘return into operations’ refers to the
process whereby the system/equipment is checked and restored to operational use, in
accordance with both risk assessment and mitigation.

MAINTENANCE TASKS BY ATSEP

(f) An operational system that has been released from operational service, but remains connected
to the operational environment must be maintained by ATSEP.
(g) An operational system that has been removed and fully isolated from the operational
environment by ATSEP, and cannot be returned without ATSEP intervention, may be maintained
by a non-ATSEP, but will be subject to the ANSP’s checks before return to the operational
environment.
(h) A non-ATSEP is not authorised to remove an operational system from the operational
environment.
(i) A non-ATSEP is not authorised to return a system into the operational environment.
(j) An ATSEP is responsible for determining the operational system status/serviceability before
returning it to the operational environment.
GM2 20. Air traffic safety electronics personnel (ATSEP)

SCOPE
The design, testing, installation and commissioning of operational systems and equipment are
excluded from the scope of this section.
DESIGN OF OPERATIONAL SYSTEMS AND EQUIPMENT
Design also includes software.
COMMISSIONING OF OPERATIONAL SYSTEMS AND EQUIPMENT
The term ‘commissioning’ is understood to be the process by which a system/equipment, which has
been installed, is tested to ensure that it works according to its design objectives or specifications, and
that it is ready to be operated and maintained in accordance with the users’ operational requirements.
GM1 32. Authoritative source

ORGANISATIONS
Organisations formally recognised by the State authority to originate and/or publish data, which
meets the Data Quality Requirements (DQRs) as specified by that State, may be considered at least
but are not limited to Mapping, Cadastre, and Land Registry authorities.
GM1 42. Data quality requirements (DQRs)

GENERAL
Depending on the data characteristics considered, DQRs are specified as ‘internationally recognised
Data Quality Requirements’ (mainly when data is provided by authoritative sources), ‘end-user Data
Quality Requirements’ (typically for completeness, timeliness, etc.), or ‘system designer Data Quality
Requirements’ (considering other data characteristics, such as accuracy, resolution, assurance level,
traceability, format, etc.).

GM1 74. Obstacle

MOBILE OBJECTS
Mobile objects may be converted to fixed items in obstacle database taking into account its mobility
boundaries.
GM1 101. Terrain

GENERAL
In practical terms, depending on the method of data collection used, terrain represents the continuous
surface that exists at the bare Earth, the top of the canopy or something in-between, also known as
‘first reflective surface’.

Easy Access Rules for ATM-ANS ANNEX II — Part-ATM/ANS.AR
SUBPART A — GENERAL REQUIREMENTS
ANNEX II — PART-ATM/ANS.AR
REQUIREMENTS FOR COMPETENT AUTHORITIES —
OVERSIGHT OF SERVICES AND OTHER ATM NETWORK
FUNCTIONS
ATM/ANS.AR.A.001 Scope
This Annex establishes the requirements for the administration and management systems of the
competent authorities responsible for certification, oversight and enforcement in respect of the
application of the requirements set out in Annexes III to XIII by the service providers in accordance
with Article 6.
ATM/ANS.AR.A.005 Certification, oversight and enforcement tasks

(a) The competent authority shall exercise certification, oversight and enforcement tasks in respect
of the application of the requirements applicable to service providers, monitor the safe
provision of their services and verify that the applicable requirements are met.
(b) The competent authorities shall identify and exercise the responsibilities for certification,
oversight and enforcement in a manner which ensures that:
(1) specific points of responsibility exist to implement each provision of this Regulation;
(2) they are aware of the safety oversight mechanisms and their results;
(3) relevant information exchange is ensured between competent authorities.
The competent authorities concerned shall regularly review the agreement on the supervision
of the service providers providing air navigation services in functional airspace blocks (FABs)
that extend across the airspace falling under the responsibility of more than one Member States
referred to in Article 2(3) of Regulation (EC) No 550/2004 and, in the case of cross-border
provision of air navigation services, the agreement on the mutual recognition of supervisory
tasks referred to in Article 2(5) of Regulation (EC) No 550/2004, as well as the practical
implementation of those agreements, in particular in the light of achieved safety performance
of the service providers under their supervision.
(c) The competent authority shall establish coordination arrangements with other competent
authorities for notified changes to functional systems involving service providers under the
oversight of the other competent authorities. Those coordination arrangements shall ensure
the effective selection and review of those notified changes, in accordance with point
ATM/ANS.AR.C.025.

AMC1 ATM/ANS.AR.A.005(b) Certification, oversight and

enforcement tasks
REVIEW OF THE AGREEMENT

The agreement on the supervision in a functional airspace block (FAB) or in cases of cross-border
provision should include the frequency of the review.
GM1 ATM/ANS.AR.A.005(b) Certification, oversight and

enforcement tasks
CONCLUSION OF AN AGREEMENT
The agreement on the supervision in a FAB or in cases of cross-border provision may be concluded
among:
(a) the competent authorities nominated or established under agreements concluded among
Member States in accordance with Article 2(3) of Regulation (EC) No 550/2004; or
(b) the competent authorities of the service providers in cases of cross-border provision.
GM2 ATM/ANS.AR.A.005(b) Certification, oversight and

enforcement tasks
REVIEW OF THE AGREEMENT

During the review of the agreement, the competent authorities should address the practical
implementation considering the results of the assessment performed in accordance with
ATM/ANS.AR.C.001.
GM1 ATM/ANS.AR.A.005(c) Certification, oversight and

enforcement tasks
COORDINATION ARRANGEMENTS BETWEEN COMPETENT AUTHORITIES FOR SELECTION AND REVIEW OF

MULTI-ACTOR CHANGES
(a) When the notification of a change to a service provider’s functional system indicates, as per
AMC1 ATM/ANS.OR.A.045(a), that the change will affect the services provided by other service
providers either directly or by affecting the context in which these services are delivered, these
other service providers and the notifying service provider are participating in a multi-actor
change. Some or all of these other service providers may also notify their competent authorities
because they either have to make a reactive change or they are participating in a cooperative
change to their functional systems.
(b) If there are service providers participating in the multi-actor change who are proposing to make
changes to their functional systems and are under the oversight of more than one competent
authority, then the decision to review and the review itself of safety assessments and safety
support assessments has to be a coordinated activity involving all the competent authorities
that oversee the service providers participating in the multi-actor change.

(c) Normally, competent authorities act independently when making decisions on how to select
and review safety assessments, but in the case of multi-actor changes that cross State
boundaries, the only way to ensure the effective selection and review of the notified changes is
through coordination with other competent authorities. Coordination arrangements, which are
difficult to define in advance, are to be established when the need arises. The objective of these
agreements should be to ensure that the overall change is safe, i.e. the overall safety case is
based on a complete and correct set of assumptions and mitigations and the associated risk
assessments are valid.
(d) The arrangements should ensure that:
(1) the competent authorities involved evaluate in a harmonised way the risk posed by the
change, and as a consequence there is an agreement on what safety (support)
assessments will be reviewed by each competent authority; and
(2) individual reviews of safety (support) assessments assure the necessary conditions are
met, i.e. common assumptions and common mitigations are used correctly in each safety
(support) assessment and the identified risks are valid.
(e) However, the assurance that the set of common assumptions and common mitigations are
complete and correct cannot be provided in each individual safety case. The argument for that
assurance has to be made in an overall safety case and reviewed collectively by the competent
authorities involved in the overall change. The form of this collective review should be included
in the coordination agreement.
ATM/ANS.AR.A.010 Certification, oversight and enforcement

documentation
The competent authority shall make available the relevant legislative acts, standards, rules, technical
publications and related documents to its personnel in order to perform their tasks and to discharge
their responsibilities.
ATM/ANS.AR.A.015 Means of compliance

(a) The Agency shall develop acceptable means of compliance (AMC) that may be used to establish
compliance with the requirements of this Regulation. When AMC are complied with, the
applicable requirements of this Regulation shall be deemed to have been met.
(b) Alternative means of compliance (AltMOC) may be used to establish compliance with the
requirements of this Regulation.
(c) The competent authority shall establish a system to consistently evaluate that all AltMOC used
by itself or by the service providers under its oversight allow the establishment of compliance
with the requirements of this Regulation.
(d) The competent authority shall evaluate all AltMOC proposed by a service provider in accordance
with point ATM/ANS.OR.A.020 by analysing the documentation provided and, if considered
necessary, conducting an inspection of the service provider.
When the competent authority finds that the AltMOC are sufficient to ensure compliance with
the applicable requirements of this Regulation it shall without undue delay:

(1) notify the applicant that the AltMOC may be implemented and, if applicable, amend the
certificate of the applicant accordingly;
(2) notify the Agency of their content, including copies of all relevant documentation;
(3) inform other Member States about the AltMOC that were accepted.
(e) When the competent authority itself uses AltMOC to achieve compliance with the applicable
requirements of this Regulation, it shall:
(1) make them available to all service providers under its oversight;
(2) notify the Agency without undue delay.
The competent authority shall provide the Agency with a full description of the AltMOC,
including any revisions to procedures that may be relevant, as well as an assessment
demonstrating that the applicable requirements of this Regulation are met.
GM1 ATM/ANS.AR.A.015 Means of compliance

GENERAL
Alternative means of compliance used by a competent authority or by organisations under its
oversight may be used by other competent authorities or service providers only if processed again in
accordance with ATM/ANS.AR.A.015(d) and (e).
AMC1 ATM/ANS.AR.A.015(d)(3) Means of compliance

GENERAL
The information to be provided to other Member States following approval of an alternative means
of compliance (AltMoC) should contain a reference to the acceptable means of compliance (AMC) to
which such means of compliance provides an alternative, where such AMC exists, as well as a
reference to the corresponding implementing rule (IR), indicating, as applicable, the point(s) covered
by the AltMoC.
ATM/ANS.AR.A.020 Information to the Agency

(a) The competent authority shall without undue delay notify the Agency in case of any significant
problems with the implementation of the relevant provisions of Regulation (EC) No 216/2008
and its implementing rules or of Regulations (EC) No 549/2004, (EC) No 550/2004, (EC)
No 551/2004 and Regulation (EC) No 552/2004 of the European Parliament and of the Council1
applicable to service providers.
1 Regulation (EC) No 552/2004 of the European Parliament and of the Council of 10 March 2004 on the interoperability of the European
Air Traffic Management network (the interoperability Regulation) (OJ L 96, 31.3.2004, p. 26).

(b) Without prejudice to Regulation (EU) No 376/2014 of the European Parliament and of the
Council1, the competent authority shall provide the Agency with safety-significant information
stemming from the occurrence reports it has received.
GM1 ATM/ANS.AR.A.020(b) Information to the Agency

MEANING OF SAFETY-SIGNIFICANT INFORMATION STEMMING FROM OCCURRENCE REPORTS

The following should be considered safety-significant information stemming from occurrence reports:
(a) Conclusive safety analyses that summarise individual occurrence data and provide an in-depth
assessment of the safety issue. These safety analyses can be used for Agency regulatory
activities or for safety promotion activities such as the European Plan for Aviation Safety; and
(b) Individual occurrence data where the Agency is the competent authority.

RECOMMENDED CONTENT FOR CONCLUSIVE SAFETY ANALYSES

(a) The following content should be provided in conclusive safety analyses:
(1) a detailed description of the safety issue, containing the scenario in which the safety issue
takes place; and
(2) an indication of the users affected by the safety issue, including types of services and
organisations.
(b) The content of such safety analyses may additionally include, as appropriate, the following:
(1) a risk assessment quantifying the severity and frequency of the safety issue;
(2) information about the existing safety barriers that the aviation system has in place to
prevent the safety issue from releasing its likely consequences;
(3) any mitigating actions already being in place or developed to deal with the safety issue;
(4) recommendations for future actions to mitigate the reported safety issue; and
(5) any other element the competent authority understands as essential in order for the
Agency to properly assess the safety issue.
1 Regulation (EU) No 376/2014 of the European Parliament and of the Council of 3 April 2014 on the reporting, analysis and follow-up of
occurrences in civil aviation, amending Regulation (EU) No 996/2010 of the European Parliament and of the Council and repealing
Directive 2003/42/EC of the European Parliament and of the Council and Commission Regulations (EC) No 1321/2007 and (EC)
No 1330/2007 (OJ L 122, 24.4.2014, p. 18).


REPORTING CRITERIA FOR SAFETY-SIGNIFICANT INFORMATION STEMMING FROM OCCURRENCE REPORTS

WHERE THE AGENCY IS THE COMPETENT AUTHORITY
In the case of occurrences related to organisations certified by the Agency, safety-significant
information stemming from occurrence reports should be notified to the Agency if:
(a) the occurrence is defined as a reportable occurrence for organisations certified as Pan-
European service providers and service providers in the airspace of the territory to which the
Treaty applies and having their principal place of operation or, if any, their registered office
located outside the territory subject to the provisions of the Treaty; and
(b) the competent authority has come to the conclusion that:
(1) the organisation certified by the Agency to which the occurrence relates, has not been
informed of the occurrence; or
(2) the occurrence has not been properly addressed or has been left unattended by the
organisation certified by the Agency.
Such occurrence data should be reported in a format compatible with the European Coordination
Centre for Accident and Incident Reporting Systems (ECCAIRS) and should provide all relevant
information for its assessment and analysis, including necessary additional files in the form of
attachments.

EXCHANGE OF SAFETY-SIGNIFICANT INFORMATION WITH THE AGENCY

A coordinator should be appointed by each competent authority, as appropriate, to exchange
information regarding safety-significant information between the authority reporting the occurrence
and the Agency.
ATM/ANS.AR.A.025 Immediate reaction to safety problem

(a) Without prejudice to Regulation (EU) No 376/2014, the competent authority shall implement a
system to appropriately collect, analyse, and disseminate safety information.
(b) The Agency shall implement a system to appropriately analyse any relevant safety information
received from the competent authorities and without undue delay provide to Member States
and the Commission, as appropriate, any information, including recommendations or corrective
actions to be taken, necessary for them to react in a timely manner to a safety problem involving
the service providers.
(c) Upon receiving the information referred to in points (a) and (b), the competent authority shall
take adequate measures to address the safety problem, including the issuing of safety directives
in accordance with point ATM/ANS.AR.A.030.
(d) Measures taken under point (c) shall immediately be notified to the service providers concerned
to comply with them, in accordance with point ATM/ANS.OR.A.060. The competent authority
shall also notify those measures to the Agency and, when combined action is required, the other
competent authorities concerned.

ATM/ANS.AR.A.030 Safety directives

(a) The competent authority shall issue a safety directive when it has determined the existence of
an unsafe condition in a functional system requiring immediate action.
(b) The safety directive shall be forwarded to the service providers concerned and contain, as a
minimum, the following information:
(1) the identification of the unsafe condition;
(2) the identification of the affected functional system;
(3) the actions required and their rationale;
(4) the time limit for completing the actions required;
(5) its date of entry into force.
(c) The competent authority shall forward a copy of the safety directive to the Agency and any
other competent authorities concerned within one month from its issuance.
(d) The competent authority shall verify the compliance of service providers with the applicable
safety directives.
GM1 ATM/ANS.AR.A.030 Safety directives

GENERAL
(a) The safety directive is a document issued by the competent authority, mandating actions to be
performed by one or more service providers, when evidence shows that aviation safety may
otherwise be compromised. Thus, the competent authority is responsible for the determination
of the actions required and their rationale.
(b) The competent authority is required to perform a verification of compliance of the service
providers with the safety directives in accordance with ATM/ANS.AR.A.030(d). In this respect,
ATM/ANS.AR.C.005(a)(6) requires the competent authority to establish a process to verify the
implementation of safety directives by the service providers. The actions that need to be taken
depend on the content of the safety directive and the nature of the unsafe condition.

GM2 ATM/ANS.AR.A.030(b) Safety directives

CONTENT
[Name of the competent authority] SAFETY DIRECTIVE
SD No/ ISSUE No:[…]

[Logo of the competent authority]
Date: dd Month YYYY
This Safety Directive is issued in accordance with Commission Implementing Regulation (EU) 2017/373
[Identification of the affected

[Name of the service provider(s)]
functional system]
Safety Directive Title [Title]
[Describe the unsafe condition that is the reason for the issuance
Unsafe condition identified:
of the SD]
[Describe the required action(s) and their rationale; indicate the

Required action(s), their rationale and
compliance time(s) within which the action(s) should be
compliance time(s):
accomplished]
Date of entry into force of SD: dd Month YYYY
(a) [service provider(s) address:

Post code, City
Country
Email address:…]
Distributed to:
(b) [competent authorities concerned]
(c) [European Aviation Safety Agency]

Remarks:

GM3 ATM/ANS.AR.A.030(c) Safety directives

FORWARDING OF SAFETY DIRECTIVES

For instance, a safety directive that should be forwarded to the Agency under ATM/ANS.AR.A.030
could be a case:
(a) where the competent authority has determined that there is an immediate need to take certain
actions in order to respond to a safety recommendation; or
(b) following an accident or serious incident; or
(c) when this or a similar unsafe condition may be present in other service providers of the same
Member State.

SUBPART B — MANAGEMENT
(ATM/ANS.AR.B)
SUBPART B — MANAGEMENT (ATM/ANS.AR.B)
ATM/ANS.AR.B.001 Management system

(a) The competent authority shall establish and maintain a management system, including, as a
minimum, the following elements:
(1) documented policies and procedures to describe its organisation, means and methods to
achieve compliance with Regulation (EC) No 216/2008 and its implementing rules as
necessary for the exercise of its certification, oversight and enforcement tasks under this
Regulation. The procedures shall be kept up to date and serve as the basic working
documents within that competent authority for all related tasks;
(2) a sufficient number of personnel, including inspectors, to perform its tasks and discharge
its responsibilities under this Regulation. Such personnel shall be qualified to perform
their allocated tasks and have the necessary knowledge, experience, initial, on-the-job
and recurrent training to ensure continuing competence. A system shall be in place to
plan the availability of personnel, in order to ensure the proper completion of all related
tasks;
(3) adequate facilities and office accommodation to perform those allocated tasks;
(4) a process to monitor compliance of the management system with the relevant
requirements and adequacy of the procedures, including the establishment of an internal
audit process and a safety risk management process. Compliance monitoring shall include
a feedback system of audit findings to the senior management of the competent
authority to ensure implementation of corrective actions as necessary;
(5) a person or group of persons ultimately responsible to the senior management of the
competent authority for the compliance monitoring function.
(b) The competent authority shall, for each field of activity included in the management system,
appoint one or more persons with the overall responsibility for the management of the relevant
task(s).
(c) The competent authority shall establish procedures for participation in a mutual exchange of
all necessary information and assistance with other competent authorities concerned, including
exchange of all findings raised and follow-up actions taken as a result of certification and
oversight of service providers exercising activities in the territory of a Member State, but
certified by the competent authority of another Member State or the Agency.
(d) A copy of the procedures related to the management system and their amendments shall be
made available to the Agency for the purpose of standardisation.
AMC1 ATM/ANS.AR.B.001(a)(2) Management system

QUALIFIED PERSONNEL
The competent authority should:
(a) define and document the education, training, technical and operational knowledge, experience
and qualifications relevant to the duties of each position involved in oversight activities within
their structure;

(ATM/ANS.AR.B)
(b) ensure specific training for those involved in oversight activities within their structure; and
(c) ensure that personnel designated to conduct safety regulatory audits, including auditing
personnel from qualified entities, meet specific qualification criteria defined by the competent
authority. The criteria should address:
(1) the knowledge and understanding of the requirements related to the services provision
in ATM/ANS and other ATM network functions against which safety regulatory audits
may be performed;
(2) the use of assessment techniques;
(3) the skills required for managing an audit; and
(4) the demonstration of competence of auditors through evaluation or other acceptable
means.

TRAINING PROGRAMME AND RECURRENT TRAINING

(a) The competent authority should establish a training programme for its personnel, including its
inspectors for the oversight of services provision in ATM/ANS and other ATM network functions,
and a plan for its implementation. The training programme should include, as appropriate to
the role, current knowledge, experience and skills of the personnel, at least the following:
(1) organisation and structure of the aviation legislation;
(2) the Chicago Convention, relevant ICAO annexes and documents, the applicable
requirements of Regulation (EC) No 216/20081, its IRs, as well as Regulations (EC)
Nos 549/20042, 550/20043, 551/20044, and 552/20045 and their IRs and related
acceptable means of compliance (AMC), certification specifications (CSs) and guidance
material (GM), as well as assessment methodology of the alternative means of
compliance and the applicable national legislation;
(3) the applicable requirements and procedures; and
(4) areas of particular interest.
1 Regulation (EC) No 216/2008 of the European Parliament and the Council of 20 February 2008 on common rules in the
field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC,
Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p. 1).
2 Regulation (EC) No 549/2004 of the European Parliament and of the Council of 10 March 2004 laying down the
framework for the creation of the single European sky (the framework Regulation) - Statement by the Member States on
military issues related to the single European sky (OJ L 96, 31.3.2004, p. 1).
3 Regulation (EC) No 550/2004 of the European Parliament and of the Council of 10 March 2004 on the provision of air
navigation services in the single European sky (the service provision Regulation) (OJ L 96, 31.3.2004, p. 10).
4 Regulation (EC) No 551/2004 of the European Parliament and of the Council of 10 March 2004 on the organisation and
use of the airspace in the single European sky (the airspace Regulation) - Commission statement (OJ L 96, 31.3.2004,
p. 20).
5 Regulation (EC) No 552/2004 of the European Parliament and of the Council of 10 March 2004 on the interoperability of
the European Air Traffic Management network (the interoperability Regulation) (OJ L 96, 31.3.2004, p. 26).

(ATM/ANS.AR.B)
(b) The training programme and the training plan should be updated, as needed, to reflect at least
changes in aviation legislation and industry. The training programme should also cover specific
needs of the personnel and the competent authority.
(c) The competent authority should ensure that its personnel, including its inspectors for the
oversight of services provision in ATM/ANS and other ATM network functions, undergo
recurrent training at regular intervals as defined by the competent authority or whenever
deemed necessary in order to keep being up to date.
GM1 ATM/ANS.AR.B.001(a)(2) Management system

SUFFICIENT PERSONNEL
(a) This guidance material for the determination of the required personnel is limited to the
performance of certification and oversight tasks, excluding personnel required to perform tasks
subject to any national regulatory requirements.
(b) The elements to be considered when determining required personnel and planning their
availability may be divided into quantitative and qualitative:
(1) Quantitative elements:
(i) number of initial certificates to be issued;
(ii) number of service providers certified by the competent authority; and
(iii) number of flight information services providers having declared their activity to the
competent authority.
(2) Qualitative elements:
(i) size, nature, and complexity of activities of service providers (cf. AMC1
ATM/ANS.OR.B.005(e));
(ii) results of past oversight activities, including audits, inspections and reviews, in
terms of risks and regulatory compliance:
(A) number and level of findings; and
(B) implementation of corrective actions; and
(iii) size of the Member State’s aviation industry and potential growth of activities in
the field of civil aviation, which may be an indication of the number of new
applications and changes to existing certificates to be expected.
(c) Based on existing data from previous oversight planning cycles and taking into account the
situation within the Member State’s aviation industry, the competent authority may estimate:
(1) the standard working time required for processing applications for new certificates;
(2) the standard working time required for processing declarations;
(3) the number of new declarations or changed declarations;
(4) the number of new certificates to be issued for each planning period; and
(5) the number of changes to existing certificates and changes to functional systems to be
processed for each planning period.

(ATM/ANS.AR.B)
(d) In line with the competent authority’s oversight policy, the following planning data should be
determined specifically for each service provider, certified or declared, as well as for the
Network Manager:
(1) standard number of audits/inspections to be performed per oversight planning cycle;
(2) standard duration of each audit/inspection;
(3) standard working time for audit/inspection preparation, on-site audit/inspection,
reporting and follow-up per inspector for the oversight of services provision and other
ATM network functions; and
(4) minimum number and required qualification of inspectors for the oversight of services
provision and other ATM network functions for each audit/inspection.
(e) Standard working time could be expressed either in working hours or in working days per
inspector for the oversight of services provision and other ATM network functions. All planning
calculations should then be based on the same unit (hours or working days).
(f) For each service provider, the number of working hours/days per planning period for each
qualified inspector for the oversight of services provision and other ATM network functions that
may be allocated for certification, oversight and enforcement activities should be determined
taking into account:
(1) purely administrative tasks not directly related to oversight and certification;
(2) training;
(3) participation in other projects;
(4) planned absence; and
(5) the need to include a reserve for unplanned tasks or unforeseeable events.
(g) The determination of working time available for certification, oversight and enforcement
activities should also take into account the possible use of third parties.

COMPLIANCE MONITORING PROCESS

The formal process to monitor the compliance of the management system with the relevant
requirements, and the adequacy of the procedures should:
(a) include a feedback system of audit findings to ensure implementation of corrective actions as
necessary; and
(b) be the responsibility of a person or group of persons who should be responsible to the senior
management of the competent authority and who perform(s) compliance monitoring activities
with functional independence from the units/departments (s)he (they) oversees (oversee) and
with direct access to the senior management of the competent authority and to appropriate
management for safety matters.

(ATM/ANS.AR.B)
ATM/ANS.AR.B.005 Allocation of tasks to qualified entities

(a) The competent authority may allocate its tasks related to the certification or oversight of service
providers under this Regulation, other than the issuance of certificates themselves, to qualified
entities. When allocating such tasks, the competent authority shall ensure that it has:
(1) a system in place to initially and continuously assess that the qualified entity complies
with Annex V to Regulation (EC) No 216/2008. This system and the results of the
assessments shall be documented; and
(2) established a documented agreement with the qualified entity, approved by both parties
at the appropriate management level, which clearly defines:
(i) the tasks to be performed;
(ii) the declarations, reports and records to be provided;
(iii) the technical conditions to be met when performing such tasks;
(iv) the related liability coverage;
(v) the protection given to information acquired when carrying out such tasks.
(b) The competent authority shall ensure that the internal audit process and the safety risk
management process required by point ATM/ANS.AR.B.001(a)(4) cover all tasks performed on
its behalf by the qualified entity.
AMC1 ATM/ANS.AR.B.005 Allocation of tasks to qualified entities

ASSESSMENT OF THE QUALIFIED ENTITIES

(a) The competent authority should include in its system to initially and continuously assess the
qualified entity’s (ies’) compliance with Annex V to Regulation (EC) No 216/2008, the possibility
for the competent authority to perform audits of the qualified entity (ies).
(b) The competent authority should verify that all qualified entities’ personnel concerned with the
conduct of audits or reviews should be adequately trained and qualified. The competent
authority should verify how the qualified entities:
(1) define and document the education, training, technical and operational knowledge,
experience and qualifications for those involved in oversight activities;
(2) ensure specific training for those involved in oversight activities; and
(3) ensure that personnel designated to conduct audits meet specific qualification criteria.
The criteria should address:
(i) the knowledge and understanding of the requirements related to the services
provision in ATM/ANS and other ATM network functions against which audits may
be performed;
(ii) the use of assessment techniques;
(iii) the skills required for managing an audit; and
(iv) the demonstration of competence of auditors through evaluation or other
acceptable means.

(ATM/ANS.AR.B)
GM1 ATM/ANS.AR.B.005 Allocation of tasks to qualified entities

CERTIFICATION TASKS
The tasks that may be performed by a qualified entity on behalf of the competent authority include
those related to the initial certification and continuing oversight of service providers as defined in this
Regulation, with the exclusion of the issuance of a certificate.
ATM/ANS.AR.B.010 Changes in the management system

(a) The competent authority shall have a system in place to identify changes that affect its
capability to perform its tasks and discharge its responsibilities under this Regulation. This
system shall enable it to take action, as appropriate, to ensure that the management system
remains adequate and effective.
(b) The competent authority shall update its management system to reflect any change to this
Regulation in a timely manner, so as to ensure effective implementation.
(c) The competent authority shall notify the Agency of significant changes affecting its capability to
perform its tasks and discharge its responsibilities under this Regulation.
ATM/ANS.AR.B.015 Record-keeping
(a) The competent authority shall establish a system of record-keeping providing for adequate
storage, accessibility, and reliable traceability of:
(1) the management system's documented policies and procedures;
(2) training, qualification, and authorisation of personnel as required by point
ATM/ANS.AR.B.001(a)(2);
(3) the allocation of tasks, covering the elements required by point ATM/ANS.AR.B.005, as
well as the details of tasks allocated;
(4) certification and/or declaration processes;
(5) designations of air traffic services and meteorological services providers, as appropriate;
(6) certification and oversight of service providers exercising activities within the territory of
the Member State, but certified by the competent authority of another Member State or
the Agency, as agreed between those authorities;
(7) the evaluation and notification to the Agency of AltMOC proposed by service providers
and the assessment of AltMOC used by the competent authority itself;
(8) compliance of service providers with the applicable requirements of this Regulation after
the issuance of the certificate or, where relevant, submission of a declaration, including
the reports of all audits, covering findings, corrective actions, and date of action closure,
and observations as well as other safety-related records;
(9) enforcement measures taken;
(10) safety information, safety directives and follow-up measures;

(ATM/ANS.AR.B)
(11) the use of flexibility provisions in accordance with Article 14 of Regulation (EC)
No 216/2008.
(b) The competent authority shall maintain a list of all service provider certificates issued and
declarations received.
(c) All records shall be kept for a minimum period of 5 years after the certificate ceases to be valid
or the declaration is withdrawn, subject to the applicable data protection law.
AMC1 ATM/ANS.AR.B.015(a)(2) Record-keeping

DURATION OF RETENTION PERIOD OF RECORDS

Records related to the training and qualification of the personnel of the competent authority should
be kept until the end of their employment.
AMC1 ATM/ANS.AR.B.015(a)(8) Record-keeping

RECORD-KEEPING FOR FUNCTIONAL SYSTEMS CHANGE MANAGEMENT PROCEDURES

The competent authority should keep a record of all the change management procedures,
modifications and deviations it has approved in accordance with ATM/ANS.AR.C.030(a) and those that
have been rejected, together with a rationale. The competent authority should be able to cross-
reference them to the requirement of the associated requirement in the Regulation that they intend
to comply with.

SUBPART C — OVERSIGHT, CERTIFICATION
AND ENFORCEMENT (ATM/ANS.AR.C)
SUBPART C — OVERSIGHT, CERTIFICATION AND

ENFORCEMENT (ATM/ANS.AR.C)
ATM/ANS.AR.C.001 Monitoring of safety performance

(a) The competent authorities shall regularly monitor and assess the safety performance of the
service providers under their oversight.
(b) The competent authorities shall use the results of the monitoring of safety performance in
particular within their risk-based oversight.
ATM/ANS.AR.C.005 Certification, declaration, and verification of

service providers' compliance with the requirements
(a) Within the framework of point ATM/ANS.AR.B.001(a)(1), the competent authority shall
establish a process in order to verify:
(1) service providers' compliance with the applicable requirements set out in Annexes III to
XIII, and any applicable conditions attached to the certificate before the issue of that
certificate. The certificate shall be issued in accordance with Appendix 1 to this Annex;
(2) compliance with any safety-related obligations in the designation act issued in
accordance with Article 8 of Regulation (EC) No 550/2004;
(3) continued compliance with the applicable requirements of the service providers under
its oversight;
(4) implementation of safety objectives, safety requirements and other safety-related
conditions identified in declarations of verification of systems, including any relevant
declaration of conformity or suitability for use of constituents of systems issued in
accordance with Regulation (EC) No 552/2004;
(5) the implementation of safety directives, corrective actions and enforcement measures.
(b) The process referred to in point (a) shall:
(1) be based on documented procedures;
(2) be supported by documentation specifically intended to provide its personnel with
guidance to perform their tasks related to certification, oversight and enforcement;
(3) provide the organisation concerned with an indication of the results of the certification,
oversight and enforcement activity;
(4) be based on audits, reviews and inspections conducted by the competent authority;
(5) with regard to certified service providers, provide the competent authority with the
evidence needed to support further action, including measures referred to in Article 9 of
Regulation (EC) No 549/2004, Article 7(7) of Regulation (EC) No 550/2004, and by Articles
10, 25, and 68 of Regulation (EC) No 216/2008 in situations where requirements are not
complied with;

(6) with regard to service providers making declarations, provide the competent authority
with the evidence to take, if appropriate, remedial action which may include enforcement
actions, including, where appropriate, under national law.
ATM/ANS.AR.C.010 Oversight
(a) The competent authority, or qualified entities acting on its behalf, shall conduct audits, in
accordance with Article 5.
(b) The audits referred to in point (a) shall:
(1) provide the competent authority with evidence of compliance with the applicable
requirements and with the implementing arrangements;
(2) be independent of any internal auditing activities undertaken by the service provider;
(3) cover complete implementing arrangements or elements thereof, and processes or
services;
(4) determine whether:
(i) the implementing arrangements comply with the applicable requirements;
(ii) the actions taken comply with the implementing arrangements and the applicable
requirements;
(iii) the results of actions taken match the results expected from the implementing
arrangements.
(c) The competent authority shall, on the basis of the evidence at its disposal, monitor the
continuous compliance with the applicable requirements of this Regulation of the service
providers under its oversight.
GM1 ATM/ANS.AR.C.010 Oversight

DEMONSTRATION OF COMPLIANCE — DAT PROVIDERS

In addition to the applicable requirements, the competent authority should assess the standards and
processes applied by the DAT provider. The following specific areas should be overseen against
EUROCAE ED-76A/RTCA DO-200B ‘Standards for Processing Aeronautical Data’, dated June 2015:
(a) plans and procedures, including:
(1) alteration procedures (i.e. informing the supplier or data originator of the data alteration
and endeavouring to receive concurrence/agreement);
(2) data verification and validation (including the procedures that define the level of checking
of the database prior to release). These procedures should be reviewed to ensure
adequacy;
(3) reporting and handling procedures (including occurrence reporting);
(4) data configuration management;
(5) data transmission practices;
(6) tool qualification; and

(7) internal audit checks and response mechanisms;

(b) internal standards; and
(c) definition of ‘Data Quality Requirements’.
EUROCAE ED-76/RTCA DO-200A may be also used for the demonstration of compliance.
AMC1 ATM/ANS.AR.C.010(a) Oversight

AUDITS
The audits should include oversight of changes to the functional system in order to:
(a) verify that changes made to the functional system:
(1) comply with ATM/ANS.OR.A.045;
(2) have been managed in accordance with the procedures identified in
ATM/ANS.OR.B.010(a) that have been approved; and
(3) are being verified against the monitoring criteria that were identified in the assurance
argument as a result of complying with ATM/ANS.OR.C.005(b)(2) or ATS.OR.205(b)(6), as
appropriate; and
(b) verify that if, as a result of the monitoring referred to in (a)(3), the argument, referred to in
ATS.OR.205(a)(2) and ATM/ANS.OR.C.005(a)(2), is found to be incomplete and/or incorrect,
then the service provider has initiated a change or has revised the argument such that the
inferences or evidence are now sufficient to justify the claim.
GM1 ATM/ANS.AR.C.010(b)(1) Oversight

IMPLEMENTING ARRANGEMENTS
Implementing arrangements should be considered to be the service provider’s (safety) management
system(s) documentation, manuals, service provision conditions or the certificate and the content of
the declaration, as applicable.
ATM/ANS.AR.C.015 Oversight programme

(a) The competent authority shall establish and update annually an oversight programme taking
into account the specific nature of the service providers, the complexity of their activities, the
results of past certification and/or oversight activities and shall be based on the assessment of
associated risks. It shall include audits, which shall:
(1) cover all the areas of potential safety concern, with a focus on those areas where
problems have been identified;
(2) cover all the service providers under the supervision of the competent authority;
(3) cover the means implemented by the service provider to ensure the competency of
personnel;
(4) ensure that audits are conducted in a manner commensurate with the level of the risk
posed by the service provider operations and services provided; and

(5) ensure that for service providers under its supervision, an oversight planning cycle not
exceeding 24 months is applied.
The oversight planning cycle may be reduced if there is evidence that the safety
performance of the service provider has decreased.
For a service provider certified by the competent authority, the oversight planning cycle
may be extended to a maximum of 36 months if the competent authority has established
that, during the previous 24 months:
(i) the service provider has demonstrated an effective identification of aviation safety
hazards and management of associated risks;
(ii) the service provider has continuously demonstrated compliance with the change
management requirements under points ATM/ANS.OR.A.040 and
ATM/ANS.OR.A.045;
(iii) no level 1 findings have been issued;
(iv) all corrective actions have been implemented within the time period accepted or
extended by the competent authority as defined in point ATM/ANS.AR.C.050.
If, in addition to the above, the service provider has established an effective continuous
reporting system to the competent authority on the safety performance and regulatory
compliance of the service provider, which has been approved by the competent
authority, the oversight planning cycle may be extended to a maximum of 48 months;
(6) ensure follow-up of the implementation of corrective actions;
(7) be subject to consultation with the service providers concerned and notification
thereafter;
(8) indicate the envisaged interval of the inspections of the different sites, if any.
(b) The competent authority may decide to modify the objectives and the scope of pre-planned
audits, including documentary reviews and additional audits, wherever that need arises.
(c) The competent authority shall decide which arrangements, elements, services, functions,
physical locations, and activities are to be audited within a specified time frame.
(d) Audit observations and findings issued in accordance with point ATM/ANS.AR.C.050 shall be
documented. The latter shall be supported by evidence, and identified in terms of the applicable
requirements and their implementing arrangements against which the audit has been
conducted.
(e) An audit report, including the details of the findings and observations, shall be drawn up and
communicated to the service provider concerned.
AMC1 ATM/ANS.AR.C.015 Oversight programme

GENERAL
(a) When establishing an oversight programme appropriate to each provider, the competent
authority should take into account the safety performance of the service provider to be audited.
Inspectors for the oversight of services provision and other ATM network functions should work
in accordance with the schedule provided to them.

(b) Having regard to the performance of service providers, the competent authority may vary the
frequency of the audits or inspections.
(c) When defining the oversight programme, the competent authority should assess the risks
related to the activity of each service provider, certified or declared, or the Network Manager,
and adapt the audits and inspections to the level of risk identified.
AMC1 ATM/ANS.AR.C.015(a) Oversight programme

SPECIFIC NATURE AND COMPLEXITY OF THE ORGANISATION

(a) When determining the oversight programme for a service provider, the competent authority
should consider in particular the following elements, as applicable:
(1) the implementation by the service provider of industry standards, directly relevant to the
organisation’s activity subject to this Regulation;
(2) the procedure applied for and scope of changes not requiring prior approval in
accordance with ATM/ANS.OR.A.040(b); and
(3) specific procedures implemented by the service provider related to any alternative
means of compliance used.
(b) For the purpose of assessing the complexity of an organisation’s management system,
AMC1 ATM/ANS.OR.B.005(e) should be used.
AMC1 ATM/ANS.AR.C.015(a)(1) Oversight programme

AREA OF POTENTIAL SAFETY CONCERNS — DAT PROVIDERS

The competent authority should audit the DAT provider’s procedures for dealing with situations where
resolution and corrections could not be obtained with the aeronautical data source or other DAT
providers for data that has been called into question in accordance with AMC1 DAT.TR.105(a). Such
audits should confirm that effective controls are in place to ensure that an unsafe product is not
released and that such concerns are communicated to customers in accordance with the requirements
laid down in DAT.OR.200.
ATM/ANS.AR.C.020 Issue of certificates

(a) Following the process laid down in point ATM/ANS.AR.C.005(a), upon receiving an application
for the issuance of a certificate to a service provider, the competent authority shall verify the
service provider's compliance with the applicable requirements of this Regulation.
(b) The competent authority may require any audits, inspections or assessments it finds necessary
before issuing the certificate.
(c) The certificate shall be issued for an unlimited duration. The privileges of the activities that the
service provider is approved to conduct shall be specified in the service provision conditions
attached to the certificate.
(d) The certificate shall not be issued where a level 1 finding remains open. In exceptional
circumstances, finding(s), other than level 1, shall be assessed and mitigated as necessary by

the service provider and a corrective action plan for closing the finding(s) shall be approved by
the competent authority prior to the certificate being issued.
GM1 ATM/ANS.AR.C.020 Issue of certificates

OPERATIONAL CONDITIONS OR LIMITATIONS

(a) If, during the certification process, an operational condition or limitation has been determined
as necessary to be imposed on or implemented by the service provider, the competent
authority should ensure that such operational condition or limitation is prescribed in the service
provision conditions attached to the service provider’s certificate.
(b) Limitations in the certification may be used to identify restrictions to be applied in the provision
of services and any other particularity of the service provided (e.g. intended usage, type of
operations).
(c) Limitations may also relate to some restrictions on the service(s) provided associated with non-
compliances with respect to some performance requirements.
(d) Conditions may address actions that require to be accomplished to confirm the validity of the
certificate.
GM2 ATM/ANS.AR.C.020 Issue of certificates

EXAMPLES OF LIMITATIONS IN SERVICES

(a) Limitations for the provision of ILS Signal in Space could be:
(1) CAT I;
(2) CAT II; and
(3) CAT III.
(b) Limitations for the provision of Global Navigation Satellite System (GNSS) signal could be:
(1) based on the system used to provide Signal-in-Space:
(i) GNSS Core System;
(ii) Satellite-Based Augmentation System (SBAS); and
(iii) Ground-Based Augmentation System (GBAS); and/or
(2) based on the type of operations supported (e.g. en-route, en-route terminal, NPA, APV-
I, APV-II, Cat I, from ICAO Annex 10)
(c) Limitations for the Aeronautical Mobile Service (air–ground communication) could be:
(1) for flight information services;
(2) for area control service;
(3) for approach control service; and
(4) for aerodrome control service.
(d) Limitations for the provision of data from the secondary surveillance radar (SSR) could be:
(1) mode A/C; and

(2) mode S.
(e) Limitations for the provision of data from automatic dependant surveillance (ADS) could be:
(1) ADS-C; and
(2) ADS-B.
ATM/ANS.AR.C.025 Changes
(a) Upon receiving a notification for a change in accordance with point ATM/ANS.OR.A.045, the
competent authority shall comply with points ATM/ANS.AR.C.030, ATM/ANS.AR.C.035 and
ATM/ANS.AR.C.040.
(b) Upon receiving a notification for a change in accordance with point ATM/ANS.OR.A.040(a)(2)
that requires prior approval, the competent authority shall:
(1) verify the service provider's compliance with the applicable requirements before issuing
the change approval;
(2) take immediate appropriate action, without prejudice to any additional enforcement
measures, when the service provider implements changes requiring prior approval
without having received competent authority approval referred to in point (1).
(c) To enable a service provider to implement changes to its management system and/or safety
management system, as applicable, without prior approval in accordance with point
ATM/ANS.OR.A.040(b), the competent authority shall approve a procedure defining the scope
of such changes and describing how such changes will be notified and managed. In the
continuous oversight process, the competent authority shall assess the information provided in
the notification to verify whether the actions taken comply with the approved procedures and
applicable requirements. In case of any non-compliance, the competent authority shall:
(1) notify the service provider of the non-compliance and request further changes;
(2) in case of level 1 and level 2 findings, act in accordance with point ATM/ANS.AR.C.050.
AMC1 ATM/ANS.AR.C.025(b) Changes

CHANGES REQUIRING PRIOR APPROVAL

(a) Upon receipt of a notification for a proposed change that requires prior approval, the
competent authority should:
(1) formally acknowledge the receipt of the notification in writing within 10 working days;
(2) assess the proposed change in relation to the service provider’s certificate or the
conditions attached or management system of it, and the applicable requirements of
Part-ATM/ANS.OR, as well as any other applicable requirements within 30 working days
after the receipt of all the evidence supporting the proposed change;
(3) assess the actions proposed by the service provider in order to show compliance; and
(4) notify the service provider of its approval/rejection without delay.
(b) A simple management system documentation system status sheet should be maintained, which
contains information on when an amendment was received by the competent authority and
when it was approved, if applicable.

(c) The competent authority should, in due time, verify the compliance of the service provider and,
depending on the change, examine the need for prescribing any condition for the operation of
it during the change.
(d) For changes requiring prior approval, the competent authority may conduct an audit of the
service provider in order to verify the service provider’s compliance with the applicable
requirements.
(e) When notifying, the competent authority should also inform the service provider of the right of
appeal, as exists under the applicable national legislation.
AMC2 ATM/ANS.AR.C.025(b) Changes

CHANGE OF NAME OF THE SERVICE PROVIDER

Upon receipt of the notification and the relevant parts of the service provider’s documentation as
required by Part-ATM/ANS.OR, the competent authority should reissue the certificate.
GM1 ATM/ANS.AR.C.025(b) Changes

CHANGE OF NAME OF THE SERVICE PROVIDER

A name change alone does not require the competent authority to audit the organisation unless there
is evidence that other aspects of the organisation have changed.
GM2 ATM/ANS.AR.C.025(b) Changes

APPROPRIATE ACTION
Appropriate action by the competent authority may include suspension, limitation or revocation of
the service provider’s certificate.
AMC1 ATM/ANS.AR.C.025(c) Changes

CHANGES NOT REQUIRING PRIOR APPROVAL

(a) When the service provider submits the name of the nominee for the nominated persons in
accordance with AMC2 ATM/ANS.OR.A.040(b), the competent authority should consider his or
her qualification.
(b) Upon receipt of a notification for a proposed change that does not require prior approval by the
competent authority, it should acknowledge receipt of the notification in writing within 10
working days from receipt unless it is not specified under the relevant national legislation.

ATM/ANS.AR.C.030 Approval of change management procedures

for functional systems
(a) The competent authority shall review:

(1) change management procedures for functional systems or any material modification to
those procedures submitted by the service provider in accordance with point
ATM/ANS.OR.B.010(b);
(2) any deviation from the procedures referred to in point (1) for a particular change, when
requested by a service provider in accordance with point ATM/ANS.OR.B.010(c)(1).
(b) The competent authority shall approve the procedures, modifications and deviations referred
to in point (a) when it has determined that they are necessary and sufficient for the service
provider to demonstrate compliance with points ATM/ANS.OR.A.045, ATM/ANS.OR.C.005,
ATS.OR.205, and ATS.OR.210, as applicable.
GM1 ATM/ANS.AR.C.030 Approval of change management

procedures for functional systems
GENERAL
The review by the competent authority is focused on the change management procedures and not on
the project management part of these procedures that are not required by the regulations, even
though they may be useful for the smooth execution of the project dealing with the change.
Consequently, not all parts of a procedure may be approved by the competent authority. The
approved parts should be identified in the record (see AMC1 ATM/ANS.AR.B.015(a)(8)) and
communicated to the service provider.
AMC1 ATM/ANS.AR.C.030(a) Approval of change management

MEANS AND METHOD OF SUBMITTING PROCEDURES

The competent authority should agree with the service provider on the means and method of
submitting the procedures, modifications and deviations referred to in ATM/ANS.AR.C.030(a). Until
an agreement is reached, the competent authority will prescribe the means and method of
submission.
AMC1 ATM/ANS.AR.C.030(b) Approval of change management

APPROVAL OF PROCEDURES
(a) When approving the change management procedures for functional systems as per
ATM/ANS.OR.B.010, the competent authority should perform the following:
(1) check that the procedures used by a service provider to manage changes cover the life
cycle of a change as defined in ATM/ANS.OR.C.005(a)(1) or ATS.OR.205(a)(1);

(2) use the compliance matrix provided by the service provider (referred to in
AMC1 ATM/ANS.OR.B.010(a)), when reviewing the content of the procedures,
modifications and/or deviations referred to in ATM/ANS.AR.C.030(a); as part of the
oversight activity, the competent authority should check that the compliance matrix
covers all the aforementioned requirements.
(3) check that the procedures make mandatory provisions that require actions to be
undertaken and all required evidence to be produced to comply with requirements laid
down in ATM/ANS.OR.A.045, ATM/ANS.OR.C.005, ATS.OR.205 and ATS.OR.210;
(4) check that the procedures identify the roles and responsibilities of the service provider
in the change management processes;
(5) check that the procedures state that it is not allowed to use new, modified or deviating
change management procedures until approval is granted; and
(6) check that the procedures state that any change selected for review must not enter into
operational service before the approval is granted.
(b) The competent authority should provide a response to the service provider’s notification of
change referred to in ATM/ANS.OR.A.045(a) without undue delay.
GM1 ATM/ANS.AR.C.030(b) Approval of change management

DEVIATIONS
Some changes might stem from the need to implement immediate action and, therefore, their
implementation cannot be delayed until they receive approval or communication that the change is
not being reviewed from the competent authority such as changes due to urgent unforeseen
circumstances that would, if uncorrected, lead to an immediate unsafe condition, presence of volcanic
ash, etc.
The competent authority may consider this type of changes as part of the approval of change
management procedures for functional systems.
ATM/ANS.AR.C.035 Decision to review a notified change to the

functional system
(a) Upon receipt of a notification in accordance with point ATM/ANS.OR.A.045(a)(1), or upon

receipt of modified information in accordance with point ATM/ANS.OR.A.045(b), the
competent authority shall make a decision on whether to review the change or not. The
competent authority shall request any additional information needed from the service provider
to support this decision.
(b) The competent authority shall determine the need for a review based on specific, valid and
documented criteria that, as a minimum, ensure that the notified change is reviewed if the
combination of the likelihood of the argument being complex or unfamiliar to the service
provider and the severity of the possible consequences of the change is significant.
(c) When the competent authority decides the need for a review based on other risk based criteria
in addition to point (b), these criteria shall be specific, valid and documented.

(d) The competent authority shall inform the service provider of its decision to review a notified
change to a functional system and provide the associated rationale to the service provider upon
request.
AMC1 ATM/ANS.AR.C.035(a) Decision to review a notified change

to the functional system
MEANS AND METHOD OF SUBMITTING NOTIFICATION OF CHANGES TO FUNCTIONAL SYSTEMS

The competent authority should agree with the service provider on the means and method of
submitting the notification of changes and additional information referred to in
ATM/ANS.OR.A.045(a). Until an agreement is reached, the competent authority will prescribe the
means of submission.
GM1 ATM/ANS.AR.C.035(c) Decision to review a notified change to

the functional system
OTHER SELECTION CRITERIA

(a) Some changes may not necessarily need to be reviewed providing that, even though they relate
to safety, they can be considered as routine by the provider as they have been consistently
assessed, implemented and proved safe in the past and, therefore, the competent authority
has sufficient confidence that the provider will address them in a similar manner.
(b) The selection criterion for review may deviate from a simple threshold on the scalar risk metric
(distance from the origin), to deal with concerns due to the coarse grain and high uncertainty
of the inputs. For instance, a separate threshold on the ‘severity’ axis may be used to specify,
for instance:
(1) that changes with very high potential severity should always be reviewed, irrespective of
the probability of the safety argument being incomplete and/or incorrect (Figure below).
This criterion may well respond to common perceptions and could be justified by the fact
that judgements of low probabilities based on limited information are often unreliable,
and errors in the judgment of risk are proportional to the error on probability and the
size of the loss; and
(2) that changes with minor potential severity need not be reviewed, irrespective of the
probability of the safety argument being incomplete and/or incorrect (Figure below)
(though the process may retain the option for the competent authority to review the
change, since the estimate itself of potential severity may be suspected of being
erroneous).
(c) It is also possible that deviations be required on the basis of some of the component factors
that affect either probability or severity, e.g. exempting changes based on small size of change
and high competence of the air traffic services provider.
(d) In order to validate the process or provide data for the evolution of the process, it may be
advisable to randomly select changes to review and then assess whether the safety argument
is complete and/or correct or not and whether or not the case would have been selected for
review using the current criteria for the selection process.

Increasing
(of the consequences of a change)

Increasing severity Risk
Review
Don’t
Review
Risk posed by change

is ‘significant’
Increasing probability
(of an uncomplete and/or incorrect safety (support) argument being developed)
Figure 1: Criteria that may be used when severity is high
Increasing
(of the consequences of a change)
Risk
Increasing severity
Review
Don’t
Review
Risk posed by change

is ‘significant’
Increasing probability
(of an uncomplete and/or incorrect safety (support) argument being developed)
Figure 2: Criteria that may be used when severity is low

ATM/ANS.AR.C.040 Review of a notified change to the functional

system
(a) When the competent authority reviews the argument for a notified change, it shall:
(1) assess the validity of the argument presented with respect to point
ATM/ANS.OR.C.005(a)(2) or ATS.OR.205(a)(2);
(2) coordinate its activities with other competent authorities whenever necessary.
(b) The competent authority shall, alternatively:
(1) approve the argument referred to in point (a)(1), with conditions where applicable, when
it is shown to be valid and so inform the service provider,
(2) reject the argument referred to in point (a)(1) and inform the service provider together
with a supporting rationale.
ATM/ANS.AR.C.045 Declarations of flight information services

providers
(a) Upon receiving a declaration from a provider of flight information services intending to provide
such services, the competent authority shall verify that the declaration contains all the
information required by point ATM/ANS.OR.A.015 and shall acknowledge receipt of the
declaration to that service provider.
(b) If the declaration does not contain the required information, or contains information that
indicates non-compliance with the applicable requirements, the competent authority shall
notify the provider of flight information services concerned about the non-compliance and
request further information. If necessary, the competent authority shall carry out an audit of
the provider of flight information services. If the non-compliance is confirmed, the competent
authority shall take action provided for in point ATM/ANS.AR.C.050.
(c) The competent authority shall keep a register of the declarations of providers of flight
information services which were made to it in accordance with this Regulation.
ATM/ANS.AR.C.050 Findings, corrective actions, and enforcement

measures
(a) The competent authority shall have a system to analyse findings for their safety significance and
decide on enforcement measures on the basis of the safety risk posed by the service provider's
non-compliance.
(b) In circumstances where no or very low additional safety risk would be present with immediate
appropriate mitigation measures, the competent authority may accept the provision of services
to ensure continuity of service whilst corrective actions are being taken.
(c) A level 1 finding shall be issued by the competent authority when any serious non-compliance
is detected with the applicable requirements of Regulation (EC) No 216/2008 and its
implementing rules as well as Regulations (EC) No 549/2004, (EC) No 550/2004, (EC)
No 551/2004, and (EC) No 552/2004 and their implementing rules, with the service provider's

procedures and manuals, with the terms of conditions of certificate or certificate, with the
designation act, if applicable, or with the content of a declaration which poses a significant risk
to flight safety or otherwise calls into question the service provider's capability to continue
operations.
Level 1 findings shall include but not be limited to:
(1) promulgating operational procedures and/or providing a service in a way which
introduces a significant risk to flight safety;
(2) obtaining or maintaining the validity of the service provider's certificate by falsification
of submitted documentary evidence;
(3) evidence of malpractice or fraudulent use of the service provider's certificate;
(4) the lack of an accountable manager.
(d) A level 2 finding shall be issued by the competent authority when any other non-compliance is
detected with the applicable requirements of Regulation (EC) No 216/2008 and its
implementing rules as well as Regulations (EC) No 549/2004, (EC) No 550/2004, (EC)
No 551/2004, and (EC) No 552/2004 and their implementing rules, with the service provider's
procedures and manuals or with the terms of conditions or certificate, or with the content of a
declaration.
(e) When a finding is detected, during oversight or by any other means, the competent authority
shall, without prejudice to any additional action required by Regulation (EC) No 216/2008 and
this Regulation, as well as Regulations (EC) No 549/2004, (EC) No 550/2004, (EC) No 551/2004
and (EC) No 552/2004 and their implementing rules, communicate the finding to the service
provider in writing and require corrective action to address the non-compliance(s) identified.
(1) In the case of level 1 findings, the competent authority shall take immediate and
appropriate action, and may, if appropriate, limit, suspend or revoke in whole or in part
the certificate while ensuring the continuity of services provided that safety is not
compromised, and in the case of the Network Manager, it shall inform the Commission.
The measure taken shall depend upon the extent of the finding and shall remain until
successful corrective action has been taken by the service provider.
(2) In the case of level 2 findings, the competent authority shall:
(i) grant the service provider a corrective action implementation period included in
an action plan appropriate to the nature of the finding;
(ii) assess the corrective action and implementation plan proposed by the service
provider and, if the assessment concludes that they are sufficient to address the
non-compliance(s), accept them.
(3) In the case of level 2 findings, where the service provider fails to submit a corrective
action plan that is acceptable to the competent authority in light of the finding, or where
the service provider fails to perform the corrective action within the time period accepted
or extended by the competent authority, the finding may be raised to a level 1 finding,
and action taken as laid down in point (1).
(f) For those cases not requiring level 1 and 2 findings, the competent authority may issue
observations.

GM1 ATM/ANS.AR.C.050 Findings, corrective actions, and

enforcement measures
CATEGORIES OF FINDINGS — DOCUMENTARY EVIDENCE

Documentary evidence may include but is not limited to:
(a) operations or technical manuals;
(b) contracts or other types of arrangements;
(c) training, qualification or medical records;
(d) inspection records;
(e) test or exercise results;
(f) internal audit results;
(g) maintenance records; and
(h) other similar material required to be maintained by the service provider, etc.
GM2 ATM/ANS.AR.C.050 Findings, corrective actions, and

ENFORCEMENT MEASURES — FINANCIAL PENALTIES

In accordance with Article 7(7) of Regulation No 550/2004 and Articles 10, 22a(d), 25, and 68 of
Regulation (EC) No 216/2008, the competent authority may additionally, and depending on the nature
and the repetitiveness of the findings or the level of implementation of the corrective actions, impose
appropriate enforcement measures that may include financial penalties, which are effective,
proportionate, and dissuasive.
AMC1 ATM/ANS.AR.C.050(e) Findings, corrective actions, and

CORRECTIVE ACTION AND CORRECTIVE ACTION IMPLEMENTATION PERIOD — DAT PROVIDERS

(a) In case of a Level 1 finding, the competent authority may extend the initial 21-working-day
period for demonstration of corrective action by the DAT provider, depending on the nature of
the finding.
(b) In case of a Level 2 finding, the initial corrective action implementation period granted by the
competent authority should be appropriate to the nature of the finding but should not, in any
case, exceed 3 months. At the end of this period and subject to the nature of the finding, the
competent authority may extend the 3-month period subject to a satisfactory corrective action
plan agreed by the competent authority.

GM1 ATM/ANS.AR.C.050(e) Findings, corrective actions, and

CORRECTIVE ACTION IMPLEMENTATION PERIOD

At the end of the corrective action implementation period included in an action plan approved by the
competent authority and subject to the nature of the finding, the competent authority may extend it.
It should be subject to a satisfactory corrective action plan agreed by the competent authority.
GM1 ATM/ANS.AR.C.050(f) Findings, corrective actions, and

OBSERVATIONS
The observation should be a way to communicate and draw future audit teams’ attention on specific
matters that deserve scrutiny. It should be communicated to the audited service provider.

APPENDICES TO ANNEX II
Appendix 1 — EASA Form 157

CERTIFICATE FOR SERVICE PROVIDER
EUROPEAN UNION
COMPETENT AUTHORITY
SERVICE PROVIDER CERTIFICATE
[CERTIFICATE NUMBER/ISSUE No]
Pursuant to Implementing Regulation (EU) 2017/373 and subject to the conditions specified below, the
[competent authority] hereby certifies
[NAME OF THE SERVICE PROVIDER]

[ADDRESS OF THE SERVICE PROVIDER]
as a service provider with the privileges, as listed in the attached service provision conditions.
CONDITIONS:
This certificate is issued subject to the conditions and the scope of providing services and functions as listed
in the attached service provision conditions.
This certificate is valid whilst the certified service provider remains in compliance with Implementing
Regulation (EU) 2017/373 and the other applicable regulations and, when relevant, with the procedures in
the service provider's documentation.
Subject to compliance with the foregoing conditions, this certificate shall remain valid unless the certificate
has been surrendered, limited, suspended or revoked.
Date of issue:
Signed:
[Competent authority]
EASA Form 157 Issue 1 — Page 1/4

SERVICE PROVIDER
CERTIFICATE
SERVICE PROVISION CONDITIONS
Attachment to service provider's certificate:
[CERTIFICATE NUMBER/ISSUE No]

[NAME OF THE SERVICE PROVIDER]
has obtained the privileges to provide the following scope of services/functions:

(Delete lines as appropriate)
Services/Functions Type of Service/Function Scope of Service/Function Limitations1
Air traffic services Air traffic control (ATC) Area control service
(ATS)2 Approach control service
Aerodrome control service
Flight information service Aerodrome flight information service
(FIS) (AFIS)
En-route flight information service
(En-route FIS)
Advisory service n/a
Air traffic flow ATFM Provision of the local ATFM
management
(ATFM)
Airspace ASM Provision of the local ASM
management (tactical/ASM Level 3) service
(ASM)
Conditions3

Air traffic services Air traffic control (ATC) Area control service
(ATS) for flight Approach control service
test2,4 Aerodrome control service
Flight information service Aerodrome flight information service
(FIS) (AFIS)
En-route flight information service
(En-route FIS)
Advisory service n/a
Conditions3
1 As prescribed by the competent authority.

2 ATS covers alerting service.
3 Where necessary.
4
If the competent authority considers it necessary to establish additional requirements.


Communication, Communications (C) Aeronautical mobile service (air-
navigation or ground communication)
surveillance Aeronautical fixed service (ground-
services (CNS) ground communications)
Aeronautical mobile satellite service
(AMSS)
Navigation (N) Provision of NDB signal in space
Provision of VOR signal in space
Provision of DME signal in space
Provision of ILS signal in space
Provision of MLS signal in space
Provision of GNSS signal in space
Surveillance (S) Provision of data from primary
surveillance (PS)
Provision of data from secondary
surveillance (SS)
Provision of automatic dependent
surveillance (ADS) Data
Conditions2

Aeronautical AIS Provision of the whole AIS service
information
services (AIS)
Conditions2

Data services (DAT) Type 1 Provision of Type 1DAT authorises the
supply of aeronautical databases in the
following formats:
[list of the generic data formats]
Provision of Type 1 DAT does not
authorise the supply of aeronautical
databases directly to end-users/
aircraft operators.
Type 2 Provision of Type 2 DAT authorises the
supply of aeronautical databases to
end-users/aircraft operators for the
following airborne application/
equipment, for which compatibility has
been demonstrated:
[Manufacturer] Certified Application/
Equipment model [XXX], Part No [YYY]
Conditions2

2
Where necessary.


Meteorological MET Meteorological watch office
services (MET) Aerodrome meteorological offices
Aeronautical meteorological stations
VAAC
WAFC
TCAC
Conditions2

ATM network Design of ERN n/a
functions Scarce resources Radio frequency
Transponder code
ATFM Provision of the central ATFM
Conditions2
Date of issue:
Signed: [Competent authority]
For the Member State/EASA
EASA Form 157 Issue 1 — Page 4/4

2
Where necessary.

Easy Access Rules for ATM-ANS ANNEX III — Part-ATM/ANS.OR
(ATM/ANS.OR.A)
ANNEX III — PART-ATM/ANS.OR

COMMON REQUIREMENTS FOR SERVICE PROVIDERS
SUBPART A — GENERAL REQUIREMENTS (ATM/ANS.OR.A)
ATM/ANS.OR.A.001 Scope
In accordance with Article 6, this Annex establishes the requirements to be met by the service
providers.
GM1 ATM/ANS.OR.A.001 Scope

DEFINITIONS AND SCOPE IN RELATION TO SERVICE PROVIDERS

(a) To recognise which of the annexes applies to which service provider, it is necessary to
understand how services are defined. These definitions have determined the structure and the
content of Annexes III to XIII.
(b) Article 3(q) of Regulation (EC) No 216/2008 defines ATM/ANS as ‘the air traffic management
functions as defined in Article 2(10) of Regulation (EC) No 549/2004, air navigation services
defined in Article 2(4) of that Regulation, and services consisting in the origination and
processing of data and formatting and delivering data to general air traffic for the purpose of
safety-critical air navigation’.
(c) It should, therefore, be noted that ATM/ANS include more services than ‘Air Traffic
Management’ and ‘Air Navigation Services’ together.
(d) In this Regulation, ‘services’ means those specified in Annex Vb(2) to Regulation (EC)
No 216/2008. This Annex includes an additional service (airspace design) that is neither directly
included in the definition of ATM/ANS nor in the definition of ‘Air Traffic Management’ or ‘Air
Navigation Service’.
(e) As already defined, ‘ATM network functions’ refers to functions performed by the Network
Manager in accordance with Regulation (EU) No 677/20111.
(f) Figure 1 below provides a pictorial representation of the services and how they interrelate
through the various definitions.
(g) Figure 1 indicates both a further breakdown of ATS into air traffic control services (ATC), alerting
services, air traffic advisory services, and flight information services and groupings of:
(1) air traffic management (ATM): comprising ATS, ASM, and ATFM;
(2) air navigation services (ANS): comprising ATS, CNS, MET, and AIS; and
(3) airspace design (ASD) and data provision (DAT) and ATM network functions.
(h) It is important to note that ATS is included in ATM and ANS.
1 Commission Regulation (EU) No 677/2011 of 7 July 2011 laying down detailed rules for the implementation of air traffic management
(ATM) network functions and amending Commission Regulation (EU) No 691/2010 (OJ L 185, 15.7.2011, p. 1).

(ATM/ANS.OR.A)
ANS
air navigation services
CNS
air traffic management communication service
ATS
navigation service
air traffic services
ATC surveillance service
air traffic control service
- area control service
- approach control service
- aerodrome control service MET
meteorological service
air traffic advisory service
flight information services

- Aerodrome FIS AIS
aeronautical information
- En-route FIS service
ASM DAT
airspace management data services
ATFM ASD
air traffic flow management airspace design services
ATM ATM
network
func.
Services/ ATM network functions
Functions
Figure 1: The scope of the services as specified in Annex Vb to Regulation (EC) No 216/2008 and, additionally, the other
ATM network functions.
SERVICES
(a) Annex III (Part-ATM/ANS.OR) applies to the service providers, as relevant, and contains the
common requirements for the service providers. This Annex is broken down into four subparts:
(1) Subpart A — General requirements (ATM/ANS.OR.A);
(2) Subpart B — Management (ATM/ANS.OR.B);
(3) Subpart C — Specific organisational requirements for service providers other than ATS
providers (ATM/ANS.OR.C); and
(4) Subpart D — Specific organisational requirements for ANS and ATFM providers and the
Network Manager (ATM/ANS.OR.D).
(b) Subpart D applies only to ANS and ATFM providers and the Network Manager (and not to ASM
and DAT providers).
(c) Thereafter, each specific requirement for various service providers is allocated to an annex
(Annexes IV to XII) which contains specific requirements for that service provider. Table 1 below
indicates which annexes are applicable to each service provided.
(d) Annex XIII contains requirements for service providers regarding personnel training and
competence assessment.

(ATM/ANS.OR.A)
AIR TRAFFIC SERVICES FOR FLIGHT TEST

(a) When the flight tests have one of the following characteristics:
(1) frequent changes in levels and headings, depending on the tests which are carried out
with certain unpredictability;
(2) unless necessary for the purpose of the flight tests, navigation in general
(route/destination, etc.) is not the primary objective of these flights;
(3) specific aircraft configurations sometimes resulting in reduced ability to manoeuvre;
(4) technical constraints, including airborne and ground testing facilities;
(5) airborne equipment is not proven to be up to the required certification level; and
(6) the planning for conducting flight tests can be of a very ad hoc nature giving little timing
for carrying out strategy or pre-tactical air traffic flow management. (e.g. the need to test
under specific weather conditions which would require flexibility for allocation of slots
for these flight tests),
then the air traffic services provider providing services to this type of flight testing may need a
specific privilege within the certificate issued by the competent authority because of the
specificities of the air traffic services to be provided to this type of operations and because of
the need to ensure safe operations in the airspace in which flight tests are being conducted.
(b) Given the characteristics in (a), flight tests can be made in cohabitation with other airspace
users in controlled or non-controlled airspace, and sometimes in temporarily reserved areas
when necessary.

Easy Access Rules for ATM-ANS (Regulation (EU) 2017/373) ANNEX III — Part-ATM/ANS.OR
SUBPART A — GENERAL REQUIREMENTS (ATM/ANS.OR.A)
Annex III
Annex Annex Annex Annex Annex Annex Annex Annex Annex Annex
(Part-ATM/ANS.OR)
IV V VI VII VIII IX X XI XII XIII
(Part- (Part- (Part- (Part- (Part- (Part- (Part- (Part- (Part- (Part-
Subpart Subpart Subpart Subpart
ATS) MET) AIS) DAT) CNS) ATFM) ASM) ASD) NM) PERS)
A B C D
Air traffic services
X X X X
(see Note 1)
Meteorological
X X X X X
services
Aeronautical
X X X X X
information services
Data services X X X X
Communication,
navigation and X X X X X
surveillance service
Air traffic flow
X X X X X
management service
Airspace management
X X X X
service
Airspace design service X X X tbd*
Network Manager X X X X X
service providers
X
(see Note 2)
Table 1: Applicability of annexes to service providers
X = Applicable annexes for each service provider.
Note 1: Section 3 of Annex IV (Part-ATS) only applies to providers of air traffic control services and not to providers of alerting, air traffic advisory, and flight information services.
Note 2: The applicability of Annex XIII is dependent upon the scope as specified within each of the subparts of Annex XIII.
* to be introduced under RMT.0445, as necessary.

(ATM/ANS.OR.A)
ATM/ANS.OR.A.005 Application for a service provider certificate

(a) Application for a service provider certificate or an amendment to an existing certificate shall be
made in a form and manner established by the competent authority, taking into account the
applicable requirements of this Regulation.
(b) In accordance with Article 6, in order to obtain the certificate, the service provider shall comply
with:
(1) the requirements referred to in Article 8b(1) of Regulation (EU) No 216/2008;
(2) the common requirements set out in this Annex;
(3) the specific requirements set out in Annexes IV to XIII, where those requirements are
applicable in light of the services that the service provider provides or plans to provide.
AMC1 ATM/ANS.OR.A.005 Application for a service provider

certificate
EXPOSITION — DAT PROVIDERS

(a) The DAT provider should submit to the competent authority an exposition providing the
following information:
(1) a statement signed by the accountable manager confirming that the exposition and any
associated manuals which define the organisation’s compliance with the requirements
will be complied with at all times;
(2) the duties and responsibilities of the manager(s) as required by ATM/ANS.OR.B.020
including matters on which they may deal directly with the competent authority on behalf
of the organisation;
(3) an organisational chart showing lines of responsibility and accountability throughout the
DAT provider, including a direct accountability of the accountable manager as required
by ATM/ANS.OR.B.005(a)(1);
(4) a list of attesting staff as referred to in DAT.TR.100(b);
(5) a general description of manpower resources;
(6) a general description of the facilities of the DAT provider;
(7) a general description of the activities for which the DAT provider’s certificate is
requested;
(8) the procedure for the notification of organisational changes to the competent authority;
(9) the amendment procedure for the exposition;
(10) a description of the management system and the procedures as required by DAT.OR.110;
and
(11) a list of those contracted organisations referred to in ATM/ANS.OR.B.015(b).
(b) The exposition should be amended as necessary to remain an up-to-date description of the
organisation, and copies of any amendments should be supplied to the competent authority.

(ATM/ANS.OR.A)
GM1 to AMC1 ATM/ANS.OR.A.005 Application for a service

provider certificate

The exposition should contain the following table of contents:
1. General
Table of contents, document revision history, abbreviations, and terms.
2. Introduction
Purpose, scope, standards declaration, and reference documents.
3. Company description and policy
Description of the company, products and services, quality policy and objectives, customer
requirements.
4. Terms of approval
Scope of work, notification of changes to the terms of approval, control of documents and
records.
5. Management/resources responsibilities
Management team and personnel, organisation charts, duties and responsibilities of personnel.
Management review, human resources, competence, awareness, and training.
6. Production processes
Data production procedures, arrangements with suppliers, users/customers and other DAT
providers, data receiving inspection and testing, data release, data distribution process, data
products identification and quality checks, tailored data, data error reporting.
7. Management system
Introduction, document control, quality assurance, internal system audits, standards
compliance plan audits, methods of improvement, occurrence management and reporting,
record-keeping.
8. Appendix 1 — List of relevant personnel
GM2 to AMC1 ATM/ANS.OR.A.005 Application for a service

provider certificate

A means to develop the exposition may be by cross-referring to the procedures of the quality manual,
which are needed to demonstrate compliance with these requirements.

(ATM/ANS.OR.A)
ATM/ANS.OR.A.010 Application for a limited certificate

(a) Notwithstanding point (b), the air traffic services provider may apply for a certificate limited to
the provision of services in the airspace under the responsibility of the Member State where its
principal place of operation or, if any, registered office is located, when it provides or plans to
provide services only with respect to one or more of the following categories:
(1) aerial work;
(2) general aviation;
(3) commercial air transport limited to aircraft with less than 10 tonnes of maximum take-
off mass or less than 20 passenger seats;
(4) commercial air transport with less than 10 000 movements per year, regardless of the
maximum take-off mass and the number of passenger seats; for the purposes of this
provision, ‘movements’ means, in a given year, the average over the previous three years
of the total number of take-offs and landings.
(b) In addition, the following air navigation service providers may also apply for a limited certificate:
(1) an air navigation service provider, other than a provider of air traffic services, with a gross
annual turnover of EUR 1 000 000 or less in relation to the services they provide or plan
to provide;
(2) an air navigation service provider providing aerodrome flight information services by
operating regularly not more than one working position at any aerodrome.
(c) As determined by the competent authority, an air navigation service provider applying for a
limited certificate in accordance with points (a) or (b)(1) shall comply, as a minimum, with the
following requirements set out in:
(1) point ATM/ANS.OR.B.001 Technical and operational competence and capability;
(2) point ATM/ANS.OR.B.005 Management system;
(3) point ATM/ANS.OR.B.020 Personnel requirements;
(4) point ATM/ANS.OR.A.075 Open and transparent provision of services;
(5) Annexes IV, V, VI and VIII, where those requirements are applicable in light of the services
that the service provider provides or plans to provide, in accordance with Article 6.
(d) As determined by the competent authority, the air navigation service provider applying for a
limited certificate in accordance with point (b)(2) shall comply, as a minimum, with the
requirements set out in points (c)(1) to (c)(4) and with the specific requirements set out in
Annex IV.
(e) An applicant for a limited certificate shall submit an application to the competent authority in
a form and manner established by the competent authority.

(ATM/ANS.OR.A)
GM1 ATM/ANS.OR.A.010 Application for a limited certificate

GENERAL
The relationship between the type of service provision, criteria to be complied with and the applicable
rules are indicated in Table 2 below.
Type of service Type of approval Criteria to be Applicable Rules
complied with
Air traffic service Limited Certificate ATM/ANS.OR.A.010(a) ATM/ANS.OR.B.001
providers ATM/ANS.OR.B.005
ATM/ANS.OR.B.020
ATM/ANS.OR.A.075
Annex IV
Air navigation service Limited Certificate ATM/ANS.OR.A.010(b)(1) ATM/ANS.OR.B.001
(other than the air traffic ATM/ANS.OR.B.020
services providers) ATM/ANS.OR.A.075
(gross annual turnover Annexes V, VI and VIII
of EUR 1 000 000 or less) depending upon service
provision
Air navigation service Limited Certificate ATM/ANS.OR.A.010(b)(2) ATM/ANS.OR.B.001
(aerodrome flight ATM/ANS.OR.B.020
information services ATM/ANS.OR.A.075
providers operating Annex IV
regularly not more than
one working position at
any aerodrome)
Table 2: Type of service provision, criteria to be complied with, and the applicable rules
ATM/ANS.OR.A.015 Declaration by flight information services

providers
(a) Pursuant to Article 7, a flight information services provider may declare its capability and means
of discharging the responsibilities associated with the services provided where it meets, in
addition to the requirements referred to in Article 8b(1) of Regulation (EU) No 216/2008, the
following alternative requirements:
(1) the flight information services provider provides, or plans to provide, its services by
operating regularly not more than one working position;
(2) those services are of a temporary nature, for a duration agreed with the competent
authority as necessary to ensure proportional safety assurance.
(b) A flight information services provider declaring its activities shall:
(1) provide the competent authority with all the relevant information prior to commencing
operations, in a form and manner established by the competent authority;
(2) provide the competent authority with a list of the alternative means of compliance used,
in accordance with point ATM/ANS.OR.A.020;

(ATM/ANS.OR.A)
(3) maintain compliance with the applicable requirements and with the information given in
the declaration;
(4) notify the competent authority of any changes to its declaration or the means of
compliance it uses through submission of an amended declaration;
(5) provide its services in accordance with its operations manual and comply with all the
relevant provisions contained therein.
(c) Before ceasing the provision of its services, the flight information services provider declaring its
activities shall notify the competent authority within a period determined by the competent
authority.
(d) A flight information services provider declaring its activities shall comply with the following
requirements set out in:
(1) point ATM/ANS.OR.A.001 Scope;
(2) point ATM/ANS.OR.A.020 Means of compliance;
(3) point ATM/ANS.OR.A.035 Demonstration of compliance;
(4) point ATM/ANS.OR.A.040 Changes — general;
(5) point ATM/ANS.OR.A.045 Changes to the functional system;
(6) point ATM/ANS.OR.A.050 Facilitation and cooperation;
(7) point ATM/ANS.OR.A.055 Findings and corrective actions;
(8) point ATM/ANS.OR.A.060 Immediate reaction to a safety problem;
(9) point ATM/ANS.OR.A.065 Occurrence reporting;
(10) point ATM/ANS.OR.B.001 Technical and operational competence and capability;
(11) point ATM/ANS.OR.B.005 Management system;
(12) point ATM/ANS.OR.B.020 Personnel requirements;
(13) point ATM/ANS.OR.B.035 Operations manuals;
(14) point ATM/ANS.OR.D.020 Liability and insurance cover,
(15) Annex IV.
(e) A flight information services provider declaring its activities shall only start operation after
receiving the acknowledgement of receipt of the declaration from the competent authority.

(ATM/ANS.OR.A)
GM1 ATM/ANS.OR.A.015(b)(1) Declaration by flight information

services providers
MODEL TEMPLATE OF DECLARATION OF COMPLIANCE
DECLARATION OF COMPLIANCE FOR THE PROVISION OF FLIGHT INFORMATION SERVICES

in accordance with Commission Implementing Regulation (EU) 2017/373
Provider of flight information service
Name:
Principal place of operation and, if any, registered office:
Name and contact details of the accountable manager:
Flight Information Service
Starting date of provision of flight information services/applicability date of the change:
Scope of flight information services:
⎕ Aerodrome flight information services (AFIS)
⎕ En-route flight information services (En-route FIS)
List of alternative means of compliance with references to the AMCs they replace (to be attached to the
declaration)
Statements
⎕ The management system documentation, including the operations manual, complies with the applicable
requirements set out in Part-ATM/ANS.OR and Part-ATS.
⎕ The provision of flight information services will be carried out in accordance with the
requirements of Regulation (EC) No 216/2008 and its implementing rules, as well as Regulations
(EC) Nos 549/2004, 550/2004, 551/2004, and 552/2004 and their implementing rules, and the
procedures and instructions specified in the operations manual.
⎕ All personnel are qualified, competent and trained in accordance with the applicable requirements.
⎕ (If applicable)
The provider of flight information services has implemented and demonstrated conformance to an officially
recognised industry standard.
Reference of the standard:
Certification body:
Date of the last conformance audit:
⎕ Any change in the provision of flight information services that affects the information disclosed in this
declaration will be notified to the competent authority.
⎕ The provider of flight information service confirms that the information disclosed in this declaration is
correct.
Date, name, and signature of the accountable manager

(ATM/ANS.OR.A)
ATM/ANS.OR.A.020 Means of compliance

(a) Alternative means of compliance (AltMOC) to the AMC adopted by the Agency may be used by
the service provider to establish compliance with the requirements of this Regulation.
(b) When the service provider wishes to use an AltMOC, it shall, prior to implementing it, provide
the competent authority with a full description of the AltMOC. The description shall include any
revisions to manuals or procedures that may be relevant, as well as an assessment
demonstrating compliance with the requirements of this Regulation.
A service provider may implement these alternative means of compliance subject to prior
approval by the competent authority and upon receipt of the notification as prescribed in point
ATM/ANS.AR.A.015(d).
ATM/ANS.OR.A.025 Continued validity of a certificate

(a) A service provider's certificate shall remain valid subject to:

(1) the service provider remaining in compliance with the applicable requirements of this
Regulation, including those concerning facilitating and cooperating for the purposes of
the exercise of the powers of the competent authorities and those concerning the
handling of findings as specified in points ATM/ANS.OR.A.050 and ATM/ANS.OR.A.055
respectively;
(2) the certificate not having been surrendered, suspended or revoked.
(b) Upon revocation or surrender, the certificate shall be returned to the competent authority
without delay.
ATM/ANS.OR.A.030 Continued validity of a declaration of a flight

information services provider
A declaration made by the flight information services provider in accordance with point
ATM/ANS.OR.A.015 shall remain valid subject to:
(a) the flight information services remaining in compliance with the applicable requirements of this
Regulation, including those concerning facilitating and cooperating for the purposes of the
exercise of the powers of the competent authorities and those concerning the handling of
findings as specified in point ATM/ANS.OR.A.050 and ATM/ANS.OR.A.055 respectively;
(b) the declaration not having been withdrawn by the provider of such services or deregistered by
the competent authority.
ATM/ANS.OR.A.035 Demonstration of compliance

A service provider shall provide all the relevant evidence to demonstrate compliance with the
applicable requirements of this Regulation at the request of the competent authority.

(ATM/ANS.OR.A)
AMC1 ATM/ANS.OR.A.035 Demonstration of compliance

EVIDENCE — DAT PROVIDERS

The exposition as referred to in AMC1 ATM/ANS.OR.A.005 ‘Application for service provider certificate’
EXPOSITION — DAT PROVIDERS should be considered as one of the means to demonstrate compliance
with the applicable requirements.
GM1 ATM/ANS.OR.A.035 Demonstration of compliance

GENERAL — DAT PROVIDERS

In order to demonstrate compliance with the applicable requirements, the DAT provider should
produce a compliance matrix/checklist detailing how its data production processes relate to EUROCAE
ED-76A/RTCA DO-200B ‘Standards for Processing Aeronautical Data’, dated June 2015. EUROCAE ED-
76/RTCA DO-200A may be also used for the demonstration of compliance.
ATM/ANS.OR.A.040 Changes — general

(a) The notification and management of:

(1) a change to the functional system or a change that affects the functional system shall be
carried out in accordance with point ATM/ANS.OR.A.045;
(2) a change to the provision of service, the service provider's management system and/or
safety management system, that does not affect the functional system, shall be carried
out in accordance with point (b).
(b) Any change as referred to in point (a)(2) shall require prior approval before implementation,
unless such a change is notified and managed in accordance with a procedure approved by the
competent authority as laid down in point ATM/ANS.AR.C.025(c).
AMC1 ATM/ANS.OR.A.040 Changes — general

CHANGE OF THE OWNERSHIP AND/OR THE LOCATION

A change of the service provider’s ownership and/or the location of its facilities should comply with
ATM/ANS.OR.A.040(a)(2) and should not be subject to the procedure identified in
ATM/ANS.AR.C.025(c).
AMC1 ATM/ANS.OR.A.040(b) Changes — general

PROCEDURE FOR CHANGES REQUIRING PRIOR APPROVAL

For changes requiring prior approval, a procedure should define how the service provider should
notify the competent authority and obtain an approval issued by that authority:
(a) Notifications should be submitted before any such change is made in order to enable the
competent authority to determine continued compliance with Regulation (EC) No 216/2008 and
its implementing rules and also to amend, if necessary, the certificate and the related conditions
attached to it.

(ATM/ANS.OR.A)
(b) Changes should only be implemented upon receipt of approval by the competent authority in
accordance with the procedure established by that authority.
(c) The service provider should operate under the conditions prescribed by the competent
authority during such changes, as applicable.
AMC2 ATM/ANS.OR.A.040(b) Changes — general

PROCEDURE FOR CHANGES NOT REQUIRING PRIOR APPROVAL

(a) For changes not requiring prior approval, the procedure should define how the service provider
should notify and manage the change.
(b) The service provider should inform the competent authority of any changes to nominated
persons specified in ATM/ANS.OR.B.020(b) and ATS.OR.200(1)(iii), as applicable.
GM1 ATM/ANS.OR.A.040(b) Changes — general

PROCEDURE FOR CHANGES NOT REQUIRING PRIOR APPROVAL

The procedure agreed by the service provider and the competent authority may also include the
process for the reaction by the service provider to an unplanned change that may arise with the need
for urgent action that would normally require prior approval of the competent authority. This is the
case in which the service provider responds immediately to a safety problem as required in
ATM/ANS.OR.A.060 or when an emergency situation arises in which the service provider has to take
immediate action to ensure the safety of the services.
ATM/ANS.OR.A.045 Changes to a functional system

(a) A service provider planning a change to its functional system shall:

(1) notify the competent authority of the change;
(2) provide the competent authority, if requested, with any additional information that
allows the competent authority to decide whether or not to review the argument for the
change;
(3) inform other service providers and, where feasible, aviation undertakings affected by the
planned change.
(b) Having notified a change, the service provider shall inform the competent authority whenever
the information provided in accordance with points (a)(1) and (2) is materially modified, and
the relevant service providers and aviation undertakings whenever the information provided in
accordance with point (a)(3) is materially modified.
(c) A service provider shall only allow the parts of the change, for which the activities required by
the procedures referred to in point ATM/ANS.OR.B.010 have been completed, to enter into
operational service.
(d) If the change is subject to competent authority review in accordance with point
ATM/ANS.AR.C.035, the service provider shall only allow the parts of the change for which the
competent authority has approved the argument to enter into operational service.

(ATM/ANS.OR.A)
(e) When a change affects other service providers and/or aviation undertakings, as identified in
point (a)(3), the service provider and these other service providers, in coordination, shall
determine:
(1) the dependencies with each other and, where feasible, with the affected aviation
undertakings;
(2) the assumptions and risk mitigations that relate to more than one service provider or
aviation undertaking.
(f) Those service providers affected by the assumptions and risk mitigations referred to in point
(e)(2) shall only use, in their argument for the change, agreed and aligned assumptions and risk
mitigations with each other and, where feasible, with aviation undertakings.
AMC1 ATM/ANS.OR.A.045(a) Changes to a functional system

NOTIFICATION
The notification of a change should not be considered complete until the following information is
provided:
(a) Name of the organisation notifying the change;
(b) Unique identifier of change;
(c) Version number of notification;
(d) Title of the change;
(e) Date of the submission of the original of this change notification;
(f) Scheduled date of entry into service (even if only approximate);
(g) Details of the change and its impact;
(h) The list of the service providers and other aviation undertakings that are affected by the change
as identified in ATM/ANS.OR.A.045(a)(3);
(i) Entity in charge of the assurance case; and
(j) Identity of a point of contact for communications with the competent authority.
GM1 ATM/ANS.OR.A.045(a) Changes to a functional system

NOTIFICATION
(a) A change should be notified as soon as the data defined in AMC1 ATM/ANS.OR.A.045(a) is
available. The decision to review a change by the competent authority will be based, in most
circumstances, on the notification data. Exceptions to this are cases where the competent
authority is not familiar with the type of change or the complexity of the change requires a more
thorough consideration.
(b) Early and accurate notification facilitates the interactions between the provider and the
competent authority and, thus, maximises the likelihood of introducing a change into service in
due time and according to the service provider’s initial schedule when the competent authority
has decided to review an assurance case. Therefore, it is advisable that the change description

(ATM/ANS.OR.A)
identified in AMC1 ATM/ANS.OR.A.045(a) is completed as soon as possible and contains the

following data:
(1) Purpose of the change;
(2) Reasons for the change;
(3) Place of implementation;
(4) New/modified functions/services brought about by the change;
(5) High-level identification of the constituents of the functional system being changed, and
what is modified in their functionality;
(6) Consequence of the change, i.e. the harmful effects of the hazards associated with the
change — see (f) below and also the definition of ‘risk’ in Annex I (80).
(c) The information provided in (b) may expedite the decision whether to review or not the
proposed change, because it will allow the competent authority to gain complete knowledge of
the change and, consequently, reduces the need for additional information. However, lack of
some of this data should not delay the service provider’s submission of the notification if to do
so is likely to impede the introduction of the change. It should be noted that early interaction
with its competent authority may help to complete the missing data.
(d) The service provider should take into account that an early, clear and accurate change
notification will assist the competent authority in making the decision to review or not the
change and may prevent any inconvenience such as:
(1) the competent authority having to ask for more information about the change in order
to make its decision as required in ATM/ANS.OR.A.045(a)(2);
(2) the competent authority deciding to review a change unnecessarily because the
notification is not clear enough; or
(3) the delay in the competent authority deciding whether to review a change, caused by the
lack of information, having an impact on the proposed date of entry into service.
(e) It is recognised that the understanding of the change will improve as the change process
progresses and the interaction between the competent authority and the service provider
strengthens. The service provider should notify the competent authority when the information
provided in the previous notification is no longer valid or when the information previously
missing becomes available. When additional information — other than the data specified in
AMC1 ATM/ANS.OR.A.045(a) — is supplied at the competent authority’s request, then no
update of the notification is required.
(f) For air traffic services (ATS) providers, the consequences of the change specified in (b)(6),
should be expressed in terms of the harmful effects of the change, i.e. the effects of the hazards
associated with safety risks. These could be the result of a preliminary safety assessment, if
available, or an early hazard analysis that concentrates on the service level effects. For service
providers other than air traffic services providers, the consequences should be expressed in
terms of what aspects of the performance of the service are impacted by the change.
(g) The point of contact, as required in point (j) in AMC1 ATM/ANS.OR.A.045(a), provides a focal
point for the competent authority to contact when seeking complementary information about
the change when required. The aim is to improve communications between the provider and
the competent authority about the change.

(ATM/ANS.OR.A)
(h) All notified changes should be unambiguously identified. The service provider and its competent
authority should agree on a means of referencing so as to associate a unique identifier to a
given notified change.
(i) For routine changes, the notification to the competent authority may be done in a simpler
manner, e.g. using forms less detailed than those specified in AMC1 ATM/ANS.OR.A.045(a) or
notifying these changes collectively after being implemented at regular periods of times agreed
between the provider and the competent authority. A service provider and its competent
authority should coordinate so as to reach a common agreement on these types of changes that
may not be reviewed by the competent authority. The list of such changes should be
documented and formalised. The formalised agreement becomes part of the change
management procedures identified in ATM/ANS.OR.B.010. Consequently, the list will be
reviewed by the competent authority as part of the audits it performs that are described in
ATM/ANS.AR.C.010(a). The relevant audit activity is detailed in
AMC1 ATM/ANS.AR.C.010(a)(a)(2).
AMC1 ATM/ANS.OR.A.045(a)(3) Changes to a functional system

NOTIFICATION TO USERS OF THE SERVICE

Having notified a change, the service provider should:
(a) individually inform all known service providers potentially affected by the notified change; and
(b) inform all aviation undertakings potentially affected by the change either individually or via a
representative body of aviation undertakings or by publishing details of the planned change in
a dedicated publication of the service provider or aeronautical information publications such as
an aeronautical information circular (AIC).
GM1 ATM/ANS.OR.A.045(a)(3) Changes to a functional system

DEDICATED PUBLICATION FOR PROPOSED CHANGES

The final users of services potentially affected by a change to a functional system may not be known
by the service provider proposing the change. However, this should not prevent the service provider
from using other means for notification than direct communication with the interested parties. In that
case, the changes may be published in a dedicated website where the users of the service can
periodically check for current proposed changes to the functional system that may affect them.
AMC1 ATM/ANS.OR.A.045(b) Changes to a functional system

MODIFICATION OF A NOTIFIED CHANGE

(a) The service provider should inform the competent authority that was initially notified about any
update in the notification data when the information provided in a previous notification about
the same change is no longer valid or when information previously missing becomes available.
The other service providers and aviation undertakings should also be informed, when they are
affected by the new data.
(b) The cancellation of a previously notified change should be considered as a modification of a
notified change. Therefore, the service provider should inform about this update the competent

(ATM/ANS.OR.A)
authority, and inform other service providers and aviation undertakings that were initially
informed about the change.
AMC1 ATM/ANS.OR.A.045(c); (d) Changes to a functional system

ENTRY INTO OPERATIONAL SERVICE OF A CHANGE SELECTED FOR REVIEW

The service provider should not start the implementation of any part of the change that has the
potential to affect the safety of the services currently being provided until a valid safety (support)
assessment for that part of the change exists and, if the change is subject to competent authority
review, it has been approved by the competent authority.
GM1 ATM/ANS.OR.A.045(c); (d) Changes to a functional system

TRANSITION INTO SERVICE

(a) No matter whether the competent authority has decided to review the notified change or not,
the service provider should not start the implementation of any part of the change that has the
potential to affect the safety of any of the services it provides, e.g. the functions performed or
the performance of the services, until it has produced a valid argument in accordance with
ATS.OR.205(a)(2) or/and ATM/ANS.OR.C.005(a)(2), as appropriate.
(b) Implementation of the change, which means the creation and installation of the items to be
used in the changed operational system may or may not affect the performance of the current
services offered by the service provider. For example, much of the implementation of
equipment and procedures can be performed ‘off line’, i.e. in development facilities that do not
interact with the operational services and installation may be started, provided the items are
not connected to the operational system and their presence in the operational environment
does not affect the current services. However, these items must not be introduced into the
operational system, i.e. they must not affect the behaviour of any operational service, until a
valid assurance case exists and, if the change is subject to competent authority review, before
the competent authority has approved the change.
(c) The installation of an artefact may have an impact on services other than the service being
changed. This can happen where the installation involves disrupting these other services, e.g.
aerodrome operations may be disrupted because runways or taxiways are being used by
constructor’s vehicles or are being interfered with. In this case, the scope of the change includes
these other services (please refer to ATM/ANS.OR.C.005(a)(1)(iii) & (iv) or ATS.OR.205(a)(1)(iii)
& (iv), as appropriate) and the assessment of the change includes the effects installation may
have on them, including where the installation does not go according to plan.
AMC1 ATM/ANS.OR.A.045(e) Changes to the functional system

CHANGES AFFECTING MULTIPLE SERVICE PROVIDERS — OVERARCHING SAFETY ARGUMENT

A change as defined in ATM/ANS.OR.A.045(e) may involve more than one service provider changing
their functional systems. In this case, the change will consist of a set of changes to different ATM/ANS
functional systems or their context. However, no matter how many individual changes to service
providers’ functional systems are part of the change, they should be coordinated. An overarching

(ATM/ANS.OR.A)
safety argument, coherent with the arguments of the individual changes, that claims the complete
change is safe should be provided.
GM1 ATM/ANS.OR.A.045(e) Changes to the functional system

CHANGES AFFECTING MULTIPLE SERVICE PROVIDERS AND AVIATION UNDERTAKINGS — GENERAL

(a) Any change proposed by a service provider as defined in ATM/ANS.OR.A.045(a) affects other
service providers and/or aviation undertakings when:
(1) the proposed change may alter the service delivered to other service providers and
aviation undertakings as users of that service; or
(2) the proposed change may alter the operational context in which the services of other
service providers and aviation undertakings are delivered or in which the aviation
undertakings are operating.
(b) The changes referred to in ATM/ANS.OR.A.045(e) could be considered ‘multi-actor changes’
and are those changes that require coordination between the service provider(s) proposing the
change and any service providers and aviation undertakings affected by the change(s) due to
the presence of dependencies between the service providers that planned the change and other
affected service providers and/or other aviation undertakings. This coordination is essential to
ensure a correct safety (support) assessment when there are dependencies.
(c) A single-actor change is one that is limited to those cases where a change to a service provider’s
functional system alters neither the service nor the operational context of other service
providers and aviation undertakings.

AFFECTED STAKEHOLDERS — SERVICE PROVIDERS AND AVIATION UNDERTAKINGS

(a) ‘Other service providers’ mentioned in ATM/ANS.OR.A.045(e) refers to European service
providers other than the service provider proposing the change, that are regulated in
accordance with Regulation (EC) No 216/2008 and its implementing rules;
(b) Aviation undertakings affected by the change included in ATM/ANS.OR.A.045(e) can be
understood as the stakeholders and professional associations with dependencies with the
changed service, and may include the following:
(1) service providers that do not fall under the remit of Regulation (EC) No 216/2008 and its
implementing rules, e.g. non-European service providers;
(2) aerodrome operators;
(3) aircraft operators;
(4) airframe and equipment manufacturers;
(5) maintenance organisations;
(6) regulatory bodies, e.g. European Commission, EASA, national aviation authorities (NAAs);
and
(7) other bodies not regulated by Regulation (EC) No 216/2008 and its implementing rules,
e.g. power suppliers or military authorities.

(ATM/ANS.OR.A)

CHANGE AFFECTING MULTIPLE SERVICE PROVIDERS AND AVIATION UNDERTAKINGS — COORDINATION

(a) ATM/ANS.OR.A.045(e) applies to all the affected service providers involved in the change, and,
therefore, they should coordinate dependencies as well as shared assumptions and shared risk
mitigations. They should only use the agreed and aligned assumptions and mitigations that are
related to more than one service provider or aviation undertaking in their safety or safety
support cases, as required by ATM/ANS.OR.A.045(f).
(b) Assumptions and risk mitigations used during the assessment of the change that are not shared
by the affected service providers, can be handled independently by each service provider, and
do not need agreement.
(c) This coordination means that the affected service providers:
(1) have jointly identified the scope of their responsibilities with regard to the change, and
in particular their safety responsibilities, e.g. what part of the change will be covered in
whose safety (support) assessment case;
(2) have jointly identified the dependencies;
(3) have jointly identified the hazards associated with the change in the common context;
(4) have mutually agreed on the assumptions for the change that jointly relate to them; and
(5) have mutually agreed on the mitigations for risks that require joint implementation.
(d) Service providers would need to achieve a common understanding about:
(1) consequences in the shared operational context; and
(2) chains of causes/consequences.
(e) Service providers would jointly need to identify their dependencies to be able to assess the
change to their functional systems.
(f) Where necessary in relation to the dependences identified in accordance with GM1
ATM/ANS.OR.A.045(e)(1), the service providers may perform together:
(1) identification of hazards/effects;
(2) assessment of risks;
(3) evaluation of risks;
(4) planning and assessment of risk mitigations; and
(5) verification.
(g) The level of interaction and coordination between service providers and aviation undertakings
will vary depending on the particular needs of the change at hand.

(ATM/ANS.OR.A)
GM4 ATM/ANS.OR.A.045(e) Changes to a functional system

COORDINATION WITH AFFECTED AVIATION UNDERTAKINGS

(a) The aviation undertakings are the entities, persons or organisations as defined in point 34 of
Annex I to Regulation (EU) 2017/373 and thus, ATM/ANS.OR.A.045(e) does not apply to them.
However, any service provider affected by a change should seek the participation of aviation
undertakings when assumptions and risk mitigations used in the safety (support) assessment
are shared with those aviation undertakings.
(b) When the number of aviation undertakings affected by the change is large, the service providers
may not need to involve every individual stakeholder. If a body can represent the views of a
group of affected aviation undertakings, it may suffice to involve that representative body to
obtain the supporting evidence to move forward with the assessment of the change.
GM1 ATM/ANS.OR.A.045(e)(2) Changes to a functional system

CHANGE AFFECTING MULTIPLE SERVICE PROVIDERS AND AVIATION UNDERTAKINGS — ASSUMPTIONS AND
RISK MITIGATIONS
In order to satisfy ATM/ANS.OR.A.045(e)(2), the affected service providers coordination will identify
those assumptions and risk mitigations that relate to:
(a) more than one service provider;
(b) a service provider and one or more aviation undertakings; or
(c) multiple service providers and aviation undertakings.
GM1 ATM/ANS.OR.A.045(f) Changes to a functional system

LACK OF COORDINATION
(a) If an aviation undertaking decides not to cooperate, the service provider, who has identified
dependencies with the aviation undertaking, in accordance with ATM/ANS.OR.A.045(e)(1),
needs to consider the impact of having the assumptions and risk mitigations not agreed with
that aviation undertaking. It should propose a way forward by doing one or more of the
following:
(1) making the assumptions themselves and providing evidence that supports them;
(2) adding additional mitigating measures so that the change remains acceptably safe;
(3) modifying the scope of the change, or even reconsidering and cancelling the change.
(b) The service provider affected by a lack of cooperation with an aviation undertaking may wish to
inform its competent authority about those aviation undertakings that are not participating and
its form of non-participation, in order to seek the assistance of the competent authority in trying
to persuade the aviation undertaking to participate.

(ATM/ANS.OR.A)
ATM/ANS.OR.A.050 Facilitation and cooperation

A service provider shall facilitate inspections and audits by the competent authority or by a qualified
entity acting on its behalf and it shall cooperate as necessary for the efficient and effective exercise of
the powers of the competent authorities referred to in Article 5.
ATM/ANS.OR.A.055 Findings and corrective actions

After receipt of notification of findings from the competent authority, the service provider shall:
(a) identify the root cause of the non-compliance;
(b) define a corrective action plan that meets the approval by the competent authority;
(c) demonstrate corrective action implementation to the satisfaction of the competent authority
within the time period proposed by the service provider and agreed with that authority, as
defined in point ATM/ANS.AR.C.050(e).
GM1 ATM/ANS.OR.A.055 Findings and corrective actions

GENERAL
(a) Corrective action is the action taken to eliminate or mitigate the root cause(s) and prevent the
recurrence of existing detected non-compliance or other undesirable condition or situation.
(b) The proper determination of the root cause is crucial for defining effective corrective actions.
AMC1 ATM/ANS.OR.A.055(b) Findings and corrective actions

GENERAL
The corrective action plan defined by the service provider should address the effects of the non-
conformity and its root cause.
AMC1 ATM/ANS.OR.A.055(c) Findings and corrective actions

CORRECTIVE ACTION IMPLEMENTATION PERIOD — DAT PROVIDERS

In case of a Level 1 finding, the DAT provider should demonstrate corrective action to the satisfaction
of the competent authority within a period of no more than 21 working days following receipt of
written confirmation of the finding. At the end of this period and subject to the nature of the finding,
the 21-working-day period may be extended and agreed by the competent authority when the safety
issue is mitigated.
ATM/ANS.OR.A.060 Immediate reaction to a safety problem

A service provider shall implement any safety measures, including safety directives, mandated by the
competent authority in accordance with point ATM/ANS.AR.A.025(c).

(ATM/ANS.OR.A)
ATM/ANS.OR.A.065 Occurrence reporting

(a) A service provider shall report to the competent authority, and to any other organisation
required by the Member State where the service provider provides its services, any accident,
serious incident and occurrence as defined in Regulation (EU) No 996/2010 of the European
Parliament and of the Council1 and Regulation (EU) No 376/2014.
(b) Without prejudice to point (a), the service provider shall report to the competent authority and
to the organisation responsible for the design of system and constituents, if different from the
service provider, any malfunction, technical defect, exceeding of technical limitations,
occurrence, or other irregular circumstance that has or may have endangered the safety of
services and that has not resulted in an accident or serious incident.
(c) Without prejudice to Regulations (EU) No 996/2010 and (EU) No 376/2014, the reports referred
to in points (a) and (b) shall be made in a form and manner established by the competent
authority and contain all the pertinent information about the event known to the service
provider.
(d) Reports shall be made as soon as possible and in any case within 72 hours of the service provider
identifying the details of the event to which the report relates unless exceptional circumstances
prevent this.
(e) Without prejudice to Regulation (EU) No 376/2014, where relevant, the service provider shall
produce a follow-up report to provide details of actions it intends to take to prevent similar
occurrences in the future, as soon as these actions have been identified. This report shall be
produced in a form and manner established by the competent authority.
AMC1 ATM/ANS.OR.A.065 Occurrence reporting

REPORTING PROCEDURES
The service provider should establish procedures to be used for reporting to the competent authority
and any other organisation required which include:
(a) description of the applicable requirements for reporting;
(b) description of the reporting mechanism, including reporting forms, means and deadlines;
(c) personnel responsible for reporting; and
(d) description of mechanism and personnel responsibilities for identifying root causes, and the
actions that may be needed to be taken to prevent similar occurrences in the future, as
appropriate.
1 Regulation (EU) No 996/2010 of the European Parliament and of the Council of 20 October 2010 on the investigation and prevention of
accidents and incidents in civil aviation and repealing Directive 94/56/EC (OJ L 295, 12.11.2010, p. 35).

(ATM/ANS.OR.A)
GM1 ATM/ANS.OR.A.065 Occurrence reporting

GENERAL
The reporting to the organisations defined in the ATM/ANS.OR.A.065 does not affect the need to
report to other organisations with which the service provider interfaces, and which might be involved
in or be affected by the reported event (e.g. other service providers involved in an occurrence,
aerodrome operators, etc.).
AMC1 ATM/ANS.OR.A.065(a) Occurrence reporting

GENERAL
(a) The service provider should submit all reportable occurrences as defined in Regulation (EU)
No 2015/10181.
(b) In addition to the reports required by (a), the service provider should report volcanic ash clouds,
encountered by aircraft operators, for which it has become aware of.
GM1 ATM/ANS.OR.A.065(b) Occurrence reporting

SYSTEMS AND CONSTITUENTS

(a) When determining which failures of systems and constituents are to be reported, a degree of
practicality is required as it is not intended that every failure is reported. Only those that have
or may have an impact on the safety of the provision of services are reported.
(b) When nothing is defined in European Union or national legislation, the determination of the
failures of systems and constituents that need to be reported is done by the service provider
and needs to be approved by the competent authority. This determination can be done as a
result of an assessment of the installations or changes to the systems and constituents.
(c) The organisation responsible for the design of the systems and constituents may no longer exist
or may no longer support the design. In this case, the service provider will have made
arrangements to ensure that the safety of the systems and constituents can be assured by
appropriate and practical means. In many cases, this means that the service provider has taken
over the design responsibilities.
(d) Within the application of Regulation (EC) No 552/2004, the organisation responsible for the
design of the constituent will be the entity that signs the Declaration of Conformity or Suitability
for use. For systems and constituents which existed before the applicability date of Regulation
(EC) No 552/2004, the service provider should identify the responsible organisation, otherwise
the service provider should make appropriate arrangements.
1 Commission Implementing Regulation (EU) 2015/1018 of 29 June 2015 laying down a list classifying occurrences in civil aviation to be
mandatorily reported according to Regulation (EU) No 376/2014 of the European Parliament and of the Council (OJ L 163, 30.6.2015,
p. 1).

(ATM/ANS.OR.A)
ATM/ANS.OR.A.070 Contingency plans

A service provider shall have in place contingency plans for all the services it provides in the case of
events which result in significant degradation or interruption of its operations.
GM1 ATM/ANS.OR.A.070 Contingency plans

GENERAL
The contingency plan may include the definition of the measures, the coordination with other actors
(i.e. the State, the competent authorities, possibly the other service providers, the insurance
companies, aerodrome operators, as applicable) and alternative services needed in case of
degradation or interruption of the services, while the applicability of emergency response planning
may be attributable to or affected by an aviation safety occurrence.
ATM/ANS.OR.A.075 Open and transparent provision of services

(a) A service provider shall provide its services in an open and transparent manner. It shall publish
the conditions of access to its services and changes thereto and establish a consultation process
with the users of its services on a regular basis or as needed for specific changes in service
provision, either individually or collectively.
(b) A service provider shall not discriminate on grounds of nationality or other characteristic of the
user or the class of users of its services in a manner that is contrary to Union law.
AMC1 ATM/ANS.OR.A.075(a) Open and transparent provision of

services
GENERAL — PROVIDERS OF AIR NAVIGATION SERVICES AND AIR TRAFFIC FLOW MANAGEMENT
Providers of air navigation services and air traffic flow management should consult with the users of
their services at least once a year.

(ATM/ANS.OR.B)
SUBPART B — MANAGEMENT (ATM/ANS.OR.B)
ATM/ANS.OR.B.001 Technical and operational competence and

capability
A service provider shall ensure that it is able to provide its services in a safe, efficient, continuous and
sustainable manner, consistent with any foreseen level of overall demand for a given airspace. To this
end, it shall maintain adequate technical and operational capacity and expertise.
GM1 ATM/ANS.OR.B.001 Technical and operational competence

and capability
TECHNICAL AND OPERATIONAL CAPACITY

Technical and operational capacity should include a sufficient number of personnel to perform its
tasks and discharge its responsibilities.
ATM/ANS.OR.B.005 Management system

(a) A service provider shall implement and maintain a management system that includes:
(1) clearly defined lines of responsibility and accountability throughout its organisation,
including a direct accountability of the accountable manager;
(2) a description of the overall philosophies and principles of the service provider with regard
to safety, quality, and security of its services, collectively constituting a policy, signed by
the accountable manager;
(3) the means to verify the performance of the service provider's organisation in light of the
performance indicators and performance targets of the management system;
(4) a process to identify changes within the service provider's organisation and the context
in which it operates, which may affect established processes, procedures and services
and, where necessary, change the management system and/or the functional system to
accommodate those changes;
(5) a process to review the management system, identify the causes of substandard
performance of the management system, determine the implications of such
substandard performance, and eliminate or mitigate such causes;
(6) a process to ensure that the personnel of the service provider are trained and competent
to perform their duties in a safe, efficient, continuous and sustainable manner. In this
context, the service provider shall establish policies for the recruitments and training of
its personnel;
(7) a formal means for communication that ensures that all personnel of the service provider
are fully aware of the management system that allows critical information to be conveyed
and that makes it possible to explain why particular actions are taken and why procedures
are introduced or changed.

(ATM/ANS.OR.B)
(b) A service provider shall document all management system key processes, including a process
for making personnel aware of their responsibilities, and the procedure for the amendment of
those processes.
(c) A service provider shall establish a function to monitor compliance of its organisation with the
applicable requirements and the adequacy of the procedures. Compliance monitoring shall
include a feedback system of findings to the accountable manager to ensure effective
implementation of corrective actions as necessary.
(d) A service provider shall monitor the behaviour of its functional system and, where
underperformance is identified, it shall establish its causes and eliminate them or, after having
determined the implication of the underperformance, mitigate its effects.
(e) The management system shall be proportionate to the size of the service provider and the
complexity of its activities, taking into account the hazards and associated risks inherent in
those activities.
(f) Within its management system, the service provider shall establish formal interfaces with the
relevant service providers and aviation undertakings in order to:
(1) ensure that the aviation safety hazards entailed by its activities are identified and
evaluated, and the associated risks are managed and mitigated as appropriate;
(2) ensure that it provides its services in accordance with the requirements of this
Regulation.
(g) In the case that the service provider holds also an aerodrome operator certificate, it shall ensure
that the management system covers all activities in the scope of its certificates.
GM1 ATM/ANS.OR.B.005 Management system

DEFINITIONS AND CONCEPT OF MANAGEMENT SYSTEM

(a) ISO 9000:2005 defines a management system as a 'set of interrelated or interacting elements
to establish policy and objectives and to achieve those objectives'.
(b) Another available definition of management system is the following: ‘The structure, processes
and resources needed to establish an organisation's policy and objectives and to achieve those
objectives.'
(c) Traditionally, separate management systems were developed to address issues such as safety,
quality, environment, health and safety, finance, human resources, information technology and
data protection. However, it is foreseen that more and more the services providers will establish
integrated management systems following the harmonised set of requirements in this
Regulation.
(d) The Regulation does not require that the different management systems are integrated but it
facilitates their integration.

(ATM/ANS.OR.B)
GM2 ATM/ANS.OR.B.005 Management system

RELATIONSHIP BETWEEN THE TYPE OF SERVICE AND SAFETY MANAGEMENT — QUALITY MANAGEMENT
(a) All service providers are required to establish and maintain a management system. However,
only an air traffic services provider can have managerial control over functions directly affecting
the safety of the flight (e.g. the ATCO to separate aircraft from each other). Hence, the
management system requirements in Annex III, which apply to all service providers, are more
broadly associated with the quality of the service rather than the safety of the service. Annex IV
(Part-ATS) has specific safety management requirements for the provision of air traffic services.
Therefore, only the air traffic services provider (that providing air traffic control, alerting service,
air traffic advisory service or flight information service) is required to have a safety management
system and undertake safety assessment of changes to the functional system.
(b) Service providers other than the air traffic services provider can still affect the safety of the
flight through functions or services they provide, but this will always be influenced by the way
in which the air traffic services provider or airspace user are using those functions or services.
Therefore, service providers other than air traffic services providers have a management system
which manages the performance of service (rather than the safe use of their services for flight
navigation and the control which is beyond the managerial control of the service provider). This
performance of the service refers to such properties of the service provided such as accuracy,
reliability, integrity, availability, timeliness, etc.
(c) It is quite likely that air traffic services providers have contractual arrangements in place with
other service providers, whose services they use, specifying the required performance and
requiring the service provider to inform, in a timely manner, the air traffic services provider of
any impact on the performance of services supplied.
(d) When the service provider other than an air traffic services provider provides services or
functions directly to a flight (e.g. MET) without involving air traffic services, then the safe use of
those services is the responsibility of the users of those services.
(e) When the air traffic services provider also provides other services, it may choose to combine
the necessary performance and safety management activities into an integrated management
system covering all services.
AMC1 ATM/ANS.OR.B.005(a) Management system

GENERAL
An ISO 9001 certificate, issued by an appropriately accredited organisation, addressing the quality
management elements required in this Subpart should be considered a sufficient means of
compliance for the service provider. In this case, the service provider should accept the disclosure of
the documentation related to the certification to the competent authority upon the latter’s request.

(ATM/ANS.OR.B)
GM1 to AMC1 ATM/ANS.OR.B.005(a) Management system

GENERAL
ISO 9001 Certificate(s) covers (cover) the quality management elements of the management system.
Other elements required by this Regulation in reference to the management system that are not
covered by the ISO 9001 certificate issued by an appropriately accredited organisation should be
subject to oversight by the competent authority.

GENERAL — FOR ATS PROVIDERS

An ISO 9001 certificate may not give the presumption of compliance with the provisions of ATS.OR.200
‘Safety management system’.

GENERAL — TYPE 1 DAT PROVIDERS

An ISO 9001 or EN 9100 certificate issued by an appropriately accredited organisation addressing the
quality management elements required in the respective Subparts should be considered a sufficient
means of compliance for the Type 1 DAT provider. In this case, the Type 1 DAT provider should accept
the disclosure of the documentation related to the certification to the competent authority upon its
request.


ISO 9001/EN 9100 Certificate(s) covers (cover) the quality management elements of the management
system. Other elements required by this Regulation in reference to the management system that are
not covered by the ISO 9001/EN 9100 certificate issued by an appropriately accredited organisation
should be subject to oversight by the competent authority.


An EN 9100 certificate issued by an appropriately accredited organisation addressing the quality
management elements required in the respective Subparts should be considered as a sufficient means
of compliance for the Type 2 DAT provider. In this case, the Type 2 DAT provider should accept the
disclosure of the documentation related to the certification to the competent authority upon its
request.

(ATM/ANS.OR.B)

EN 9100 CERTIFICATE — TYPE 2 DAT PROVIDERS

EN 9100 Certificate(s) covers (cover) the quality management elements of the management system.
Other elements required by this Regulation in reference to the management system that are not
covered by EN 9100 certificate issued by an appropriately accredited organisation should be subject
to oversight by the competent authority.

GENERAL — NON-COMPLEX SERVICE PROVIDERS

(a) The policy should include a commitment to improve towards the highest standards, comply
with all the applicable legal requirements, meet all the applicable standards, consider the best
practices, and provide the appropriate resources.
(b) The compliance monitoring task may be exercised by the accountable manager, provided that
he or she has demonstrated having the related competence as defined in point (b)(4) of
GM1 ATM/ANS.OR.B.005(c).
(c) Risk management may be performed using hazard checklists or similar risk management tools
or processes, which are integrated into the activities of the service provider.
(d) A service provider should manage associated risks related to changes, as applicable.
Management of changes should be a documented process to identify external and internal
changes.
(e) A service provider should identify persons who fulfil the role of managers and who are
responsible with regard to safety, quality and security of its services, as applicable. These
persons may be accountable managers or individuals with an operational role in the service
provider.
GM1 ATM/ANS.OR.B.005(a)(1) Management system

RESPONSIBILITIES AND ACCOUNTABILITIES

(a) Senior management should ensure that responsibilities and accountabilities are defined and
communicated within the service provider and documented within the management system. In
the context of this rule, ‘responsibilities’ refers to obligations that can be delegated and
‘accountabilities’ refers to obligations that cannot be delegated.
(b) The appointment of an accountable manager who is given the required authorities and
responsibilities, requires that the individual has the necessary attributes to fulfil the role. The
accountable manager may have more than one function in the organisation. Nonetheless, the
accountable manager’s role is to ensure that the management system is properly implemented
and maintained through the allocation of resources and tasks.

(ATM/ANS.OR.B)
AMC1 ATM/ANS.OR.B.005(a)(2) Management system

POLICY
(a) The policy should:
(1) be signed by the accountable manager;
(2) reflect organisational commitments regarding performance of its services and safety,
where applicable, and its proactive and systematic management;
(3) include reporting principles; and
(4) include a commitment to:
(i) improve towards the highest performance standards so as to support the
achievement of the highest level of safety;
(ii) comply with all applicable legislation and requirements, meet all applicable
standards and consider best practices;
(iii) continually improve the effectiveness of the management system;
(iv) provide appropriate resources;
(v) enforce the performance of the service required to support the achievement of the
highest level of safety in the airspace where the service is provided as one primary
responsibility of all managers; and
(vi) that the purpose of reporting is improvement and not to apportion blame to
individuals.
(b) Senior management should:
(1) ensure that the policy:
(i) is appropriate to the purpose of service providers;
(ii) provides a framework for establishing and reviewing objectives in relation to the
provision of the service;
(iii) is communicated and understood within the service provider; and
(iv) is reviewed for continuing suitability;
(2) continually promote the policy to all personnel and demonstrate their commitment to it;
(3) provide necessary and appropriate human and financial resources for its implementation;
and
(4) establish objectives in relation to the provision of the services and performance
standards.

(ATM/ANS.OR.B)

POLICY FOR AIR TRAFFIC SERVICES PROVIDERS VS POLICY FOR ALL OTHER SERVICE PROVIDERS
If a service provider does not undertake the provision of air traffic services, then the policy will be
recognisable more as a quality policy that is concerned with the performance of the service and
conformance to the service provision requirements supporting the achievement of the highest level
of safety in the airspace where the service is provided. Should the service provider undertake the
provision of air traffic services, then ATS.OR.200 also applies and the policy will need to be expanded
to include both the safety and the quality of the service.

POLICY — NON-COMPLEX SERVICE PROVIDERS

The policy is the means whereby the service provider states its intention to maintain and, where
practicable, improve performance levels in all their activities and to minimise their contribution to the
risk of an aircraft accident as far as is reasonably practicable.

SAFETY CULTURE
The policy should actively encourage effective safety reporting and, by defining the line between
acceptable performance (often unintended errors) and unacceptable performance (such as
negligence, recklessness, violations or sabotage), provide fair protection to reporters. A safety or just
culture may not, however, preclude the ‘criminalisation of error’, which is legally, ethically and morally
within the sovereign rights of any Member State, provided that European Union law and established
international agreements are observed. A judicial investigation, and consequences of some form, may
be expected following an accident or serious incident especially if a system failure resulted in lives lost
or property damaged, even if no negligence or ill intent existed. A potential issue could, therefore,
exist if voluntary hazard reports, which relate to latent deficiencies of a system or its performance,
are treated in the same way as those concerning accident and serious incident investigations. The
intent of protecting hazard reports should not challenge the legitimacy of a judicial investigation or
demand undue immunity.

MANAGEMENT OF METEOROLOGICAL SERVICES PERFORMANCE

(a) The management system of the meteorological service provider should provide users with
assurance that the meteorological information supplied complies with the stated requirements
in terms of geographical and spatial coverage, format and content, time and frequency of
issuance and period of validity, as well as the accuracy of measurements, observations and
forecasts.
(b) When the management system indicates that the meteorological information to be supplied to
users does not comply with the stated requirements, and automatic error correction
procedures are not appropriate, such information should not be supplied to users unless it is
validated with the originator.

(ATM/ANS.OR.B)
(c) In regard to the exchange of meteorological information for operational purposes, the
management system should include verification and validation procedures and resources for
monitoring adherence to the prescribed transmission schedules for individual messages and/or
bulletins required to be exchanged as well as the times of their filing for transmission. The
management system should be capable of detecting excessive transit times of messages and
bulletins received.

SAFETY PERFORMANCE MONITORING AND MEASUREMENT — ATS PROVIDER

(a) Safety performance monitoring and measurement should be the process by which the safety
performance of the air traffic services providers is verified in comparison to the safety policy
and the safety objectives established by the air traffic services provider.
(b) This process should include:
(1) safety reporting;
(2) safety studies encompassing broad safety concerns;
(3) safety reviews including trends reviews, which would be conducted during introduction
and deployment of new technologies, change or implementation of procedures, or in
situations of structural change in operations;
(4) safety audits focusing on the integrity of the air traffic services provider’s management
system, and periodically assessing the status of safety risk controls; and
(5) safety surveys, examining particular elements or procedures of a specific operation, such
as problem areas or bottlenecks in daily operations, perceptions and opinions of
operational personnel, and areas of dissent or confusion.
GM1 to AMC2 ATM/ANS.OR.B.005(a)(3) Management system

SAFETY SURVEYS — COMPLEX AIR TRAFFIC SERVICES PROVIDER

(a) An air traffic services provider should:
(1) initiate safety surveys and ensure that all safety-related activities within its scope are
addressed periodically;
(2) appoint an appropriate survey leader and survey team whose expertise is in accordance
with the particular requirements of the intended survey, taking due account of the
desirability of including staff from outside areas where relevant, and being mindful of the
opportunity such an activity provides for staff development and engagement;
(3) define an annual safety survey plan;
(4) take immediate remedial action as soon as any safety-related shortcomings are
identified;
(5) ensure that the actions identified in the action plans are carried out within the specified
timescales; and
(6) ensure that examples of lesson learning and good practice arising from safety surveys are
disseminated and acted upon.

(ATM/ANS.OR.B)
(b) The survey leader should:

(1) carry out the survey;
(2) record the results;
(3) make recommendations; and
(4) agree actions with the relevant operational management.
(c) The survey team should assist the survey leader in fulfilling their responsibilities as determined
by the survey leader.
(d) Safety surveys may be initiated by a number of means such as occurrence reports, safety
performance, suggestions from members of staff, etc.
(e) Safety surveys may be documented in a safety survey report which should also contain the
specific actions that will be taken to address the recommendations. The actions should specify
those responsible for completion and the target dates. The actions should be tracked to closure
through an action plan. This action plan may be implemented as part of an existing locally or
centrally managed action tracker.
(f) A typical safety survey report would require the following content:
(1) Front sheet:
(i) reference number;
(ii) title;
(iii) survey period;
(iv) team members and team leader; and
(v) survey initiator;
(2) Survey description:
(i) introduction;
(ii) objective;
(iii) scope;
(iv) record of results;
(v) conclusions; and
(vi) recommendations and actions.
(g) Survey leader
The survey leader should be adequately trained and competent for the subject of the survey.
Where this is not possible, at least one member of the survey team should be competent in the
subject of the survey.
(h) Survey team
It is advantageous for the survey team to be multi-disciplined and, where possible, be drawn
from differing parts of the air traffic services provider’s organisation.

(ATM/ANS.OR.B)

SAFETY PERFORMANCE MONITORING AND MEASUREMENT — ATS PROVIDER

(a) The means to monitor performance is often through one or more leading or lagging indicators.
(b) Indicators and performance measures provide feedback on what is happening so that the air
traffic services provider can take appropriate actions to respond to changing circumstances. The
indicators provide information on:
(1) what is happening around the air traffic services provider;
(2) how well the air traffic services provider is doing;
(3) what has happened so far; and
(4) warning of impending problems or dangers that the air traffic services provider may need
to take action to avoid.
(c) Although ‘lagging’ performance indicators that measure the final outcomes resulting from the
air traffic services provider’s activities are often considered as the most interesting, lagging
indicators themselves may not provide enough information to guide the air traffic services
provider’s actions and ensure success.
(d) By measuring the inputs to a process, leading performance indicators can complement the use
of lagging indicators and compensate for some of their shortcomings. Leading indicators can be
used to monitor the effectiveness of control systems and give advance warning of any
developing weaknesses before problems occur. One purpose of leading performance indicators
is, therefore, to show the condition of systems before accidents, incidents, harm, damage or
failure occurs. In this way, they can help to control risks and prevent mishaps.
(e) There is good evidence that when leading performance indicators are used correctly, they are
effective in improving performance. However, there is also good evidence that they can be
misused.
(f) For leading performance indicators to play an effective role in the improvement process, there
should be an association between the inputs that the leading performance indicators measure
and the desired lagging outputs. There needs to be a reasonable belief that the actions taken
to improve leading performance indicators will be followed by an improvement in the
associated lagging output indicators.
(g) The process for effective use of leading performance indicators can be summarised as:
(1) Identify where there are potential weaknesses or opportunities for improvement;
(2) Identify what can be done to counter weaknesses or deliver improvement;
(3) Set performance standards for the actions identified;
(4) Monitor performance against the standards;
(5) Take corrective actions to improve performance; and
(6) Repeat the process by using the following continuous improvement model:

(ATM/ANS.OR.B)
(h) For any performance indicator to be effective, it is important that it is:

(1) objective and easy to measure and collect;
(2) relevant to the air traffic services provider whose performance is being measured;
(3) capable of providing immediate and reliable indications of the level of performance;
(4) cost-efficient in terms of the equipment, personnel and additional technology required
to gather the information;
(5) understood and owned by the air traffic services provider whose performance is being
measured;
(6) related to activities considered to be important for future performance;
(7) amenable to intervention/influence by the air traffic services provider whose
performance is being measured;
(8) related to something where there is scope to improve; and
(9) a clear indication of a means to improve performance.

PERFORMANCE MONITORING AND MEASUREMENT — SERVICE PROVIDER OTHER THAN AIR TRAFFIC
SERVICES PROVIDER
A performance indicator (PI) is a type of performance measurement. An organisation may use PIs to
evaluate its success, or to evaluate the success of a particular activity in which it is engaged.
Sometimes success is defined in terms of making progress towards strategic goals, but often success
is simply the repeated, periodic achievement of some level of operational goal (e.g. zero defects).
Accordingly, choosing the right PIs relies upon a good understanding of what is important to the
organisation. Since there is a need to understand well what is important, various techniques to assess
the present state of the business, and its key activities, are associated with the selection of PIs. These
assessments often lead to the identification of potential improvements, so performance indicators are
routinely associated with 'performance improvement' initiatives. When PIs have performance targets
associated with them, they are known as key performance indicators (KPIs).

(ATM/ANS.OR.B)

IDENTIFICATION OF CHANGES TO FUNCTIONAL SYSTEMS

This process is used by the service provider to correctly identify proposed changes. The changes dealt
with in this GM are the proposed changes to the functional system. These can be triggered internally
by changing circumstances that are related to the service provider of concern or externally by changing
circumstances that are related to others or to the context in which the service operates, i.e. in
situations where the service provider does not have managerial control over them. The triggers are
called ‘change drivers’.
(a) Identification of internal circumstances
(1) The procedure to identify changes needs to be embedded in all parts of the organisation
that can modify the functional system, i.e. the operational system used to support the
services provided. Examples of proposed changes to the functional system as a response
to changing circumstances under the control of the organisation, therefore, include:
(i) changes to the way the components of the functional system are used;
(ii) changes to equipment, either hardware or software;
(iii) changes to roles and responsibilities of operational personnel;
(iv) changes to operating procedures;
(v) changes to system configuration, excluding changes during maintenance, repair
and alternative operations that are already part of the accepted operational
envelope;
(vi) changes that are necessary as a result of changing circumstances to the operational
context under the managerial control of the provider that can impact the service,
e.g. provision of service under new conditions;
(vii) changes that are necessary as a result of changing circumstances to the local
physical (operational) environment of the functional system; and
(viii) changes to the working hours and/or shift patterns of key personnel which could
impact on the safe delivery of services.
(2) These changes are often identified by the service provider using business processes,
which will be used to identify changes planned for the medium and long term. Such
processes can include:
(i) annual business plans;
(ii) strategic safety boards;
(iii) equipment replacement projects;
(iv) airspace reorganisation plans;
(v) introduction of new operational concepts, e.g. Free Flight;
(vi) accident and incident investigation reports; and
(vii) safety monitoring and safety surveys.

(ATM/ANS.OR.B)
(b) Identification of external circumstances

The service provider should have processes in place to react appropriately to notifications
received from those service providers that supply services to them. In addition, changes to the
context that can impact on the service provided and are not under the managerial control of
the service provider should be identified and treated as potential triggers. Furthermore, the
service provider should negotiate contracts with unregulated service providers in accordance
with ATM/ANS.OR.B.015 ‘Contracted activities’ that place a responsibility on such organisations
to inform them of planned changes to their services.

ASSESSMENT OF THE MANAGEMENT SYSTEM

(a) Senior management should assess the service provider’s management system, at planned
intervals, to ensure its continuing suitability, adequacy and effectiveness.
(b) The review should include assessing opportunities for improvement and the need for changes
to the management system, including the policy and objectives.
(c) Records from management assessments should be maintained.

TRAINING AND COMPETENCY

A service provider should:
(a) determine the necessary competence for personnel performing activities supporting services
provision;
(b) where applicable, provide training or take other actions to achieve the necessary competence;
(c) evaluate the effectiveness of the actions taken;
(d) ensure that personnel are aware of the relevance and importance of their activities and how
they contribute to the achievement of the objectives; and
(e) maintain appropriate records of education, training, skills and experience.

COMMUNICATION RESPONSIBILITIES
The senior management should ensure that appropriate communication processes are established
within the service provider and that communication takes place regarding the effectiveness of the
management system.

(ATM/ANS.OR.B)
AMC1 ATM/ANS.OR.B.005(b) Management system

SERVICE PROVIDER’S MANAGEMENT SYSTEM DOCUMENTATION

A service provider’s management system documentation should at least include the following
information:
(a) a statement signed by the accountable manager to confirm that the service provider will
continuously work in accordance with the applicable requirements and the service provider’s
documentation as required by this Part and other applicable Parts;
(b) the service provider’s scope of activities;
(c) the titles and names of nominated postholders referred to in ATM/ANS.OR.B.020(b);
(d) the service provider’s chart showing the lines of responsibility between the persons referred to
in ATM/ANS.OR.B.020(b);
(e) a general description and location of the facilities referred to in ATM/ANS.OR.B.025;
(f) procedures describing the function and specifying how the service provider monitors and
ensures compliance with the applicable requirements referred to in ATM/ANS.OR.B.005(c); and
(g) the amendment procedure for the service provider’s management system documentation.
GM1 ATM/ANS.OR.B.005(b) Management system

SERVICE PROVIDER’S MANAGEMENT SYSTEM DOCUMENTATION

(a) It is not required to duplicate information in several manuals. The information may be contained
in the service provider’s manuals (e.g. operations manual, training manual), which may also be
combined.
(b) A service provider may also choose to document some of the information required to be
documented in separate documents (e.g. procedures). In this case, it should ensure that
manuals contain adequate references to any document kept separately. Any such documents
are then to be considered an integral part of the service provider’s management system
documentation.
(c) A service provider’s management system documentation may be included in a separate manual
or in (one of) the manual(s) as required by the applicable subpart(s). A cross reference should
be included.
AMC1 ATM/ANS.OR.B.005(c) Management system

COMPLIANCE MONITORING — GENERAL FOR COMPLEX SERVICE PROVIDERS

(a) Compliance monitoring
The implementation and use of a compliance monitoring function should enable the service
provider to monitor compliance with the relevant requirements of this Part and other applicable
Parts.
(1) A service provider should specify the basic structure of the compliance monitoring
function applicable to the activities conducted.

(ATM/ANS.OR.B)
(2) The compliance monitoring function should be structured according to the size of the
service provider and the complexity of the activities to be monitored, including those
which have been subcontracted.
(b) A service provider should monitor compliance with the procedures they have designed to
ensure that services are provided with the required safety levels and quality, as applicable. In
doing so, they should as a minimum, and where appropriate, monitor:
(1) manuals, logs, and records;
(2) training standards; and
(3) management system procedures.
(c) Organisational set-up
(1) A person should be responsible for compliance monitoring to ensure that the service
provider continues to meet the requirements of this Part and other applicable Parts. The
accountable manager should ensure that sufficient resources are allocated for
compliance monitoring.
(2) Personnel involved in the compliance monitoring should have access to all parts of service
provider and, as necessary, any contracted organisation.
(3) In the case the person responsible for compliance monitoring acts also as safety manager,
the accountable manager, with regard to his or her direct accountability for safety, should
ensure that sufficient resources are allocated to both functions, taking into account the
size of the service provider and the nature and complexity of its activities.
(4) The independence of the compliance monitoring function should be established by
ensuring that audits and inspections are carried out by personnel not directly involved in
the activity being audited.
(d) Compliance monitoring documentation
(1) Relevant documentation should include relevant part(s) of the service provider’s
management system documentation.
(2) In addition, relevant documentation should also include:
(i) terminology;
(ii) specified activity standards;
(iii) a description of the service provider;
(iv) allocation of duties and responsibilities;
(v) procedures to ensure compliance;
(vi) the compliance monitoring programme, reflecting:
(A) the schedule of the monitoring programme;
(B) audit procedures;
(C) reporting procedures;
(D) follow-up and corrective action procedures; and
(E) the record-keeping system;
(vii) the training syllabus referred to in (e)(2); and

(ATM/ANS.OR.B)
(viii) document control.

(e) Training
(1) Correct and thorough training is essential to optimise compliance in every service
provider. In order to achieve significant outcomes of such training, the service provider
should ensure that all personnel understand the objectives as laid down in the service
provider’s management system documentation.
(2) Those responsible for managing the compliance monitoring function should receive
training on this task. Such training should cover the requirements of compliance
monitoring, manuals and procedures related to the task, audit techniques, reporting and
recording.
(3) Time should be provided to train all personnel involved in compliance management and
for briefing the remainder of the personnel.
(4) The allocation of time and resources should be governed by the volume and complexity
of the activities concerned.
GM1 ATM/ANS.OR.B.005(c) Management system

COMPLIANCE MONITORING ORGANISATIONAL SET-UP

(a) The role of the compliance monitoring may be performed by a compliance monitoring manager
to ensure that the activities of the service provider are monitored for compliance with the
applicable regulatory requirements and any additional requirements established by the service
provider, and that these activities are being carried out properly under the supervision of other
relevant nominated postholders and line managers.
(b) The compliance monitoring manager should:
(1) be responsible for ensuring that the compliance monitoring programme is properly
implemented, maintained, and continually reviewed and improved;
(2) have direct access to the accountable manager;
(3) not be one of the line managers; and
(4) be able to demonstrate relevant knowledge, background and appropriate experience
related to the activities of the service provider, including knowledge and experience in
compliance monitoring.
(c) The compliance monitoring manager may perform all audits and inspections himself/herself or
appoint one or more auditors by choosing personnel having the related competence as defined
in point (b)(iii), either from within or outside the service provider.
(d) Regardless of the option chosen, it needs to be ensured that the independence of the audit
function is not affected, in particular in cases where those performing the audit or inspection
are also responsible for other activities within the service provider.
(e) In case external personnel are used to perform compliance audits or inspections:
(1) any such audits or inspections are performed under the responsibility of the compliance
monitoring manager; and
(2) the compliance monitoring manager remains responsible for ensuring that the external
personnel has relevant knowledge, background and experience as appropriate to the

(ATM/ANS.OR.B)
activities being audited or inspected, including knowledge and experience in compliance

monitoring.
(f) A service provider retains the ultimate responsibility for the effectiveness of the compliance
monitoring function, in particular for the effective implementation and follow-up of all
corrective actions.
AMC1 ATM/ANS.OR.B.005(d) Management system

REACTION TO UNDERPERFORMANCE OF FUNCTIONAL SYSTEMS

If the cause of the underperformance is found to be:
(a) a flaw in the functional system, the service provider should initiate a change to the functional
system either to remove the flaw or mitigate its effects;
(b) a flawed argument associated with a change to that functional system, the service provider
should either:
(1) provide a valid argument; or
(2) where the service provider considers it more feasible, initiate a change to the functional
system.
AMC1 ATM/ANS.OR.B.005(e) Management system

SIZE, NATURE AND COMPLEXITY OF THE ACTIVITY

(a) An air traffic services provider should be considered as complex unless it is eligible to apply for
a limited certificate and fulfils the criteria set out in ATM/ANS.OR.A.010(a).
(b) An air navigation services provider, other than an air traffic services provider, should be
considered as complex unless it is eligible to apply for a limited certificate and fulfils the criteria
set out in ATM/ANS.OR.A.010(b)(1).
(c) An aerodrome flight information services provider should be considered as complex unless it is
eligible to apply for a limited certificate and fulfils the criteria set out in
ATM/ANS.OR.A.010(b)(2).
(d) A service provider, other than an air navigation services provider, should be considered as
complex when it has a workforce of more than 20 full-time equivalents (FTEs) involved in the
activity subject to Regulation (EC) No 216/2008 and its implementing rules.
GM1 ATM/ANS.OR.B.005(e) Management system

SIZE, NATURE AND COMPLEXITY OF THE ACTIVITY

(a) In consideration of the EUR 1 000 000 gross annual turnover referred to in
ATM/ANS.OR.A.010(b)(1), this is assessed against the income the air navigation services
provider generates in the provision of the services specified in Annex Vb to Regulation (EC)
No 216/2008 and does not include any income generated by the air navigation services provider
who undertakes other commercial activity that generates income.

(ATM/ANS.OR.B)
(b) In consideration of operating regularly not more than one working position at any aerodrome
referred to in ATM/ANS.OR.A.010(b)(2), this means that for the majority (i.e. greater than 50 %)
of time an aerodrome is operational, only one working position is used.
(c) Table 3 below illustrates the circumstances under which the service provider could be
considered as non-complex.
Type of service Criteria to be complied with
Air traffic services Eligible for limited certificate and meets criteria in ATM/ANS.OR.A.010(a)
CNS/MET/AIS Eligible for limited certificate and meets criteria in ATM/ANS.OR.A.010(b)(1)
AFIS Eligible for limited certificate and meets criteria in ATM/ANS.OR.A.010(b)(2)
ASM/ATFM/DAT Workforce of 20 or less FTEs per service
Table 3: Non-complex service provider
GM1 ATM/ANS.OR.B.005(f) Management system

GENERAL
Within the scope of this Regulation, only the air traffic services provider can identify hazards, assess
the associated risks and mitigate or propose mitigating measures where necessary. This requirement
implies that all service providers (air traffic services and non-air traffic services) establish formal
interfaces (e.g. service level agreements, letters of understanding, memorandum of cooperation)
between the relevant services providers themselves or between the service providers and other
aviation undertakings (e.g. aerodrome operators) so as to ensure that hazards associated with the use
of the services they provide are identified and the risks assessed and whenever needed mitigated. It
does not imply that this has to be done by the service providers themselves (e.g. MET or AIS providers
cannot do this by themselves) as only the air traffic services provider can, but they need to establish
the interfaces with those service providers (ATS providers) or other aviation undertaking (e.g.
aerodrome operators) who are able to do so. The formal interfaces could address the mitigation
means put on the different providers (e.g. via requirements in a service level agreement).
GM2 ATM/ANS.OR.B.005(f) Management system

LOCAL RUNWAY SAFETY TEAM

The service provider should participate in the local runway safety team (LRST) established by the
aerodrome operator in accordance with AMC1 ADR.OR.D.027 and GM2 ADR.OR.D.027.
ATM/ANS.OR.B.010 Change management procedures

(a) A service provider shall use procedures to manage, assess and, if necessary, mitigate the impact
of changes to its functional systems in accordance with points ATM/ANS.OR.A.045,
ATM/ANS.OR.C.005, ATS.OR.205 and ATS.OR.210, as applicable.
(b) The procedures referred to in point (a) or any material modifications to those procedures shall:
(1) be submitted, for approval, by the service provider to the competent authority;
(2) not be used until approved by the competent authority.

(ATM/ANS.OR.B)
(c) When the approved procedures referred to in point (b) are not suitable for a particular change,
the service provider shall:
(1) make a request to the competent authority for an exemption to deviate from the
approved procedures;
(2) provide the details of the deviation and the justification for its use to the competent
authority;
(3) not use the deviation before being approved by the competent authority.
AMC1 ATM/ANS.OR.B.010(a) Change management procedures

GENERAL
(a) The procedures, and the change of the procedures, used by a service provider to manage
changes should cover the complete lifecycle of a change.
(b) The service provider should show that the procedures address all the actions and all the
evidence needed in order to comply with the requirements laid down in ATM/ANS.OR.A.045,
ATS.OR.205, ATS.OR.210, and ATM/ANS.OR.C.005, as appropriate. For that purpose, the service
provider should use a compliance matrix, which shows:
(1) which part of a procedure addresses which part of the Regulation (i.e. the requirement
of the implementing rule); and
(2) the rationale explaining how the procedures demonstrate compliance with the
Regulation.
(c) The service provider should ensure that the roles and responsibilities for the change
management processes are identified in the procedures.
(d) Procedures should be submitted in a manner agreed between the service provider and the
competent authority. Until an agreement is reached, the competent authority will prescribe the
means of submission.
(e) The procedure that defines the notification process for changes includes:
(1) the point of contact in charge of the notification of changes, e.g. person, or part of the
organisation and the role;
(2) the means used for notification, e.g. fax, email, mail, use of database or others.
(f) The management of change procedures should include a change identification procedure. This
procedure, which is a precursor of the change notification process, should seek out potential
changes, confirm that there is a real intent to implement them (propose the change) and, if so,
initiate the notification process.

(ATM/ANS.OR.B)
GM1 to AMC1 ATM/ANS.OR.B.010(a) Change management

procedures
COMPLIANCE MATRIX
The following example of a matrix could be used by the service provider to document the compliance
status of its change management procedures.
Service provider [Name of the provider]
Provided services ATS: C: N: S: MET: AIS: DAT: ASM: ATFCM:
Date MM/DD/YYYY
Version of the form Vx.y
Submitted Procedure ‘ XYZ ‘ — version ‘ a.b ‘ of MM/DD/YYYY

procedure(s) Procedure ‘ JKL ‘ — version ‘ c.d ‘ of MM/DD/YYYY
[…]
Requirement Competent
in the AMC Procedure Rationale Status authority
Regulation comment
ATM/ANS.OR. None Procedure ‘ JKL ’ Paragraph 4 states that Non- To be
A.045(c) — version ‘ c.d ’ the transition into approved assessed
— Paragraph 4 operation of any
functional change will
occur following the
completion of the
activities required by the
procedures XYZ, MNO,
and ABC
ATM/ANS.OR. AMC1 ATM/ANS. Procedure ‘ XYZ ’ Paragraph 3 stresses that Approved None
A.045(d) OR.A.045(d) — version ‘ a.b ’ a change subject to
— Paragraph 3 competent authority
review should not be
allowed to be put into
service before formal
approval has been
granted.
AMC2 ATM/ANS.OR.B.010(a) Change management procedures

GENERAL
(a) As part of the change management procedures, the service provider should keep a register of
the records of all notified changes. The register should include:
(1) the status of the implementation of the change, i.e. planned, under review, under
implementation, implemented, or cancelled;

(ATM/ANS.OR.B)
(2) the notification;

(3) (a link to) the location of the actual record, including a reference to all information passed
to the competent authority in accordance with ATM/ANS.OR.A.045(a)(2).
(b) In addition, when the changes are selected for review, the register should also include:
(1) the review decision from the competent authority; and
(2) a link to records of the change approval by the competent authority.
GM1 ATM/ANS.OR.B.010(a) Change management procedures

GENERAL
(a) The change management procedures for changes to functional systems should include:
(1) the identification and notification of proposed changes;
(2) the identification of the scope of the change, i.e. the identification of what parts of the
functional system are to be changed or are affected by the change;
(3) the assessment and assurance of the change;
(4) the approval of the change; and
(5) the establishment of the monitoring criteria to ensure that the change will remain
acceptable as long as it is in operation (acceptably safe for air traffic service providers or
acceptably trustworthy for other service providers). The monitoring of the changed
system is part of the activities related to the management system of the service provider.
It is not covered by the change management procedures themselves.
(b) The procedures that manage changes to functional systems do not include the processes to
identify the circumstances that will trigger the change. These should be part of the management
system(s) as laid down in ATM/ANS.OR.B.005 and/or ATS.OR.200, as applicable.
(c) The change management procedures should address the following:
(1) procedural-oriented content, which details:
(i) the roles and activities with regard to change management, safety assessment and
safety support assessment;
(ii) the identification of the parts of the functional system affected by the proposed
change;
(iii) the type of safety assessment or safety support assessment that has to be used for
the identified type of changes;
(iv) the competence of the persons performing change management, safety
assessments and safety support assessments;
(v) the identified triggers for performing a safety assessment and a safety support
assessment;
(vi) the means of change notification; ‘means’ includes the form of notification;
(vii) the means of identifying any organisations or aviation undertakings using the
service that are potentially affected by the change; and
(viii) the means of informing those identified in (vii).

(ATM/ANS.OR.B)
(2) Method-oriented content, which details description of the safety assessments and safety
support assessments methods and mitigation methods used by the service provider.
(d) For each change management procedure or part of a change management procedure approved,
the agreement on notification of any change over them should be documented and formalised.
In any case, the service provider should keep records of these changes.
ATM/ANS.OR.B.015 Contracted activities

(a) Contracted activities include all the activities within the scope of the service provider's
operations, in accordance with the terms of the certificate, that are performed by other
organisations either themselves certified to carry out such activity or if not certified, working
under the service provider's oversight. A service provider shall ensure that when contracting or
purchasing any part of its activities to external organisations, the contracted or purchased
activity, system or constituent conforms to the applicable requirements.
(b) When a service provider contracts any part of its activities to an organisation that is not itself
certified in accordance with this Regulation to carry out such activity, it shall ensure that the
contracted organisation works under its oversight. The service provider shall ensure that the
competent authority is given access to the contracted organisation to determine continued
compliance with the applicable requirements under this Regulation.
AMC1 ATM/ANS.OR.B.015 Contracted activities

RESPONSIBILITY WHEN CONTRACTING ACTIVITIES

(a) A contract should exist between the service provider and the contracted organisation clearly
defining the contracted activities and the applicable requirements, including training and
competences requirements for air traffic safety electronics personnel (ATSEP) employed by the
contracted organisation, where applicable.
(b) The contracted activities, performed by an organisation that is not itself certified in accordance
with this Regulation to carry out such activity, should be included in the service provider’s
oversight process. In this context, where the contracted activity requires the ATSEP employed
by contracted organisation to undertake any aspect of this activity, the service provider should
ensure that those ATSEP have received the applicable training and competences foreseen in
Subpart A of Annex XIII.
(c) A service provider should ensure that the contracted organisation has the necessary
authorisation, declaration or approval when required, and commands the resources and
competence to undertake the task.
GM1 to AMC1 ATM/ANS.OR.B.015 Contracted activities


The applicable requirements may include the necessary elements from the training and competence
assessment of ATSEP laid down in Annex XIII to this Regulation in accordance with ATSEP.OR.105 in
order to ensure equivalent level of safety and level playing field for the maintenance of systems and
equipment regardless of whether such services are provided internally in the service provider or
outsourced.

(ATM/ANS.OR.B)


(a) When the contracted organisation is itself certified in accordance with this Regulation to carry
out the contracted activities, the service providers’ compliance monitoring should at least check
that the approval effectively covers the contracted activities and that it is still valid.
(b) When the service provider is not certified itself to provide the service, it should only contract or
purchase services from a certified organisation when so required by this Regulation.

SAFETY — ATS PROVIDER

An air traffic services provider should ensure adequate justification of the safety of the externally
provided and supplied services, having regard to their safety significance within the provision of its
services.
GM1 ATM/ANS.OR.B.015 Contracted activities

GENERAL
(a) A service provider may contract certain activities to external organisations. ‘Contracted
activities’ means those activities within the service provision conditions attached to the service
provider’s certificate that are performed by other organisations either themselves certified to
carry out such an activity or if not certified, working under the service provider’s oversight. The
scope of the service provider's oversight covers the contracted activities performed by the
external organisation that is not itself certified in accordance with this Regulation.
(b) Activities contracted to external organisations for the provision of services may include areas
such as:
(1) aeronautical information services;
(2) meteorological services, etc.
(c) In the case of activities contracted, the service provider should define relevant management
responsibilities within its own organisation.
(d) The ultimate responsibility for the services provided by contracted organisations should always
remain with the contracting service provider.


(a) A contract could take the form of a written agreement, letter of agreement, service letter
agreement, memorandum of understanding, etc. as appropriate for the contracted activities.
(b) A service provider’s assurance process could be included into the service provider’s
management system and compliance monitoring programmes.

(ATM/ANS.OR.B)
(c) In order to ensure that the contracted organisation is able to perform the contracted activities,
the service provider may conduct a prior audit of the contracted party.


(a) Regardless of the approval status of the contracted organisation, the service provider is
responsible for ensuring that all contracted activities are subject to compliance monitoring as
required by ATM/ANS.OR.B.005(c), and in the case of air traffic services provider, also to hazard
identification and risk management as required by ATS.OR.200(2).
(b) If a service provider requires a contracted organisation to conduct an activity which exceeds the
privileges of the contracted organisation’s certificate, this will be considered as the contracted
organisation working under the approval and oversight of the contracting service provider.


Table 4 below illustrates the responsibilities when contracting.
Contracted activity Contracted activity
 subject to certification; and  subject to certification; and
 the contracting service provider  contracting service provider NOT
certified for that activity certified for that activity
Contracted external A contracting service provider undertakes A contracting service provider undertakes
organisation compliance monitoring of the contracted compliance monitoring of the contracted
certified to provide external organisation and should at least external organisation and should at least
the activity check that the certificate effectively check that the certificate effectively
covers the contracted activities and that covers the contracted activities and that
it is valid. it is valid.
Contracted external The contracted external organisation The activity cannot be contracted to the
organisation NOT works under the oversight of the external organisation.
certified to provide contracting service provider.
the activity
Table 4: Responsibility when contracting activities
ATM/ANS.OR.B.020 Personnel requirements

(a) A service provider shall appoint an accountable manager, who has the authority over ensuring
that all activities can be financed and carried out in accordance with the applicable
requirements. The accountable manager shall be responsible for establishing and maintaining
an effective management system.
(b) A service provider shall define the authority, duties and responsibilities of the nominated post
holders, in particular of the management personnel in charge of safety, quality, security, finance
and human resources-related functions as applicable.

(ATM/ANS.OR.B)
GM1 ATM/ANS.OR.B.020(a) Personnel requirements

ACCOUNTABLE MANAGER
Depending on the size, structure and complexity of the organisation, the accountable manager may
be:
(a) the chief executive officer (CEO);
(b) the chief operating officer (COO);
(c) the chairperson of the board of directors;
(d) a partner; or
(e) the proprietor.
AMC1 ATM/ANS.OR.B.020(b) Personnel requirements

GENERAL
Senior management should appoint a member of the service provider’s management who,
irrespective of other responsibilities, should have responsibility and authority that includes:
(a) ensuring that processes needed for the management system are established, implemented and
maintained;
(b) reporting to senior management on the performance of the management system and any need
for improvement; and
(c) ensuring the promotion of awareness of performance and service requirements throughout the
service provider and of the impact it has on safety.
GM1 ATM/ANS.OR.B.020(b) Personnel requirements

COMBINATION OF NOMINATED POSTHOLDERS RESPONSIBILITIES

(a) The acceptability of a single person holding more than one post, possibly in combination with
being the accountable manager, should depend upon the service provider’s organisation and
the complexity of its activities. The two main areas of concern should be competence and an
individual’s capacity to meet his or her responsibilities.
(b) As regards competence in different areas of responsibility, there should not be any difference
from the requirements applicable to persons holding only one post.
The capacity of an individual to meet his or her responsibilities should primarily be dependent upon
the complexity of the service provider’s organisation and its activities. However, the complexity of
the service provider’s organisation or of its activities may prevent or limit the combination of posts
ATM/ANS.OR.B.025 Facilities requirements

A service provider shall ensure that there are adequate and appropriate facilities to perform and
manage all tasks and activities in accordance with the applicable requirements.

(ATM/ANS.OR.B)
ATM/ANS.OR.B.030 Record-keeping
(a) A service provider shall establish a system of record-keeping that allows adequate storage of
the records and reliable traceability of all its activities, covering in particular all the elements
indicated in point ATM/ANS.OR.B.005.
(b) The format and the retention period of the records referred to in point (a) shall be specified in
the service provider's management system procedures.
(c) Records shall be stored in a manner that ensures protection against damage, alteration and
theft.
AMC1 ATM/ANS.OR.B.030 Record-keeping

GENERAL
(a) The record-keeping system should ensure that all the records required in ATM/ANS.OR.B.030(a)
are accessible whenever needed. These records should be organised in a way that ensures
traceability and retrieval throughout the retention period.
(b) Records should be kept in paper form or in electronic format or a combination of both. Records
stored on microfilm or optical disc format are also acceptable. The records should remain legible
throughout the required retention period. The retention period starts when a record has been
created or last amended.
(c) Paper systems should use robust material which can withstand normal handling and filing.
(d) Computer systems should have at least one backup system which should be updated within
24 hours of any new entry. Computer systems should include safeguards against the probability
of unauthorised personnel altering the data.
(e) All computer hardware used to ensure data backup should be stored in a different location from
that containing the working data and in an environment that ensures they remain in good
condition. When hardware or software changes take place, special care should be taken that all
necessary data continues to be accessible at least through the full retention period.
GM1 ATM/ANS.OR.B.030 Record-keeping

GENERAL
The record-keeping provision is intended to address the management system records rather than
operational data which is covered by other record-keeping applicable requirements.
AMC1 ATM/ANS.OR.B.030(b) Record-keeping

RETENTION PERIOD
The records should be kept for a minimum period of at least 5 years unless otherwise specified by the

(ATM/ANS.OR.B)
ATM/ANS.OR.B.035 Operations manuals

(a) A service provider shall provide and keep up to date its operations manuals relating to the
provision of its services for the use and guidance of operations personnel.
(b) It shall ensure that:
(1) operations manuals contain the instructions and information required by the operations
personnel to perform their duties;
(2) relevant parts of the operations manuals are accessible to the personnel concerned;
(3) the operations personnel are informed of amendments to the operations manual
applying to their duties in a manner that enables their application as of their entry into
force.

SUBPART C — SPECIFIC ORGANISATION
REQUIREMENTS FOR SERVICE PROVIDERS
OTHER THAN ATS PROVIDERS
(ATM/ANS.OR.C)
SUBPART C — SPECIFIC ORGANISATION REQUIREMENTS FOR

SERVICE PROVIDERS OTHER THAN ATS PROVIDERS
(ATM/ANS.OR.C)
ATM/ANS.OR.C.001 Scope
This Subpart establishes the requirements to be met by the service provider other than the air traffic
services provider, in addition to the requirements set out in Subparts A and B.
ATM/ANS.OR.C.005 Safety support assessment and assurance of

changes to the functional system
(a) For any change notified in accordance with point ATM/ANS.OR.A.045(a)(1), the service provider
other than the air traffic services provider shall:
(1) ensure that a safety support assessment is carried out covering the scope of the change
which is:
(i) the equipment, procedural and human elements being changed;
(ii) interfaces and interactions between the elements being changed and the
remainder of the functional system;
(iii) interfaces and interactions between the elements being changed and the context
in which it is intended to operate;
(iv) the life cycle of the change from definition to operations including transition into
service;
(v) planned degraded modes;
(2) provide assurance, with sufficient confidence, via a complete, documented and valid
argument that the service will behave and will continue to behave only as specified in the
specified context.
(b) A service provider other than an air traffic services provider shall ensure that the safety support
assessment referred to in point (a) comprises:
(1) verification that:
(i) the assessment corresponds to the scope of the change as defined in point (a)(1);
(ii) the service behaves only as specified in the specified context;
(iii) the way the service behaves complies with and does not contradict any applicable
requirements of this Regulation placed on the services provided by the changed
functional system; and
(2) specification of the monitoring criteria necessary to demonstrate that the service
delivered by the changed functional system will continue to behave only as specified in
the specified context.

(ATM/ANS.OR.C)
GM1 ATM/ANS.OR.C.005(a)(1) Safety support assessment and

assurance of changes to the functional system
GENERAL
(a) The safety support assessment should be conducted by the service provider itself. It may also
be carried out by another organisation, on its behalf, provided that the responsibility for the
safety support assessment remains with the service provider.
(b) A safety support assessment needs to be performed when a change affects a part of the
functional system managed by a service provider other than an air traffic services provider and
it is being used in the provision of its services. The safety support assessment or the way it is
conducted does not depend on whether the change is a result of a business decision or a
decision to improve the service performance.

SAFETY SUPPORT ASSESSMENTS BY PROVIDERS THAT ARE ALSO ATS PROVIDERS

(a) Only air traffic services providers can perform a safety assessment. Service providers other than
air traffic services providers can only perform a safety support assessment to determine that
the new or changed service behaves only as specified in a specified context.
(b) A safety support assessment should be carried out for changes that cross the organisation’s
boundary.
(c) An air traffic services provider may choose not to perform a safety support assessment of
changes to its functional system when the changes do not cross the organisation’s boundary. In
this specific case, the safety assessment of changes to the functional system should be
performed.

SAFETY SUPPORT ASSESSMENT

(a) A safety support assessment is needed whenever the functional system of a service provider
other than an air traffic services provider changes. This may be as a result of:
(1) the provider proposing a change to:
(i) its functional system;
(ii) the services it provides;
(iii) the context in which its functional system operates; or
(iv) the context in which the service is provided;
(2) the services used by the provider in the delivery of its services being planned to change;
or/and

(ATM/ANS.OR.C)
(3) a change to the context in which the service provider’s functional system operates as a
result of a proposed change by another service provider, another organisation regulated
by Regulation (EC) No 216/2008 or an unregulated body.
(b) The granularity of the safety support case report will depend on:
(1) the scope of the change;
(2) the nature and number of arguments; and
(3) the necessary and sufficient evidence needed to provide appropriate confidence that the
safety support assurance is valid (complete and correct).

SCOPE OF THE CHANGE

(a) The description of the elements being changed includes the nature, functionality, location,
performance, maintenance tasks, training and responsibilities of these elements, where
applicable. The description of interfaces and interactions, between machines and between
humans and machines, should include communication means, e.g. language, phraseology,
protocol, format, order and timing and transmission means, where applicable. In addition, it
includes the description of the context in which they operate.
(b) There are two main aspects to consider in evaluating the scope of a change:
(1) The interactions within the changed functional system.
(2) The interactions within the changing functional system, i.e. those that occur during
transitions from the current functional system to the changed system. During such
transitions, components are replaced/installed in the functional system. These
installation activities are interactions within the changing functional system and are to be
included within the scope of the change.
As each transition can be treated as a change to the functional system, the identification of both
the above has a common approach described below.
(c) The scope of the change is defined as the set of the changed components and affected
components. In order to identify the impacted components and the changed components, it is
necessary to:
(1) know which components will be changed;
(2) know which component’s (components’) behaviour might be affected by the changed
components, although it is (they are) not changed itself (themselves); and
(3) detect indirectly affected components by identifying:
(i) new interactions introduced by the changed or directly affected components;
(ii) interactions with changed or directly affected components via the context.
Furthermore, directly and indirectly impacted components will be identified as a result of
applying the above iteratively to any directly and indirectly impacted components that have
been identified previously.

(ATM/ANS.OR.C)
The scope of the change is the set of changed, directly impacted and indirectly impacted
components identified when the iteration identifies no new components.
(d) The context in which the changed service is intended to be provided (see
ATM/ANS.OR.C.005(a)(1)(iii)) includes the interface through which the service will be delivered
to other service providers.

TRAINING
If the change modifies the way people interact with the rest of the functional system, then they will
require training before the change becomes operational. Care should be taken when training
operational staff before the change is operational, as the training may change the behaviour of the
operational staff when they interact with the existing functional system before any other part of the
change is made, and so the training may have to be treated as a transitional stage of the change. For
example, as a result of training, ATCOs may come to expect information or alerts to be presented
differently. People may also need refreshment training periodically in order to ensure that their
performance does not degrade over time. The training needed before operation forms part of the
design of the change, while the refreshment training is part of the maintenance of the functional
system after the change is in operation.

INTERACTIONS
The identification of changed interactions is necessary in order to identify the scope of the change
because any changed behaviour in the system comes about via a changed interaction. Changed
interaction happens via an interaction at an interface of the functional system and the context in which
it operates. Consequently, identification of both interfaces and interactions is needed to ensure that
all interactions have identified interfaces and all interfaces have identified interactions. From this, all
interactions and interfaces that will be changed can be identified.
AMC1 ATM/ANS.OR.C.005(a)(2) Safety support assessment and

FORM OF ASSURANCE
Service providers other than air traffic services providers should ensure that the assurance is
documented in a safety support case.

(ATM/ANS.OR.C)

COMPLETENESS OF THE ARGUMENT

The argument should be considered complete when it shows that:
(a) the safety support assessment of ATM/ANS.OR.C.005(b) has produced a service specification
and context specification where:
(1) the service has been defined in terms of functionality, performance and the form of the
interfaces;
(2) the specification of context correctly and completely records the conditions under which
the specification of the service is true;
(3) the interaction of components, under failure conditions or failures in services delivered
to the components, have been assessed for their impact on the service and, where
necessary, degraded modes of service have been defined; and
(4) the specification encompasses the interaction with the environment;
(b) safety support requirements have been placed on the elements changed and on those elements
affected by the change;
(c) the behaviour necessitated by the safety support requirements is the complete behaviour
expressed by the service specification;
(d) all safety support requirements have been traced from the service specification to the level of
the architecture at which they have been satisfied;
(e) each component satisfies its safety support requirements; and
(f) the evidence is derived from known versions of the components and the architecture and
known sets of products, data and descriptions that have been used in the production or
verification of those versions.
GM1 to AMC2 ATM/ANS.OR.C.005(a)(2) Safety support assessment

and assurance of changes to the functional system

(a) Sufficiency of specifications
The way the service specification is arrived at is not of particular interest in a safety support
case and so it is not dealt with here. A specification that is sufficient implies that the service
meets the provider’s intent, i.e. it is valid. Two necessary conditions for a sufficient specification
are provided here:
(1) Assessment of failure conditions
(i) Failures or failure conditions are malfunctions of behaviour. This means either the
loss or corruption of some intended behaviour, e.g. behaviour that is considered
to be:

(ATM/ANS.OR.C)
(A) more than (quantity, information);

(B) less than (quantity, information);
(C) additional to;
(D) faster than;
(E) slower than;
(F) part of;
(G) reverse of;
(H) other than;
(I) not;
(J) earlier than;
(K) later than;
(L) before; or
(M) after
that which was intended. If the behaviour of the service is altered in any way during
malfunctions, the altered behaviour needs to be included in the specification.
Further details could be found GM1 ATM/ANS.OR.C.005(b)(1) and
GM1 ATM/ANS.OR.C.005(b)(2).
(ii) Some failures may not result in a degraded service.
(iii) Some failures may not be relevant in the context of use.
(iv) Strictly speaking, the failure and failure conditions described here are malfunctions
of the services delivered by a component and may be caused by failures of
components, errors in design, failures of services used by the component, or
failures of the activities associated with installing the component, i.e. failure to
install the component in the intended manner.
(v) When a redundancy within a component is no longer available, the behaviour of
the component is considered to have changed, e.g. the reliability of the component
will have changed and an indication of the loss of redundancy will have been
provided.
(2) Evaluation of the behaviour
It is necessary to argue that the behaviour of the implementation, i.e. the system as built,
matches the specification and there is no additional (unspecified) behaviour. This implies
verification of service behaviour, which is required by ATM/ANS.OR.C.005(b)(2) and
stated here in a more specific way.
It is also necessary to argue that the behaviour of the change during transition into service
matches the specification and there is no additional (unspecified) behaviour. If transition
into service causes disruption to the service being changed or other services provided by
the service provider, then it may be necessary to include, within the specification, a
specification of the intended installation activities. This implies an assessment of failure
conditions associated with the installation activities and the specification of any

(ATM/ANS.OR.C)
necessary mitigations, should the failures materialise and the installation not be
performed as intended.
(b) Safety support requirements
(1) The safety support requirements are characteristics/items of the functional system to
ensure that the system operates as specified. Based on the verification/demonstration of
these characteristics/items, it could be concluded that the specifications are met.
(2) The highest-layer of safety support requirements represents the desired behaviour of the
change at its interface with the operational context. These, ultimately become the
specification, once the implementation is verified.
(3) In almost all cases, verification that a system behaves as specified cannot be
accomplished to an acceptable level of confidence at the level of its interface with its
operational environment. To this end, the system verification should be decomposed into
verifiable parts, taking into account the following principles:
(i) Verification relies on requirements placed on these parts via a hierarchical
decomposition of the top-level requirements, in accordance with the constraints
imposed by the chosen architecture.
(ii) At the lowest level, this decomposition places requirements on elements, where
verification that the implementation satisfies its requirements can be achieved by
testing.
(iii) At higher levels in the architecture, during integration, verified elements of
different types are combined into subsystems/components, in order to verify more
complete parts of the system.
(iv) While they cannot be fully tested, other verification techniques may be used to
provide sufficient levels of confidence that these subsystems/components do what
they are supposed to do.
(v) Consequently, since decomposing the system into verifiable parts relies on
establishing requirements for those parts, then safety support requirements are
necessary.
(4) The way safety support requirements are achieved, is not of particular interest in a safety
assessment, because a safety support argument demonstrates the trustworthiness of the
specification.
(5) The architecture may not have requirements. During development, the need to argue
satisfaction of system level requirements, which cannot be performed at the system level
for any practical system, drives the architecture because verifiability depends on the
decomposition of the system into verifiable parts.
(6) Demonstration that safety support requirements at system level are met allows them to
be transformed into the safety support specification.
(c) Satisfaction of safety support requirements
(1) The concept laid down in AMC2 ATM/ANS.OR.C.005(a)(2) is that, provided the system
and each subsystem/component/element meet its requirements, the system will behave
as specified. This will be true provided (2), (3) and (4) below are met.

(ATM/ANS.OR.C)
(2) The activity needed to meet objective (c) of AMC2 ATM/ANS.OR.C.005(a)(2) consists of
obtaining sufficient confidence that the set of requirements is complete and correct, i.e.
that:
(i) the architectural decomposition leads to a complete and correct set of
requirements being allocated to each subsystem/component/element;
(ii) each requirement is a correct, complete and unambiguous statement of the
desired behaviour, and does not contradict another requirement or any other
subset of requirements; and
(iii) the requirements allocated to a subsystem/component/element necessitate the
complete required behaviour of the subsystem/component/element in the target
environment.
(3) This should take into account specific aspects such as:
(i) the possible presence of functions within the subsystem/component/element that
produce unnecessary behaviour. For instance, in the case where a previously
developed part is used, activities should be undertaken to identify all the possible
behaviours of the part. If any of these behaviours is not needed for the foreseen
use, then additional requirements may be needed to make sure that these
functions are not solicited or inadvertently activated in operation or that the
effects of any resulting behaviour are mitigated;
(ii) subsystem/component/element requirements that are not directly related to the
desired behaviour of the functional system. This kind of requirement can, for
instance, ask that the subsystem/component/element be developed in a given
syntax or be designed in a certain way. These requirements often relate to
technical aspects of the subsystem/component/element. Activities should be
undertaken to ensure that each of these requirements is a correct, complete and
unambiguous statement of the desired effect, and does not contradict another
requirement or any other subset of requirements.
(4) The system behaviour should be considered complete in the sense that the specification
is only true for the defined context. This restriction to the context of the use of the service
makes safety support assessment and assurance of changes to the functional system a
practical proposition.
(d) Traceability of requirements
The traceability requirement can be met by tracing to the highest-level element in the
architectural hierarchy that has been shown to satisfy its requirements, by verifying it in
isolation. It is likely and completely acceptable that this point will be reached at a different
architectural level for each element.
(e) Satisfaction of safety support requirements
(1) The component view taken must be able to support verification, i.e. the component must
be verifiable — see guidance in (b).
(2) Care should be taken in selecting subsystems that are to be treated as components for
verification to ensure that they are small and simple enough to be verifiable.

(ATM/ANS.OR.C)
(3) The context argument needs to demonstrate that the context in which a component is
verified does not compromise the claim that the specification is true over a specified
context, i.e. the component verification context is correctly related to the context
claimed for the operation of the functional system.
(f) Configuration identification
(1) This is only about configuration of the evidence and should not be interpreted as
configuration management of the functional system. However, since the safety support
assessment is based on a set of elements and the way they are interlinked, the safety
support assessment should only be valid if the configuration remains as described in the
safety support argument.
(2) Evidence for the use of a component should rely on testing activities considering the
actual usage of domains and contexts. When the same component is used in different
parts of the system or in different systems, it may not be possible to rely on testing in a
single context since it is unlikely that the contexts for each use will be the same or can be
covered by a single set of test conditions. This applies equally to the reuse of evidence
gathered from testing subsystems.

DETERMINATION OF THE SPECIFICATION OF THE CHANGED SERVICE

When determining the changes in the service specification that have resulted from the change to the
functional system, service providers other than air traffic services providers should ensure that:
(a) the properties specified for the service can be observed and measured either directly or
indirectly with a degree of certainty commensurate with the level of confidence sought from
assurance; and
(b) the specification of the changed service must cover everything that has changed in the service
provided when operated within the declared operational context.

DETERMINATION OF THE OPERATIONAL CONTEXT FOR THE CHANGE

(a) When determining the operational context for the change, service providers other than an air
traffic services provider should ensure that:
(1) the specification of the operational context can be shown to be true for all circumstances
and environments in which the changed service is intended to operate;
(2) the operational context is completely and coherently specified; and
(3) the specification of the operational context is internally consistent.

(ATM/ANS.OR.C)
(b) The operational context must be specified so that its adherence to (a)(1) and (a)(2) is observable
and measurable either directly or indirectly with a degree of certainty commensurate with the
level of confidence sought from assurance.

SPECIFICATION
‘Continue to behave only as specified in the specified context’ means that assurance needs to be
provided that the monitoring requirements are suitable for demonstrating that the service behaves
only as specified in the specified context during operation.

ASSURANCE LEVELS
The use of assurance level concepts, e.g. design assurance levels (DAL), software assurance levels
(SWAL), hardware assurance levels (HWAL), can be helpful in generating an appropriate and sufficient
body of evidence to help establish the required confidence in the argument.

SAFETY SUPPORT REQUIREMENTS

The complete behaviour is limited to the scope of the change. Safety support requirements only apply
to the parts of a system affected by the change. In other words, if parts of a system can be isolated
from each other and only some parts are affected by the change, then these are the only parts that
are of concern and so will have safety support requirements attached to them.
The following list contains examples, not exhaustive, of safety support requirements that specify:
(a) for equipment, the complete behaviour, in terms of functions, accuracy, timing, order, format,
capacity, resource usage, robustness to abnormal conditions, overload tolerance, availability,
reliability, confidence and integrity;
(b) for people, their performance in terms of tasks (e.g. accuracy, response times, acceptable
workload, resilience to distraction, self-awareness, ‘team-playerness’, adaptability, reliability,
confidence, skills, and knowledge in relation to their tasks);
(c) for procedures, the circumstances for their enactment, the resources needed to perform the
procedure (i.e. people and equipment), the sequence of actions to be performed and the timing
and accuracy of the actions; and
(d) interactions between all parts of the system.

(ATM/ANS.OR.C)
AMC1 ATM/ANS.OR.C.005(b)(1) Safety support assessment and

VERIFICATION
The service provider other than the air traffic services provider should ensure that verification
activities of the safety support assessment process include verification:
(a) that the full scope of the change is addressed throughout the whole assessment process, i.e. all
the elements of the functional system or environment of operation that are changed or affected
by the change and those unchanged elements that depend upon them and on which they
depend are identified;
(b) that the way the service behaves complies with and does not contradict any requirements
placed on the changed service by another part of the regulations or conditions attached to the
providers’ certificate;
(c) that the specification of the way the service behaves and the safety support requirements are
complete and correct;
(d) that the specification of the operational context is complete and correct;
(e) that the specification was analysed in the context in which it is intended to operate;
(f) of the completeness of the argument as per AMC2 ATM/ANS.OR.C.005(a)(2);
(g) that the safety support requirements are correct and complete by reference to the
specification; and
(h) to the intended degree of confidence, that the implementation satisfies the safety support
requirements and behaves only as specified in the given operational context.
GM1 ATM/ANS.OR.C.005(b)(1) Safety support assessment and

DESCRIPTION OF THE SCOPE — ‘MULTI-ACTOR CHANGE’

In the case where the change is a ‘multi-actor change’ in reference to ATM/ANS.OR.A.045(e), the
interfaces and interactions include the interfaces with the other service providers and/or aviation
undertakings that are also affected by the change.
Information related to cooperatively identifying the scope of ‘multi-actor changes’ may be found in
EUROCAE ED-78A.

(ATM/ANS.OR.C)

VERIFICATION
This requirement is seeking verification because it is a simple cross-check of available material, i.e.
that the specification reflects the requirements of other parts of this Regulation.
(a) Behaviour
ATM/ANS.OR.C.005(b)(1)(ii) requires that the service meets its specification. Consequently, the
specification must be complete and valid, i.e. it includes the behaviour addressed in
ATM/ANS.OR.C.005(b)(1)(iii) and any additional behaviour in the specified context.
(b) Compliance with other requirements
(1) ATM/ANS.OR.C.005(b)(1)(iii) requires the service providers to identify all parts of this
Regulation that impose behaviour on the changed service and also includes any
conditions attached to the certificate. They have to identify only those parts of this
Regulation that describe required behaviour relevant to the changed service. The
identified behaviour shall be included in the specification of the changed service.
Note that the Regulation or conditions attached to the certificate may render compliance
with technical standards and ICAO SARPs mandatory.
(2) Compliance with other non-mandatory standards may also be a necessary condition for
other reasons.
(3) ATM/ANS.OR.C.005(b)(1)(iii) does not state that the service only meets the requirements
of the other parts of this Regulation. It may do other things as well, as described in (5)
below.
(4) In ATM/ANS.OR.C.005(b)(1)(iii), ‘does not contradict’ is used to express the concern that
behaviour beyond that required by a standard might cause the behaviour required by the
standard to be undermined.
(5) The behaviour of a service is likely to include behaviour unspecified in standards; such
behaviour may come from:
(i) the behaviour of degraded modes of operation;
(ii) additional behaviour not required by the standard, but put there for commercial
purposes, e.g. competitive edge; or
(iii) other behaviour identified by the customer, e.g. an air traffic services provider.
(6) Consequently, the total behaviour should be specified.

(ATM/ANS.OR.C)
AMC1 ATM/ANS.OR.C.005(b)(2) Safety support assessment and

MONITORING
Service providers other than an air traffic services provider should ensure that within the safety
support assessment process for a change, the monitoring criteria that are to be used to demonstrate
that the safety support case remains valid during the operation of the changed functional system, i.e.
that the changed service continues to meet its specification, are identified and documented. These
criteria should be such that:
(a) they indicate that the assumptions made in the safety support case remain valid; and
(b) if the properties being monitored remain within the bounds set by these criteria, the service
will be behaving as specified.

MONITORING OF INTRODUCED CHANGES

(a) Monitoring is intended to maintain confidence in the safety support argument during operation
of the changed functional system. Monitoring is, therefore, only applicable following the entry
into service of the change.
(b) Monitoring is likely to be of internal parameters of the functional system that provide a good
indication of the performance of the service. These parameters may not be directly observable
at the service level, i.e. at the interface of the service with the operational environment. For
example, where a function is provided by multiple redundant resources, the availability of the
function will be so high that monitoring it may not be useful. However, monitoring the
availability of individual resources, which fail much more often, may be a useful indicator of the
performance of the overall function.

SUBPART D — SPECIFIC ORGANISATIONAL
REQUIREMENTS FOR ANS AND ATFM
PROVIDERS AND THE NETWORK MANAGER
(ATM/ANS.OR.D)
SUBPART D — SPECIFIC ORGANISATIONAL REQUIREMENTS

FOR ANS AND ATFM PROVIDERS AND THE NETWORK
MANAGER (ATM/ANS.OR.D)
ATM/ANS.OR.D.001 Scope
This Subpart establishes the requirements to be met by air navigation services (ANS) and air traffic
flow management (ATFM) providers and the Network Manager, in addition to the requirements set
out in Subparts A, B and C.
ATM/ANS.OR.D.005 Business, annual, and performance plans

(a) Business plan

(1) Air navigation services and air traffic flow management providers shall produce a
business plan covering a minimum period of five years. The business plan shall:
(i) set out the overall aims and goals of the air navigation services and of the air traffic
flow management providers, and their strategy towards achieving them in
consistency with any overall longer-term plan of the air navigation services
provider or of the air traffic flow management provider and with the relevant
requirements of Union law for the development of infrastructure or other
technology;
(ii) contain performance targets in terms of safety, capacity, environment and cost-
efficiency, as may be applicable pursuant to Commission Implementing Regulation
(EU) No 390/20131.
(2) The information listed in points (i) and (ii) of point (1) shall be aligned with the
performance plan referred to in Article 11 of Regulation (EC) No 549/2004 and, as far as
safety data is concerned, it shall be consistent with the state safety programme referred
to in Standard 3.1.1 of Annex 19 to the Chicago Convention in its first edition of July 2013.
(3) Air navigation services and air traffic flow management providers shall provide safety and
business justifications for major investment projects including, where relevant, the
estimated impact on the appropriate performance targets referred to in point (1)(ii) and
identifying investments stemming from the legal requirements associated with the
implementation of the Single European Sky ATM Research Programme (SESAR).
(b) Annual plan
(1) Air navigation services and air traffic flow management providers shall produce an annual
plan covering the forthcoming year which shall further specify the features of the
business plan and describe any changes to it as compared to the previous plan.
1 Commission Implementing Regulation (EU) No 390/2013 of 3 May 2013 laying down a performance scheme for air navigation services
and network functions (OJ L 128, 9.5.2013, p. 1).

(ATM/ANS.OR.D)
(2) The annual plan shall cover the following provisions on the level and quality of service,
such as the expected level of capacity, safety, environment and cost-efficiency:
(i) information on the implementation of new infrastructure or other developments,
and a statement on how they will contribute to improving the performance of the
air navigation services provider or of the air traffic flow management provider,
including level and quality of services;
(ii) performance indicators, as may be applicable, consistent with the performance
plan referred to in Article 11 of Regulation (EC) No 549/2004, against which the
performance level and quality of service may be reasonably assessed;
(iii) information on the measures foreseen to mitigate the safety risks identified by the
air navigation services and air traffic flow management provider, including safety
indicators to monitor safety risk and, where appropriate, the estimated cost of
mitigation measures;
(iv) the air navigation services and air traffic flow management providers' expected
short-term financial position as well as any changes to or impacts on the business
plan.
(c) Performance part of the plans
The air navigation services and the air traffic flow management providers shall make the content
of the performance part of their business plans and of their annual plans available to the
Commission on its request, under the conditions set by the competent authority in accordance
with national law.
ATM/ANS.OR.D.010 Security management

(a) Air navigation services and air traffic flow management providers and the Network Manager
shall, as an integral part of their management system as required in point ATM/ANS.OR.B.005,
establish a security management system to ensure:
(1) the security of their facilities and personnel so as to prevent unlawful interference with
the provision of services;
(2) the security of operational data they receive, or produce, or otherwise employ, so that
access to it is restricted only to those authorised.
(b) The security management system shall define:
(1) the procedures relating to security risk assessment and mitigation, security monitoring
and improvement, security reviews and lesson dissemination;
(2) the means designed to detect security breaches and to alert personnel with appropriate
security warnings;
(3) the means of controlling the effects of security breaches and to identify recovery action
and mitigation procedures to prevent re-occurrence.
(c) Air navigation services and air traffic flow management providers and the Network Manager
shall ensure the security clearance of their personnel, if appropriate, and coordinate with the
relevant civil and military authorities to ensure the security of their facilities, personnel and
data.

(ATM/ANS.OR.D)
(d) Air navigation services and air traffic flow management providers and the Network Manager
shall take the necessary measures to protect their systems, constituents in use and data and
prevent compromising the network against information and cyber security threats which may
have an unlawful interference with the provision of their service.
GM1 ATM/ANS.OR.D.010(d) Security management

INFORMATION SECURITY THREAT

Information security threat may be any circumstance or event with the potential to adversely impact
the operation, systems and/or constituents due to human action (accidental, casual or purposeful,
intentional or unintentional, mistaken) resulting from unauthorised access, use, disclosure, denial,
disruption, modification, or destruction of information and/or information system interfaces. This
should include malware and the effects of external systems on dependent systems, but does not
include physical threats.
ATM/ANS.OR.D.015 Financial strength — economic and financial

capacity
Air navigation services and air traffic flow management providers shall be able to meet their financial
obligations, such as fixed and variable costs of operation or capital investment costs. They shall use an
appropriate cost-accounting system. They shall demonstrate their ability through the annual plan as
referred to in point ATM/ANS.OR.D.005(b), as well as through balance sheets and accounts, as
applicable under their legal statute, and regularly undergo an independent financial audit.
ATM/ANS.OR.D.020 Liability and insurance cover

(a) Air navigation services and air traffic flow management providers and the Network Manager
shall have in place arrangements to cover liabilities related to the execution of their tasks in
accordance with the applicable law.
(b) The method employed to provide the cover shall be appropriate to the potential loss and
damage in question, taking into account the legal status of the providers concerned and the
Network Manager and the level of commercial insurance cover available.
(c) Air navigation services and air traffic flow management providers and the Network Manager
which avail themselves of services of another service provider shall ensure that the agreements
that they conclude to that effect specify the allocation of liability between them.
ATM/ANS.OR.D.025 Reporting requirements

(a) Air navigation services and air traffic flow management providers shall provide an annual report
of their activities to the competent authority.
(b) For air navigation services and air traffic flow management providers, the annual report shall
cover their financial results, without prejudice to Article 12 of Regulation (EC) No 550/2004, as

(ATM/ANS.OR.D)
well as their operational performance and any other significant activities and developments in
particular in the area of safety.
(c) The Network Manager shall, in accordance with Article 20 of Regulation (EU) No 677/2011,
provide an annual report of its activities to the Commission and the Agency. This report shall
cover its operational performance, as well as significant activities and developments in
particular in the area of safety.
(d) The annual reports referred to in points (a) and (c) shall include as a minimum:
(1) an assessment of the level of performance of services provided;
(2) for air navigation services and air traffic flow management providers, their performance
compared to the performance targets established in the business plan referred to in point
ATM/ANS.OR.D.005(a), comparing actual performance against the performance set out
in the annual plan by using the indicators of performance established in the annual plan;
(3) for the Network Manager, its performance compared to the performance objectives
established in the Network Strategy Plan referred to in Article 2(24) of Regulation (EU)
No 677/2011, comparing actual performance against the performance set out in the
Network Operational Plan referred to in Article 2(23) of that Regulation by using the
indicators of performance established in the Network Operational Plan;
(4)an explanation for differences with the relevant targets and objectives and an identification
of the measures required to address any gaps between the plans and actual performance,
during the reference period referred to in Article 11 of Regulation (EC) No 549/2004;
(5) developments in operations and infrastructure;
(6) the financial results, where they are not published separately in accordance with
Article 12(1) of Regulation (EC) No 550/2004;
(7) information about the formal consultation process with the users of its services;
(8) information about the human resources policy.
(e) Air navigation services and air traffic flow management providers and the Network Manager
shall make their annual reports available to the Commission and the Agency on their request.
They shall also make those reports available to the public, under the conditions set by the
competent authority in accordance with Union and national law.

Easy Access Rules for ATM-ANS ANNEX IV — Part-ATS
SUBPART A — ADDITIONAL ORGANISATION
REQUIREMENTS FOR PROVIDERS OF AIR
TRAFFIC SERVICES (ATS.OR)
ANNEX IV — PART-ATS
SPECIFIC REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC
SERVICES
SUBPART A — ADDITIONAL ORGANISATION REQUIREMENTS
FOR PROVIDERS OF AIR TRAFFIC SERVICES (ATS.OR)
SECTION 1 — GENERAL REQUIREMENTS
ATS.OR.100 Ownership
(a) An air traffic services provider shall notify the competent authorities of:
(1) its legal status, its ownership structure and any arrangements having a significant impact
on control over its assets;
(2) any links with organisations not involved in the provision of air navigation services,
including commercial activities in which they are engaged either directly or through
related undertakings, which account for more than 1 % of their expected revenue;
furthermore, it shall notify any change of any single shareholding which represents 10 %
or more of their total shareholding.
(b) An air traffic services provider shall take all necessary measures to prevent any situation of
conflict of interests that could compromise the impartial and objective provision of its services.
ATS.OR.105 Open and transparent provision of service

In addition to point ATM/ANS.OR.A.075 of Annex III, the air traffic service provider shall neither
engage in conduct that would have as its object or effect the prevention, restriction or distortion of
competition, nor shall they engage in conduct that amounts to an abuse of a dominant position, in
accordance with applicable Union and national law.

SECTION 2 — SAFETY OF SERVICES
ATS.OR.200 Safety management system

An air traffic services provider shall have in place a safety management system (SMS), which may be
an integral part of the management system required in point ATM/ANS.OR.B.005, that includes the
following components:
(1) Safety policy and objectives
(i) Management commitment and responsibility regarding safety which shall be included in
the safety policy.
(ii) Safety accountabilities regarding the implementation and maintenance of the SMS and
the authority to make decisions regarding safety.
(iii) Appointment of a safety manager who is responsible for the implementation and
maintenance of an effective SMS;
(iv) Coordination of an emergency response planning with other service providers and
aviation undertakings that interface with the ATS provider during the provision of its
services.
(v) SMS documentation that describes all the elements of the SMS, the associated SMS
processes and the SMS outputs.
(2) Safety risk management
(i) A process to identify hazards associated to its services which shall be based on a
combination of reactive, proactive and predictive methods of safety data collection.
(ii) A process that ensures analysis, assessment and control of the safety risks associated
with identified hazards.
(iii) A process to ensure that its contribution to the risk of aircraft accidents is minimised as
far as is reasonably practicable.
(3) Safety assurance
(i) Safety performance monitoring and measurement means to verify the safety
performance of the organisation and validate the effectiveness of the safety risk controls.
(ii) A process to identify changes which may affect the level of safety risk associated with its
service and to identify and manage the safety risks that may arise from those changes.
(iii) A process to monitor and assess the effectiveness of the SMS to enable the continuous
improvement of the overall performance of the SMS.
(4) Safety promotion
(i) Training programme that ensures that the personnel are trained and competent to
perform their SMS duties.
(ii) Safety communication that ensures that the personnel are aware of the SMS
implementation.

AMC1 ATS.OR.200(1); (2); (3) Safety management system

GENERAL — NON-COMPLEX ATS PROVIDERS

(a) The safety policy should include a commitment to improve towards the highest safety
standards, comply with all the applicable legal requirements, meet all the applicable standards,
consider the best practices and provide the appropriate resources.
(b) In cooperation with other stakeholders, the air traffic services provider should develop,
coordinate and maintain an emergency response plan (ERP) that ensures orderly and safe
transition from normal to emergency operations and return to normal operations. The ERP
should determine the actions to be taken by the air traffic services provider or specified
individuals in an emergency and reflect the size, nature and complexity of the activities
performed by the air traffic services provider.
(c) Safety risk management may be performed using hazard checklists or similar risk management
tools or processes, which are integrated into the activities of the air traffic services provider.
(d) An air traffic services provider should manage safety risks related to changes. Management of
changes should be a documented process to identify external and internal changes that may
have an adverse effect on safety. It should make use of the air traffic services provider’s existing
hazard identification, risk assessment and mitigation processes.
(e) An air traffic services provider should identify persons who fulfil the role of safety managers and
who are responsible for coordinating the safety management system (SMS). These persons may
be accountable managers or individuals with an operational role in the air traffic services
provider.
(f) Within the air traffic services provider, responsibilities should be identified for hazard
identification, risk assessment and mitigation.
AMC1 ATS.OR.200(1)(i) Safety management system

SAFETY POLICY — COMPLEX ATS PROVIDERS

(a) The safety policy should:
(2) reflect organisational commitments regarding safety and its proactive and systematic
management;
(3) be communicated, with visible endorsement, throughout the air traffic services provider;
(4) include safety reporting principles;
(i) improve towards the highest safety standards;
(ii) comply with all the applicable legal requirements, meet all the applicable
standards and consider the best practices;
(iii) provide appropriate resources; and
(iv) enforce safety as one primary responsibility of all managers and staff;

(6) include the safety reporting procedures;

(7) clearly indicate which types of operational behaviours are unacceptable, and include the
conditions under which disciplinary action would not apply; and
(8) be periodically reviewed to ensure it remains relevant and appropriate.
(b) Senior management should:
(1) continually promote the safety policy to all personnel and demonstrate their
commitment to it;
(2) provide necessary human and financial resources for its implementation; and
(3) establish safety objectives and performance standards.
GM1 ATS.OR.200(1)(i) Safety management system


Operational behaviour, when disciplinary action would not apply, could be where someone is not
blamed for reporting something which would not have been otherwise detected.


(a) The safety policy should state that the purpose of safety reporting and internal investigations is
to improve safety, not to apportion blame to individuals.
(b) An air traffic services provider may combine the safety policy with the policy required by
ATM/ANS.OR.B.005(a)(2).

SAFETY POLICY — NON-COMPLEX ATS PROVIDERS

(a) The safety policy should state that the purpose of safety reporting is to improve safety, not to
apportion blame to individuals.
(b) An air traffic services provider may combine the safety policy with the policy required by
ATM/ANS.OR.B.005(a)(2).
AMC1 ATS.OR.200(1)(ii) Safety management system

ACCOUNTABILITIES — COMPLEX ATS PROVIDERS

The SMS of the air traffic services provider should ensure that:
(a) everyone involved in the safety aspects of the provision of air traffic services has an individual
safety responsibility for their own actions;
(b) managers should be responsible for the safety performance of their respective departments or
divisions; and

(c) the top management of the provider carries an overall safety responsibility.
GM1 ATS.OR.200(1)(ii) Safety management system

SAFETY ACTION GROUP — COMPLEX ATS PROVIDERS

(a) A safety action group may be established as a standing group or as an ad hoc group to assist or
act on behalf of the safety review board as defined in point (b) of AMC2 ATS.OR.200(1)(ii);(iii).
(b) More than one safety action group may be established depending on the scope of the task and
the specific expertise required.
(c) The safety action group should report to and take strategic direction from the safety review
board and should comprise managers, supervisors and personnel from operational areas.
(d) The safety action group should:
(1) monitor operational safety;
(2) resolve identified risks;
(3) assess the impact on safety of operational changes; and
(4) ensure that safety actions are implemented within agreed timescales.
(e) The safety action group should review the effectiveness of previous safety recommendations
and safety promotion.
(f) Members of the safety action group should participate in the local runway safety team as per
GM2 ADR.OR.D.027 ‘Safety programmes’.
AMC1 ATS.OR.200(1)(ii);(iii) Safety management system

ORGANISATION AND ACCOUNTABILITIES

An air traffic service provider should:
(a) identify the safety manager who, irrespective of other functions, has ultimate responsibility and
accountability, on behalf of the organisation, for the implementation and maintenance of the
SMS;
(b) clearly define lines of safety accountability throughout the organisation, including a direct
accountability for safety on the part of senior management;
(c) identify the accountabilities of all members of management, irrespective of other functions, as
well as of employees, with respect to the safety performance of the SMS;
(d) document and communicate safety responsibilities, accountabilities and authorities throughout
the organisation; and
(e) define the levels of management with authority to make decisions regarding safety risk
tolerability.

AMC2 ATS.OR.200(1)(ii);(iii) Safety management system

ORGANISATION AND ACCOUNTABILITIES — COMPLEX ATS PROVIDERS

The SMS of the air traffic services provider should encompass safety by including a safety manager
and a safety review board in the organisational structure.
(a) Safety manager
(1) The safety manager should act as the focal point and be responsible for the development,
administration and maintenance of an effective SMS. He or she should be independent
of line management, and accountable directly to the highest organisational level.
(2) The role of the safety manager should, as a minimum, be to:
(i) ensure that hazard identification, risk analysis and management are undertaken in
accordance with the SMS processes;
(ii) monitor the implementation of actions taken to mitigate risks;
(iii) provide periodic reports on safety performance;
(iv) ensure maintenance of safety management documentation;
(v) ensure that there is safety management training available and that it meets
acceptable standards;
(vi) provide advice on safety matters; and
(vii) monitor initiation and follow-up of internal occurrence/accident investigations.
(3) The safety manager should have:
(i) adequate practical experience and expertise in air traffic services or a similar area;
(ii) adequate knowledge of safety and quality management;
(iii) adequate knowledge of the working methods and operating procedures; and
(iv) comprehensive knowledge of the applicable requirements in the area of air traffic
services.
(b) Safety review board
(1) The safety review board should be a high-level committee that considers matters of
strategic safety in support of the accountable manager’s safety accountability.
(2) The board should be chaired by the accountable manager and composed of heads of
functional areas.
(3) The safety review board should, as a minimum:
(i) monitor safety performance against safety policy and objectives;
(ii) ensure that any safety action is taken in a timely manner; and
(iii) monitor the effectiveness of the air traffic services provider’s SMS processes.
(4) The safety review board should ensure that appropriate resources are allocated to
achieve the planned safety performance.

(5) The safety manager or any other relevant person may attend, as appropriate, safety
review board meetings. He or she may communicate to the accountable manager all
information, as necessary, to allow decision-making based on safety data.
GM1 ATS.OR.200(1)(iii) Safety management system

SAFETY MANAGER — COMPLEX ATS PROVIDERS

(a) Depending on the size of the air traffic services provider and the nature and complexity of their
activities, the safety manager may be assisted by additional safety personnel in the performance
of all the safety-management-related tasks.
(b) Regardless of the organisational set-up, it is important that the safety manager remains the
unique focal point as regards the development, administration and maintenance of the air
traffic services provider’s SMS.

SAFETY MANAGER — NON-COMPLEX AIR TRAFFIC SERVICES PROVIDERS

In the case of a non-complex air traffic services provider, the function of the safety manager could be
combined with another function within the organisation provided that sufficient independence is
guaranteed.
AMC1 ATS.OR.200(1)(iv) Safety management system

COORDINATION OF EMERGENCY RESPONSE PLANNING FOR ATS PROVIDERS — COMPLEX ATS PROVIDERS
(a) An air traffic services provider should develop, coordinate and maintain a plan for its response
to an emergency. It should:
(1) reflect the nature and complexity of the activities performed by the air traffic services
provider;
(2) ensure an orderly and safe transition from normal to emergency operations;
(3) ensure safe continuation of operations or return to normal operations as soon as
practicable; and
(4) ensure coordination with the ERPs of other organisations, where appropriate.
(b) For emergencies occurring at the aerodrome or in its surroundings, the plan should be aligned
with the aerodrome ERP and be coordinated with the aerodrome operator.
GM1 ATS.OR.200(1)(iv) Safety management system

TYPES OF EMERGENCIES
At least the following types of emergencies may be considered:
(a) aircraft emergencies;
(b) natural phenomena (e.g. extreme weather conditions);

(c) acts of terrorism;

(d) loss of the ability to communicate with the aircraft; and
(e) loss of the air traffic services unit.
GM2 ATS.OR.200(1)(iv) Safety management system

COORDINATION OF THE EMERGENCY RESPONSE PLANNING FOR ATS PROVIDERS — COMPLEX ATS
PROVIDERS
For aerodrome-related emergencies, please refer to GM4 ADR.OPS.B.005(a) ‘Aerodrome Emergency
Planning’.
AMC1 ATS.OR.200(1)(v) Safety management system

SAFETY MANAGEMENT MANUAL (SMM) — COMPLEX ATS PROVIDERS

The safety management manual should be the key instrument for communicating the approach to
safety for the air traffic services provider. The SMM should document all aspects of safety
management, including but not limited to the:
(a) scope of the SMS;
(b) safety policy and objectives;
(c) safety accountability of the accountable manager;
(d) safety responsibilities, accountabilities and authorities of key safety personnel throughout the
air traffic services provider;
(e) documentation control procedures;
(f) hazard identification and safety risk management schemes;
(g) safety performance monitoring;
(h) incident investigation and reporting;
(i) emergency response planning;
(j) management of change (including organisational changes with regard to safety responsibilities
and changes to functional systems); and
(k) safety promotion.
AMC2 ATS.OR.200(1)(v) Safety management system

SAFETY RECORDS — COMPLEX ATS PROVIDERS

Safety records that should be maintained and retained include but are not limited to:
(a) certificates;
(b) limited certificates;
(c) declarations;

(d) safety policy;

(e) safety accountabilities/responsibilities;
(f) safety occurrences;
(g) emergency response plan;
(h) SMS documentation;
(i) training and competence;
(j) occurrence reports;
(k) safety risk assessments including safety assessment of changes to the functional system;
(l) determination of either complex or non-complex organisation; and
(m) approved alternative means of compliance.
GM1 ATS.OR.200(1)(v) Safety management system

SAFETY MANAGEMENT MANUAL (SMM) — COMPLEX ATS PROVIDERS

The SMM may be contained in (one of) the manual(s) of the air traffic services provider.

SAFETY ASSURANCE — COMPLEX ATS PROVIDERS

(a) Leading indicators
(1) Metrics that measure inputs to the safety system (either within an organisation, a sector
or across the total aviation system) to manage and improve safety performance.
(2) Leading indicators measure the specific features of the aviation safety system designed
to support continuous improvement and to give an indication of likely future safety
performance. They are designed to help identify whether the providers and regulators
are taking actions and/or have processes in place that are effective in lowering the risk.
(b) Lagging indicators
Metrics that measure the outcome of the service delivery by measuring events that have
already occurred and that impact safety performance. There are two subsets of lagging
indicators:
(1) Outcome indicators: These include only the occurrences that one aims to prevent, for
example fatal or catastrophic accidents. Depending on the system, the severity of the
occurrences that are included as outcome indicators can be adjusted to include all
accidents and serious incidents.
(2) Precursor indicators: These indicators do not manifest themselves in accidents or serious
incidents. They indicate less severe system failures or ‘near misses’, and are used to
assess how frequently the system comes close to severe failure. Because they are
typically more numerous than outcome indicators, they can be used for trend monitoring.

(c) Safety management system

In the case of a complex air traffic services provider, the SMS should include all of these
measures. Risk management efforts, however, should be targeted at leading indicators and
precursor events. The reason for doing this is to reduce the number of accidents and serious
incidents.
(d) Differing levels of safety performance monitoring
(1) Measurements of safety in terms of undesirable events, such as accidents and incidents,
are examples of ‘lagging indicators’, which can capture safety performance a posteriori.
Such indicators give valuable signals to all involved in air traffic services — providers,
regulators, and recipients — of the levels of safety being experienced and of the ability
of the organisations concerned to take appropriate mitigation action.
However, other types of measurement — ‘leading indicators’ — can give a wider
perspective of the safety ‘health’ of the functional system, and focus on systemic issues,
such as safety maturity and SMS performance.
(2) A holistic approach to performance monitoring is an essential input to decision-making
with regard to safety. It is important to ensure that good safety performance is
attributable to good performance of the SMS, not simply to lack of incidents or accidents.
It is also essential that the metrics chosen match the requirements of the stakeholders
and decision-makers involved in safety improvement.
(3) As shown in the diagram, stakeholders in the wider aviation industry and the general
public require relatively small numbers of safety indicators (safety performance
indicators or key performance indicators) which can give an instant ‘feel’ for the overall
position regarding safety performance. Conversely, those involved in the management of
services concerned need a more detailed set of metrics on which to base decisions
regarding the management of the services and facilities being reviewed.

AMC1 ATS.OR.200(3)(iii) Safety management system

CONTINUOUS IMPROVEMENT OF THE SMS — COMPLEX ATS PROVIDERS

An air traffic services provider should continuously improve the effectiveness of its SMS by:
(a) developing and maintaining a formal process to identify the causes of substandard performance
of the SMS;
(b) establishing one or more mechanisms to determine the implications of substandard
performance of the SMS;
(c) establishing one or more mechanisms to eliminate or mitigate the causes of substandard
performance of the SMS; and
(d) developing and maintaining a process for the proactive evaluation of facilities, equipment,
documentation, processes and procedures (through internal audits, surveys, etc.).

CONTINUOUS IMPROVEMENT OF THE SMS — COMPLEX ATS PROVIDERS

(a) Substandard performance of the SMS can manifest itself in two ways. Firstly, where the SMS
processes themselves do not fit their purpose (e.g. not adequately enabling the air traffic
services provider to identify, manage and mitigate hazards and their associated risks) resulting
in the safety performance of the service being impacted in a negative way. Secondly, where the
SMS processes fit their purpose, but are not applied correctly or adequately by the personnel
whose safety accountabilities and responsibilities are discharged through the application of the
SMS. Personnel who have safety accountabilities and responsibilities are considered an
essential part of the effectiveness of the SMS and viewed as part of the SMS.
(b) Therefore, by detecting substandard performance of the SMS, the air traffic services provider
can take action to improve the SMS processes themselves or to improve the application of the
SMS processes by those with safety accountabilities and responsibilities resulting in an
improvement to the safety performance.
(c) Continuous improvement of the effectiveness of the safety management processes can be
achieved through:
(1) proactive and reactive evaluations of facilities, equipment, documentation, processes
and procedures through safety audits and surveys; and
(2) reactive evaluations in order to verify the effectiveness of the system for control and
mitigation of risks.
(d) In the same way that continuous improvement is sought through safety performance
monitoring and measurement (see GM1 ATM/ANS.OR.B.005(a)(3) and GM1 ATS.OR.200(3)(i))
by the use of leading and lagging indicators, continuous improvement of the SMS provides the
air traffic services provider with safety assurance for the service.
(e) As with safety performance monitoring, the continuous improvement of the SMS lends itself to
a process that can be summarised as:
(1) Identify where there are potential weaknesses or opportunities for improvement;
(2) Identify what goes right and disseminate as best practice;

(3) Identify what can be done to tackle weaknesses or lead to improvement;

(4) Set performance standards for the actions identified;
(5) Monitor performance against the standards;
(6) Take corrective actions to improve performance; and
(7) Repeat the process by using the continuous improvement model below:
(f) Taking into account that the SMS is being required to manage safety, it can be assumed that by
continuously improving the effectiveness of the SMS, ATS providers should be able to better
manage and mitigate, and ultimately control the safety risks associated with the provisions of
their services.
AMC1 ATS.OR.200(4)(i) Safety management system

TRAINING AND COMMUNICATION — COMPLEX ATS PROVIDERS

(a) Training
(1) All personnel should receive safety training as appropriate for their safety responsibilities.
(2) Adequate records of all safety training provided should be kept.
(b) Communication
(1) The ATS provider should establish communication about safety matters that:
(a) ensures that all personnel are aware of the safety management activities as
appropriate for their safety responsibilities;
(b) conveys critical information, especially relating to assessed risks and analysed
hazards;
(c) explains why particular actions are taken; and
(d) explains why safety procedures are introduced or changed.

(2) Regular meetings with personnel where information, actions and procedures are
discussed, may be used to communicate safety matters.

TRAINING — COMPLEX ATS PROVIDERS

The safety training programme may consist of self-instruction (e.g. newsletters, flight safety
magazines), classroom training, e-learning or similar training provided by training organisations.
ATS.OR.205 Safety assessment and assurance of changes to the

functional system
(a) For any change notified in accordance with point ATM/ANS.OR.A.045(a)(1), the air traffic
services provider shall:
(1) ensure that a safety assessment is carried out covering the scope of the change, which is:
(i) the equipment, procedural and human elements being changed;
(ii) interfaces and interactions between the elements being changed and the
remainder of the functional system;
(iii) interfaces and interactions between the elements being changed and the context
in which it is intended to operate;
(iv) the life cycle of the change from definition to operations including transition into
service;
(v) planned degraded modes of operation of the functional system; and
(2) provide assurance, with sufficient confidence, via a complete, documented and valid
argument that the safety criteria identified via the application of point ATS.OR.210 are
valid, will be satisfied and will remain satisfied.
(b) An air traffic services provider shall ensure that the safety assessment referred to in point (a)
comprises:
(1) the identification of hazards;
(2) the determination and justification of the safety criteria applicable to the change in
accordance with point ATS.OR.210;
(3) the risk analysis of the effects related to the change;
(4) the risk evaluation and, if required, risk mitigation for the change such that it can meet
the applicable safety criteria;
(5) the verification that:
(i) the assessment corresponds to the scope of the change as defined in point (a)(1);
(ii) the change meets the safety criteria;
(6) the specification of the monitoring criteria necessary to demonstrate that the service
delivered by the changed functional system will continue to meet the safety criteria.

GM1 ATS.OR.205(a)(1) Safety assessment and assurance of changes

GENERAL
(a) The safety assessment should be conducted by the air traffic services provider itself. It may also
be carried out by another organisation, on its behalf, provided that the responsibility for the
safety assessment remains with the air traffic services provider.
(b) A safety assessment needs to be performed when a change affects a part of the functional
system managed by the provider of air traffic services and that is being used in the provision of
its (air traffic) services. The safety assessment or the way it is conducted does not depend on
whether the change is a result of a business decision or a decision to improve safety.

SCOPE OF THE CHANGE

(a) The description of the elements being changed includes the nature, functionality, location,
performance, maintenance tasks, training and responsibilities of these elements, where
applicable. The description of interfaces and interactions, between machines and between
humans and machines, should include communication means, e.g. language, phraseology,
protocol, format, order and timing and transmission means, where applicable. In addition, it
includes the description of the context in which they operate.
(b) There are two main aspects to consider in evaluating the scope of a change:
(1) The interactions within the changed functional system;
(2) The interactions within the changing functional system, i.e. those that occur during
transitions from the current functional system to the changed functional system. During
such transitions, components are replaced/installed in the functional system. These
installation activities are interactions within the changing functional system and are to be
included within the scope of the change.
As each transition can be treated as a change to the functional system, the identification
of both the above has a common approach described below.
(c) The scope of the change is defined as the set of the changed components and affected
components. In order to identify the affected components and the changed components, it is
necessary to:
(1) know which components will be changed;
(2) know which component’s (components’) behaviour might be directly affected by the
changed components, although it is (they are) not changed itself (themselves);
(3) detect indirectly affected components by identifying:
(i) new interactions introduced by the changed or directly affected components;
and/or
(ii) interactions with changed or directly affected components via the environment.

(4) Furthermore, directly and indirectly affected components will be identified as a result of
applying the above iteratively to any directly and indirectly affected components that
have been identified previously.
The scope of the change is the set of changed, directly impacted and indirectly impacted
components identified when the iteration identifies no new components.
(d) The context in which the changed service is intended to operate (see ATS.OR.205(a)(1)(iii))
includes the interface through which the service will be delivered to its users.

TRAINING
If the change modifies the way people interact with the rest of the functional system, then a training
might be required before the change becomes operational. Care should be taken when training
operational staff before the change is operational, as the training may change the behaviour of the
operational staff when they interact with the existing functional system before any other part of the
change is made, and so may have to be treated as a transitional stage of the change.
For example, as a result of training, air traffic controllers (ATCOs) may come to expect information or
alerts to be presented differently. People may also need refreshment training periodically in order to
ensure that their performance does not degrade over time. The training needed before operation
forms part of the design of the change, while the refreshment training is part of the maintenance of
the functional system after the change is in operation.

DESCRIPTION OF THE SCOPE — ‘MULTI-ACTOR CHANGE’

In reference to ‘multi-actor change’, please refer to GM1 ATM/ANS.OR.C.005(b)(1) Safety support
assessment and assurance of changes to the functional system.
GM1 ATS.OR.205(a)(1)(iii) Safety assessment and assurance of

INTERACTIONS
The identification of changed interactions is necessary in order to identify the scope of the change
because any changed behaviour in the system comes about via a changed interaction. Changed
interaction happens via an interaction at an interface of the functional system and the context in which
it operates. Consequently, identification of both interfaces and interactions is needed to be sure that
all interactions have identified interfaces and all interfaces have identified interactions. From this, all
interactions and interfaces that will be changed can be identified.

AMC1 ATS.OR.205(a)(2) Safety assessment and assurance of

FORM OF ASSURANCE
The air traffic services provider should ensure that the assurance required by ATS.OR.205(a)(2) is
documented in a safety case.
AMC2 ATS.OR.205(a)(2) Safety assessment and assurance of


The argument should be considered complete when it shows, as applicable, that:
(a) the safety assessment in ATS.OR.205(b) has produced a sufficient set of non-contradictory valid
safety criteria;
(b) safety requirements have been placed on the elements changed and on those elements
affected by the change;
(c) the safety requirements as implemented meet the safety criteria;
(d) all safety requirements have been traced from the safety criteria to the level of the architecture
at which they have been satisfied;
(e) each component satisfies its safety requirements;
(f) each component operates as intended, without adversely affecting the safety; and
(g) the evidence is derived from known versions of the components and the architecture and
known sets of products, data and descriptions that have been used in the production or
verification of those versions.
GM1 to AMC2 ATS.OR.205(a)(2) Safety assessment and assurance

of changes to the functional system

(a) Sufficiency of safety criteria
(1) A sufficient set of safety criteria is one where the safety goal of the change is validly
represented by the set of individual safety criteria, each criterion of which must be valid
in its own right and not contradict another criterion or any other subset of criteria. A valid
criterion is a correct, complete and unambiguous statement of the desired property. An
individual valid criterion does not necessarily represent a complete safety criterion. An
example of an invalid criterion is that the maximum take-off weight must not exceed 225
Tonnes because weight is measured in Newtons and not in Tonnes. An example of an
incomplete criterion is that the accuracy must be 5 m because no reliability attribute is
present. This implies it must always be within 5 m, which is impossible in practice.

(2) Optimally, a sufficient set of criteria would consist of the minimum set of non-overlapping
valid criteria and it is preferable to a set containing overlapping criteria.
(3) Criteria that are not relevant, i.e. ones that do not address the safety goal of the change
at all, should be removed from the set as they contribute nothing, may contradict other
valid criteria and may serve to confuse.
(4) There are two forms of overlap: complete overlap and partial overlap.
(i) In the first case, one or more criteria can be removed and the set would remain
sufficient, i.e. there are unnecessary criteria.
(ii) In the second case, (partially overlapping criteria) if any criterion were to be
removed, the set would not be sufficient. Consequently, all criteria are necessary;
however, validating the set would be much more difficult. Showing that a set of
criteria with significant overlap do not contradict each other is extremely difficult
and consequently prone to error.
(5) It may, in fact, be simpler to develop an architecture that supports non-overlapping
criteria than to attempt to validate a partially overlapping set of criteria.
(b) Safety requirements
(1) The safety requirements are design characteristics/items of the functional system to
ensure that the system operates as specified. Based on the verification/demonstration of
these characteristics/items, it could be concluded that the safety criteria are met.
(2) The highest layer of safety requirements represents the desired safety behaviour of the
change at its interface with the operational context.
(3) In almost all cases, verification that a system behaves as specified cannot be
accomplished, to an acceptable level of confidence, at the level of its interface with its
operational environment. To this end, the system verification should be decomposed into
verifiable parts, taking into account the following principles:
(i) Verification relies on requirements placed on these parts via a hierarchical
decomposition of the top level requirements, in accordance with the constraints
imposed by the chosen architecture.
(ii) At the lowest level, this decomposition places requirements on elements, where
verification that the implementation satisfies its requirements can be achieved by
testing.
(iii) At higher levels in the architecture, during integration, verified elements of
different types are combined into subsystems/components, in order to verify more
complete parts of the system.
(iv) While they cannot be fully tested, other verification techniques may be used to
provide sufficient levels of confidence that these subsystems/components do what
they are supposed to do.
(v) Consequently, since decomposing the system into verifiable parts relies on
establishing requirements for those parts, then safety requirements are necessary.

(4) The architecture may not have requirements. During development, the need to argue
satisfaction of safety criteria, which cannot be performed at the system level for any
practical system, drives the architecture because verifiability depends on the
decomposition of the system into verifiable parts.
(c) Satisfaction of safety criteria
(1) The concept laid down in AMC2 ATS.OR.205(a)(2) is that, provided each element meets
its safety requirements, the system will meet its safety criteria. This will be true provided
(2) and (3) below are met.
(2) The activity needed to meet this objective consists of obtaining sufficient confidence that
the set of safety requirements is complete and correct, i.e. that:
(i) the architectural decomposition of the elements leads to a complete and correct
set of safety requirements being allocated to each sub-element;
(ii) each safety requirement is a correct, complete and unambiguous statement of the
desired behaviour and does not contradict another requirement or any other
subset of requirements; and
(iii) the safety requirements allocated to an element necessitate the complete
required safety behaviour of the element in the target environment.
(3) This should take into account specific aspects such as:
(i) the possible presence of functions within the element that produce unnecessary
behaviour. For instance, in the case where a previously developed element is used,
activities should be undertaken to identify all the possible behaviours of the
element. If any of these behaviours is not needed for the foreseen use, then
additional requirements may be needed to make sure that these functions will not
be solicited or inadvertently activated in operation or that the effects of any
resulting behaviour are mitigated;
(d) other requirements that are not directly related to the desired behaviour of the functional
system. These requirements often relate to technical aspects of the system or its components.
Activities should ensure that each of these requirements does not compromise the safety of the
system, i.e. does not contradict the safety requirements or criteria.
(e) Traceability of requirements
The traceability requirement can be met by tracing to the highest-level element in the
architectural hierarchy that has been shown to satisfy its requirements, by verifying it in
isolation.
(f) Satisfaction of safety requirements
(1) The component view taken must be able to support verification, i.e. the component must
be verifiable.
(2) Care should be taken in selecting subsystems that are to be treated as components for
verification to ensure that they are small and simple enough to be verifiable.
(g) Adverse effects on safety
(1) Interactions of all changed components or components affected by the change, operating
in their defined context, have to be identified and assessed for safety in order to be able
to show that they do not adversely affect safety. This assessment must include the failure

conditions for all components and the behaviour of the services delivered to the
component including failures in those services.
(2) Interactions between changing components, as they are installed during transitions into
operation, and the context in which they operate have to be identified and assessed for
safety in order to be able to show that they do not adversely affect safety. This
assessment must include the failure conditions for all installation activities.
In some cases, installing components during transition into operation may cause
disruption to services other than the one being changed. These services fall within the
scope of the change (see GM1 ATM/ANS.OR.A.045(c); (d)), and consequently the safety
effects failures of these services, due to failures of the installation activities, have to be
assessed as well and, if necessary, their impacts mitigated.
(3) Interactions in complex systems are dealt with in ATM/ANS.OR.A.045(e)(1).
(h) Configuration identification
(1) AMC2 ATS.OR.205(a)(2), point (f) is only about configuration of the evidence and should
not be interpreted as configuration management of the changed functional system.
However, since the safety case is based on a set of elements and the way they are joined
together, the safety case will only be valid if the configuration remains as described in the
safety case.
(2) Evidence for the use of a component should rely on testing activities considering the
actual usage domains and contexts. When the same component is used in different parts
of the system or in different systems, it may not be possible to rely on testing in a single
context since it is unlikely that the contexts for each use will be the same or can be
covered by a single set of test conditions. This applies equally to the reuse of evidence
gathered from testing subsystems.

SAFETY CRITERIA
‘Safety criteria will remain satisfied’ means that the safety criteria continue to be satisfied after the
change is implemented and put into operation. The safety case needs to provide assurance that the
monitoring requirements of ATS.OR.205(b)(6) are suitable for demonstrating, during operation, that
the safety criteria remain satisfied and, therefore, the argument remains valid.

ASSURANCE LEVELS
The use of assurance level concepts, e.g. design assurance levels (DAL), software assurance levels
(SWAL), hardware assurance levels (HWAL), can be helpful in generating an appropriate and sufficient
body of evidence to help establish the required confidence in the argument.


SAFETY REQUIREMENTS
The following non-exhaustive list contains examples of safety requirements that specify:
(a) for equipment, the complete behaviour, in terms of functions, accuracy, timing, order, format,
capacity, resource usage, robustness to abnormal conditions, overload tolerance, availability,
reliability, confidence and integrity;
The complete behaviour is limited to the scope of the change. Safety requirements should only
apply to the parts of a system affected by the change. In other words, if parts of a system can
be isolated from each other and only some parts are affected by the change, then these are the
only parts that are of concern;
(b) for people, their performance in terms of tasks (e.g. accuracy, response times, acceptable
workload, reliability, confidence, skills, and knowledge in relation to their tasks);
(c) for procedures, the circumstances for their enactment, the resources needed to perform the
procedure (i.e. people and equipment), the sequence of actions to be performed and the timing
and accuracy of the actions; and
(d) interactions between all parts of the system.
GM1 ATS.OR.205(b) Safety assessment and assurance of changes to

the functional system
SAFETY ASSESSMENT METHODS

(a) The air traffic services provider can use a standard safety assessment method or it can use its
own safety assessment method to assist with structuring the process. However, the application
of a method is not a guarantee of the quality of the results. It is therefore not sufficient for a
safety case to claim that the assurance provided is adequate due to compliance with a standard
or method.
(b) There are databases available that describe different safety assessment methods, tools and
techniques1 that can be used by the air traffic services provider. The provider must ensure that
the safety assessment method is adequate for the change being assessed and that the
assumptions inherent in the use of the method are recognised and accommodated
appropriately.
1 For example, http://www.nlr.nl/downloads/safety-methods-database.pdf or http://www.scsc.org.uk/

AMC1 ATS.OR.205(b)(1) Safety assessment and assurance of

COMPLETENESS OF HAZARD IDENTIFICATION

The air traffic services provider should ensure that hazard identification:
(a) targets complete coverage of any condition, event, or circumstance related to the change,
which could, individually or in combination, induce a harmful effect;
(b) has been performed by personnel trained and competent for this task; and
(c) need only include hazards that are generally considered as credible.

HAZARDS TO BE IDENTIFIED
The following hazards should be identified:
(a) New hazards, i.e. those introduced by the change relating to the:
(1) failure of the functional system; and
(2) normal operation of the functional system; and
(b) Already existing hazards that are affected by the change and are related to:
(1) the existing parts of the functional systems; and
(2) hazards outside the functional system, for example, those inherent to aviation.
GM1 ATS.OR.205(b)(1) Safety assessment and assurance of changes

HAZARD IDENTIFICATION
(a) Completeness of hazard identification
In order to achieve completeness in the identification of hazards, it might be beneficial to
aggregate hazards and to formulate them in a more abstract way, e.g. at the service level. This
might in turn have drawbacks when analysing and evaluating the risk of the hazards. The
appropriate level of detail in the set of hazards and their formulation, therefore, depends on
the change and the way the safety assessment is executed.
Only credible hazards need to be identified. A credible hazard is one that has a material effect
on the risk assessment. A hazard will not be considered credible when it is either highly
improbable that the hazard will occur or that the accident trajectories it initiates will
materialise. In other words, a hazard need not be considered if it can be shown that it induces
an insignificant risk.

(b) Sources of hazards

(1) Hazards introduced by failures or nominal operations of the ATM/ANS functional systems
may include the following factors and processes:
(i) design factors, including equipment, procedural and task design;
(ii) operating practices, including the application of procedures under actual operating
conditions and the unwritten ways of operating;
(iii) communications, including means, terminology, order, timing and language and
including human–human, human–machine and machine–machine
communications;
(iv) installation issues;
(v) equipment and infrastructure, including failures, outages, error tolerances,
nuisance alerts, defect defence systems and delays; and
(vi) human performance, including restrictions due to fatigue and medical conditions,
and physical limitations, when considered relevant to the change assessment.
(2) Hazards introduced in the context in which the ATM/ANS functional system operates may
include the following factors and processes:
(i) wrong, insufficient or delayed information and inadequate services delivered by
third parties;
(ii) personnel factors, including working conditions, company policies for and actual
practice of recruitment, training and allocation of resources, when considered
relevant to the change;
(iii) organisational factors, including the incompatibility of production and safety goals,
the allocation of resources, operating pressures and the safety culture;
(iv) work environment factors such as ambient noise, temperature, lighting,
annoyance, ergonomics and the quality of man–machine interfaces; and
(v) external threats such as fire, electromagnetic interference and sources of
distraction, when considered relevant to the change.
(3) The hazards introduced in the context in which the ATM/ANS services are delivered may
include the following factors and processes:
(i) errors, failures, non-compliance and misunderstandings between the airborne and
ground domains;
(ii) traffic complexity, including traffic growth, fleet mix and different types of traffic,
when considered relevant to the change;
(iii) wrong, insufficient or delayed information delivered by third parties;
(iv) inadequate service provisioning by third parties; and
(v) external physical factors, including terrain, weather phenomena, volcanoes and
animal behaviour, when considered relevant to the change.

(c) Methods to identify hazards

(1) The air traffic services provider may use a combination of tools and techniques, including
functional analysis, what if techniques, brainstorming sessions, expert judgement,
literature search (including accident and incident reports), queries of accident and
incident databases in order to identify hazards.
(2) The air traffic services provider needs to make sure that the method is appropriate for
the change and produces (either individually or in combination) a valid (necessary and
sufficient) set of hazards. This may be aided by drawing up a list of the functions
associated with part of the functional system being changed. The air traffic services
provider needs to make sure their personnel that use these techniques are appropriately
trained to apply these methods and techniques.

DETERMINATION OF THE SAFETY CRITERIA FOR THE CHANGE

When determining the safety criteria for the change being assessed, the air traffic services provider
should, in accordance with ATS.OR.210, ensure that:
(a) the safety criteria support a risk analysis that is:
(1) relative or absolute, i.e. refers to:
(i) the difference in safety risk of the system due to the change (relative); or
(ii) the difference in safety risk of the system and a similar system (can be absolute or
relative); and
(iii) the safety risk of the system after the change (absolute); and
(2) objective, whether risk is expressed numerically or not;
(b) the safety criteria are measurable to an adequate degree of certainty;
(c) the set of safety criteria can be represented totally by safety risks, by other measures that relate
to safety risk or a mixture of safety risks and these other measures;
(d) the set of safety criteria should cover the change; the safety criteria selected are consistent with
the overall safety objectives established by the air traffic services provider through its SMS and
represented by its annual and business plan and safety key performance indicators; and
(e) where a safety risk or a proxy cannot be compared against its related safety criteria with
acceptable certainty, the safety risk should be constrained and actions should be taken, in the
long term, so as to manage safety and ensure that the air traffic services provider’s overall safety
objectives are met.


COMPLETENESS OF RISK ANALYSIS

The air traffic services provider should ensure that the risk analysis is carried out by personnel trained
and competent to perform this task and should also ensure that:
(a) a complete list of harmful effects in relation to the identified:
(1) hazards, when the safety criteria are expressed in terms of safety risk, or proxies, when
the safety criteria are expressed in relation to proxies; and
(2) hazards introduced due to implementation
is produced; and
(b) the risk contributions of all hazards and proxies are evaluated; and
(c) risk analysis is conducted in terms of risk or in terms of proxies or a combination of them, using
specific measurable properties that are related to operational safety risk; and
(d) results can be compared against the safety criteria.

SEVERITY CLASSIFICATION OF ACCIDENTS LEADING TO HARMFUL EFFECTS

When performing a risk analysis in terms of risk, the air traffic services provider should ensure that
the harmful effects of all hazards are allocated a safety severity category and that, where there is more
than one safety severity category of harm, any severity classification scheme satisfies the following
criteria:
(a) The scheme is independent of the causes of the accidents that it classifies, i.e. the severity of
the worst accident does not depend upon whether it was caused by an equipment malfunction
or human error;
(b) The scheme permits unique assignment of every harmful effect to a severity category;
(c) The severity categories are expressed in terms of a single scalar quantity and in terms relevant
to the field of their application;
(d) The level of granularity (i.e. the span of the categories) is appropriate to the field of their
application;
(e) The scheme is supported by rules for assigning a harmful effect unambiguously to a severity
category; and
(f) The scheme is consistent with the air traffic services providers views of the severity of the
harmful effects covered and can be shown to incorporate societal views of their severity.


RISK EVALUATION
The air traffic services provider should ensure that the risk evaluation includes:
(a) an assessment of the identified hazards for a notified change, including possible mitigation
means, in terms of risk or in terms of proxies or a combination of them;
(b) a comparison of the risk analysis results against the safety criteria taking the uncertainty of the
risk assessment into account; and
(c) the identification of the need for risk mitigation or reduction in uncertainty or both.
GM1 to AMC1 ATS.OR.205(b)(4) Safety assessment and assurance

of changes to the functional system
RISK ANALYSIS IN TERMS OF PROXIES — EXAMPLES

Point (c) of AMC1 ATS.OR.205(b)(2) allows safety assessment to be performed in terms of risk, proxies
or a combination of risk and proxies. This GM provides two examples to illustrate the use of proxies in
safety analysis.
(a) Use of proxies when assessing the safety of a wind farm installation
(1) A wind farm is to be introduced on or near an aerodrome. It is assumed that before the
introduction of the wind farm, the safety risk of the air traffic services being provided at
the aerodrome was acceptable. To return to this level after the introduction of the farm,
the change would also be acceptable.
A diagram showing the effects this has on the risk at the aerodrome is shown below:

Proxies
Risk
Move Move
TX/RX ? Taxiiway
Safety Acceptance Criteria (Proxies):
1. Control – Turbulence
Reduce
Transmisivity
2. Communications – Signal quality
3. Vision – Human error rate
Surveillance Comms Vision Control

(Radar) (VHF) (Flicker) (Turbulence)
ATS risk reduction
Risk
① ②
Risk to traffic prior to the Risk to traffic after Risk to traffic

introduction of the wind farm introduction of wind farm (without ATS)
Figure 1: Evaluation of risks after the introduction of wind farm
(2) The risk due to the introduction of the wind farm will rise from ① to ②, if not mitigated,
because:
(i) turbulence will increase and so may destabilise manoeuvring of aircraft;
(ii) the movement of the blades will cause radio interference (communications radio
and surveillance radar) and so communications may be lost or aircraft may be
hidden from view on the radar screen; and
(iii) the flicker in the peripheral vision of ATCOs, caused by the rotation of the blades,
may capture attention and increase their perception error rate.
(3) The problem of analysing the safety impact can be split into these areas of concern since
they do not interact or overlap and so satisfy the independence criterion (b) of
AMC2 ATS.OR.210(a). However, whilst it can be argued that each is a circumstantial
hazard and that in each case a justifiable qualitative relationship can be established
linking the hazard with the resulting accident (so satisfying the causality criterion (a) of
AMC2 ATS.OR.210(a)), the actual or quantitative logical relationship is, in each case,
extremely difficult to determine. Conditions for seeking proxies have, therefore, been
established:
 Performing a risk evaluation using actual risk may not be worthwhile due to the
considerable cost and effort involved; and
 The first two criteria for proxies have been satisfied.
Consequently, it may be possible to find proxies that can be used more simply and
effectively than performing an analysis based on risk.

(4) The solutions proposed below are for illustrative purposes only. There are many other
solutions and, for each change, several should be investigated. In this example, the
following proxies, which satisfy the measurability criterion (c) of AMC2 ATS.OR.210(a),
are used to set safety criteria:
(i) Turbulence can be measured and predicted by models so the level of turbulence
can be a proxy.
In this example, let’s assume the only significant effect of turbulence is to light
aircraft using a particular taxiway. It is possible to predict the level of turbulence at
different sites on the aerodrome and an alternative taxiway is found where the
level of turbulence after the introduction of the wind farm will be less than that
currently encountered on the present taxiway. This can be confirmed during
operation after the change by monitoring.
(ii) Signal quality can be also be predicted by models and measured so it can be used
as a proxy.
In this example, it is possible to move the communications transmitter and receiver
aerials so that communications are not affected by interference. Sites can be found
using modelling and the signal quality confirmed prior to moving the aerials by trial
installations during periods when the aerodrome is not operating.
(iii) Human error rate in detecting events on the manoeuvring area can be measured
in simulations and can be used as a proxy.
It is suggested that increasing the opaqueness of the glass in the control tower will
reduce the effects of flicker on the ATCOs, but there is no direct relationship
between the transmissivity and the effects of flicker. It is, therefore, decided to
make a simulation of the control tower and measure the effects of flicker on human
error rate using glass of different levels of transmissivity.
However, there is a conflict between increasing the opaqueness of the glass to
reduce the effects of flicker and decreasing it to improve direct vision, which is
needed so that manoeuvring aircraft can be seen clearly. In other words, the
simulation predicts a minimum for the human error rate that relates to a decrease,
as the effects of flicker decrease, followed by an increase, as the effects of a lack
of direct vision increase. This minimum is greater than the human error rate
achieved by the current system and so the risk of the wind farm, in respect of
flicker, cannot be completely mitigated. This is shown by the red box with a
question mark in it on the diagram.
(5) Finally, the argument for the performance of surveillance radars is commonly performed
using risk. This can be repeated in this case since the idea is to filter the effects of the
interference without increasing the risk. Moreover, if necessary, a system may be added
(or a current one improved) to reduce the risk simply and economically and the effects
of the additional system may be argued using risk.
(6) Since risks can be combined, the safety impacts of the changes to the surveillance radar
by filtering the effects of the interference together with the addition of another system
or the improvement of the current system can be established by summing the risks
associated with these two kinds of change.

(7) In these circumstances, it is not possible to argue objectively that the risk of introducing
the wind farm has been mitigated, as risks cannot be summed with proxies. This
demonstrates the difficulties of using proxies. However, it may be possible to argue
convincingly, albeit subjectively, that installing another system or improving the current
system improves the current level of risk by a margin large enough to provide adequate
compensation for the unmitigated effects of flicker.
(8) In summary, this example shows how proxies and risks can be combined in a single
assurance case to argue that a change to a functional system can be introduced safely. It
also demonstrates that the strategies available to demonstrate safety are not generic,
but are dependent on identifying analysable qualities or quantities related to specific
properties of the system or service that are impacted by the change.
(b) Use of proxies when changing to electronic flight strips
(1) An air traffic services provider considers the introduction of a digital strip system in one
of its air traffic control towers to replace the paper flight progress strips currently in use.
This change is expected to have an impact on several aspects of the air traffic control
service that is provided such as the controller’s recollection of the progress of the flight,
the mental modelling of the traffic situation and the communication and task allocation
between controllers. A change of the medium, from paper to digital, might, therefore,
have implications on the tower operations, and, hence, on the safety of the air traffic.
The actual relation between the change of the strip medium and the risk for the traffic is,
however, difficult to establish.
(2) The influence of the quantity on the risk is globally known, but cannot easily be
quantified. One difficulty is that strip management is at the heart of the air traffic control
operations: the set of potential sequences of events from a strip management error to
an accident or incident is enormous. This set includes, for example, the loss of the call
sign at the moment a ground controller needs to intervene in a taxiway conflict, and
whether this results in an incident depends, for example, on the visibility. This set also
includes the allocation of a wrong standard instrument departure (SID) to an aircraft, and
whether this results in an accident depends, for example, on the runway configuration.
Figure 2: Notional Bow Tie Model of a strip management error

(3) The Bow Tie Model of a strip management error has, figuratively speaking, a vertically
stretched right part. This expresses that a hazard — such as the loss of a single strip —
may have many different outcomes which heavily depend on factors that have nothing
to do with the cause of the hazard — factors such as the status of the aircraft
corresponding to the absent strip, that aircraft’s position on the aerodrome, the traffic
situation and the visibility.
(4) Another difficulty with the relationship between the change of the medium and the risk
to the air traffic is that several human and cultural aspects are involved. The difficulty lies
in the largely unknown causal relationship between these human and cultural aspects
and the occurrences of accidents and incidents. As an example of this, it is noted that
strip manipulation — like moving a strip into another bay, or making a mark to indicate
that a landing clearance is given — assists a controller in distinguishing the potential from
the actual developments. The way of working with paper strips generates impressions in
a wider variety than digital strips by their physical nature: handling paper strips has
tactile, auditory and social aspects. This difference in these aspects may lead to a
difference in the quality of the controller’s situation awareness which may lead to a
difference in the efficacy of the controller’s instructions and advisories, which may lead
to a difference in the occurrence of accidents and incidents. However, the relation
between the change of the medium and the risk for the air traffic is difficult to assess and
would require a great deal of effort, time and experimentation to quantify.
Change Risk for traffic
Situation Quality
Awareness instructions
Figure 3: Relation between the change of flight strip and the risk
(5) There is probably a relation between the change of the flight progress strip medium and
the risk for air traffic: a new human–machine interface may have an effect on the
situation awareness of some individual controllers in some circumstances, which might
have an effect on whether, when and what instructions are given, and this in turn
influences the aircraft movements, and, hence, the risks. The question by what amount
risks increase or decrease is very hard to answer.
(6) Performing a risk evaluation using actual risk may not be worthwhile due to the
difficulties and considerable cost and effort involved in assessing the risk of the change
directly. Therefore, the use of proxies might be preferred. A quantity is only considered
an appropriate proxy if it satisfies the criteria in point AMC2 ATS.OR.210(a):
(i) Causality: The quantity used as proxy can be expected to be influenced by the
change, and the risk can be expected to be influenced by the quantity. In addition
to this causal relationship, a criterion can be formulated and agreed upon that
expresses by which amount the value of the quantity may shift due to the change.
Note that the influence of the proxy on the risk cannot easily be quantified,

otherwise it might be more beneficial to use risk as a measure and the quantity as
an auxiliary function.
(ii) Measurability: The influence of the change on the quantity can be assessed before
as well as after the change.
(iii) Independence: When the proxy selected does not cover all hazards, a set of proxies
should be used. Any proxy of that set should be sufficiently isolated from other
proxies to be treated independently.
! ?
Change Proxy Risk to traffic
Figure 4: Relation between proxy and risk
(7) There is a relationship between the change and the proxy, and there is a relationship
between the proxy and the risk to traffic. The first relationship can be assessed (indicated
by the ‘!’), while the second cannot (indicated by the ‘?’). An acceptance criterion is
typically formulated for the amount the proxy value might increase or decrease.
(8) Proxy 1: Head-down time. The head-down time is a good proxy as it satisfies the
conditions of:
(i) Causality: It is known that more head-down time leads to a higher risk but there is
no well-established or generally accepted statement in literature in terms of: ‘x %
more head-down time implies y% more accidents’, not to mention for the specific
circumstances of the specific air traffic control tower. The causal relationship
indicated in Figure 4 can be established because:
(A) the head-down time can be expected to change as the manipulation, writing
and reading of digital strips might cost more, or perhaps less, attention and
effort than the handling of paper strips;
(B) the loss of head-up time of ground and runway controllers implies less
surveillance, at least less time for the out-of-the-window-view in good
visibility, and this implies a later or less probable detection of conflicts; and
(C) an example of an acceptance criterion reads: ‘The introduction of the digital
strip system does not lead to a significant increase in the head down time’.
(ii) Measurability: The influence of the change on the head-down time can be assessed
before the change by means of real-time human-in-the-loop experiments in which
controllers are tasked to handle equal amounts of traffic in equal circumstances,
one time using paper strips and another time using digital strips. The percentage
of head-down time can then be determined by observing the controllers by
cameras and eye-trackers.
(9) Proxy 2: Fraction of erroneous SID allocations. The fraction of erroneous SID allocations
is a good proxy as it satisfies the conditions of:
(i) Causality: It can be imagined that an erroneous SID selected in the flight
management system (FMS) might lead to accidents, but the precise conditional

probability is small and difficult to estimate as it depends on several external

factors such as the flight paths of the correct and incorrect SIDs, the presence of
other traffic, the timing and geometry of the trajectories, the cloud base or the
vigilance of the controller. The causal relationship indicated in Figure 4 can be
established because:
(A) the number of incorrect SIDs indicated on electronic strips can be expected
to be less than on paper strips, because of the possibilities of systematic
checks with respect to runway allocation, runway configuration, SID
allocation of the predecessor and destination in the flight plan;
(B) the allocation of an incorrect SID to an aircrew might lead to a situation in
which the aircraft manoeuvres in an unanticipated way, possibly leading to
a conflict with another aircraft, for example departing from a parallel
runway; and
(C) an example of an acceptance criterion reads: ‘The introduction of the digital
strip system should lead to a decrease of the fraction of erroneous SID
allocations of more than 20 %’.
(ii) Measurability: The influence of the change on the fraction of erroneous SID
allocations can be assessed before the change by means of an analysis of the
causes and occurrences of such errors and the estimated efficacy of the systematic
checks. The fractions can be assessed after the change by the statistics of the event
reports.
(10) Finally, the last condition of independence of proxies is also satisfied. For the purpose of
this example, the proxies in (5) and (6) form a set of independent proxies that are
complete, i.e. they cover all identified hazards introduced by the replacement of paper
strips by a digital strip system.

RISK MITIGATION
When the risk evaluation results show that the safety criteria cannot be satisfied, then the air traffic
services provider should either abandon the change or propose additional means of mitigating the
risk. If risk mitigation is proposed, then the air traffic services provider should ensure that it identifies:
(a) all of the elements of the functional system, e.g. training, procedures that need to be
reconsidered; and
(b) for each part of the amended change, those parts of the safety assessment (requirements from
(a) to (f)) that need to be repeated in order to demonstrate that the safety criteria will be
satisfied.


RISK ANALYSIS IN TERMS OF SAFETY RISK

(a) Risk analysis
When a risk assessment of a set of hazards is executed, in terms of risk:
(1) the frequency or probability of the occurrence of the hazard should be determined;
(2) the possible sequences of events from the occurrence of a hazardous event to the
occurrence of an accident, which may be referred to as accident trajectories, should be
identified. The contributing factors and circumstances that distinguish the different
trajectories from one another should also be identified, as should any mitigations
between a hazardous event and the associated accident;
(3) the potential harmful effects of the accident, including those resulting from a
simultaneous occurrence of a combination of hazards, should be identified;
(4) the severity of these harmful effects should be assessed, using a defined severity scheme
according to point (f) of AMC2 ATS.OR.205(b)(3); and
(5) the risk of the potential harmful effects of all the accidents, given the occurrence of the
hazard, should be determined, taking into account the probabilities that the mitigations
may fail as well as succeed, and that particular accident trajectories will be followed when
particular contributing factors and circumstances occur.
(b) Severity schemes
The severity determination should take place according to a severity classification scheme.
The purpose of a severity classification scheme is to facilitate the management and control of
risk. A severity class is, in effect, a container within which accidents can be placed if their
severities are considered similar. Each container can be given a value which represents the
consequences, i.e. small for accidents causing little harm and big for accidents causing a lot of
harm. The sum of the probabilities of all the accidents assigned to a severity class multiplied by
the value that is related to the severity class, is the risk associated with that class. If the value
that represents severity for all classes is scalar, then the total risk is the sum of the risks in each
severity class.
(1) Single-risk value severity schemes
Such schemes use a single severity category to represent harm to humans. Other
categories representing other kinds of harm e.g. damage to aircraft and loss of
separation, may be present but do not represent harm to humans. In these
circumstances, risk analysis would actually be reduced to frequency/probability analysis.
(2) Multiple-risk value severity schemes
Multiple-risk value severity schemes, which use a number of severity categories to
classify different levels of harm, facilitate the management and control of risk in a number
of ways. At the simplest level, the distribution of accidents across the severity classes
gives a picture of whether the risk profile of a system is well balanced. For example, many
accidents in the top and bottom severity classes with few in between suggests an
imbalance in risk, perhaps due to an undue amount of attention having been paid to some

types of accident at the expense of others. More detailed management and control of
risk includes:
(i) Severity classes may be used as the basis for reporting accident statistics.
(ii) Severity classes combined with frequency (or probability) classes can be used to
define criteria for decision-making regarding risk acceptance.
(iii) The total risk associated with one or more severity classes can be managed and
controlled. For example, the sum of the risk from all severity classes represents the
total risk and may be used as a basis for making decisions about changes.
(iv) Similarly, the risk associated with accident types of different levels of severity can
be compared. For example, comparing runway infringement accidents with low
speed taxiway accidents would allow an organisation to focus their efforts on
mitigating the accident type with greatest risk.
(c) The air traffic services provider should coordinate its severity scheme(s) when performing multi-
actor changes to ensure adequate assessment. This includes coordination with air traffic
services providers outside of the EU.

VERIFICATION
The air traffic services provider should ensure that verification activities of the safety assessment
process include verification that:
(a) the full scope of the change is addressed throughout the whole assessment process, i.e. all the
elements of the functional system or environment of operation that are changed and those
unchanged elements that depend upon them and on which they depend are identified;
(b) the way the service behaves complies with and does not contradict any applicable requirements
placed on the changed service or the conditions attached to the providers certificate;
(c) the specification of the way the service behaves is complete and correct;
(d) the specification of the operational context is complete and correct;
(e) the risk analysis is complete as per AMC1 ATS.OR.205(b)(3);
(f) the safety requirements are correct and commensurate with the risk analysis;
(g) the design is complete and correct with reference to the specification and correctly addresses
the safety requirements;
(h) the design was the one analysed; and
(i) the implementation, to the intended degree of confidence, corresponds to that design and
behaves only as specified in the given operational context.


OUTCOME OF RISK EVALUATION

The purpose of risk evaluation is to evaluate the risk of the change and to compare that against the
safety criteria with the following outcomes in mind:
(a) A possible (desired) outcome is that the assessed risk satisfies the safety criteria. This implies
that the change is assessed as sufficiently safe to implement.
(b) Another possible outcome is that the assessed risk does not satisfy the safety criteria. This might
lead to the decision to refine the risk analysis, to the decision to add mitigating means, or to the
decision to abandon the change.

RISK EVALUATION — UNCERTAINTY

(a) The outcome of a risk analysis is uncertain due to modelling, estimates, exclusion of rare
circumstances or contributing factors, incident and safety event underreporting, false or
unclear evidence, different expert opinions, etc. The uncertainty may be indicated explicitly,
e.g. by means of an uncertainty interval, or implicitly, e.g. by means of a reference to the sources
the estimates are based upon.
(b) Where possible sequences of events, contributing factors and circumstances are excluded in
order to simplify the risk estimate, which may be necessary to make the estimate of risks
feasible, arguments and evidence justifying this should be provided in the safety case. This may
result in increasing the uncertainty of the risk estimations.

RISK EVALUATION — FORMS OF RISK EVALUATION

The risk evaluation can take several forms, even within the safety assessment of a single change,
depending on the nature of the risk analysis and the safety criteria:
(a) If a set of safety requirements has been created and can be unambiguously and directly related
to the safety criteria, then the risk evaluation takes the form of justifying that these
requirements satisfy the safety criteria;
(b) If the safety criteria have been established in terms of the likelihood of the hazards and the
severity of their effects, then the risk evaluation takes the form of verifying that the assessed
risks satisfy the safety criteria in terms of risks; and
(c) If the values of all relevant proxies have been determined, then the risk evaluation takes the
form of verifying that these values satisfy the safety criteria in terms of proxies.


TYPE OF RISK MITIGATION

Risk mitigation may be achieved in the following ways:
(a) an improvement of the performance of a functional subsystem;
(b) an additional change of the ATM/ANS functional system;
(c) an improvement of the services delivered by third parties;
(d) a change in the physical environment; or
(e) any combination of the above-mentioned methods.
GM1 ATS.OR.205(b)(5)(ii) Safety assessment and assurance of

VERIFICATION OF SAFETY CRITERIA

As the complete behaviour of the change is reflected in satisfying the safety criteria for the change,
no safety requirements are set at system or change level. Nevertheless, safety requirements can be
placed on the architecture and the components affected by the change.

MONITORING OF INTRODUCED CHANGE

The air traffic services provider should ensure that within the safety assessment process for a change,
the monitoring criteria, that are to be used to demonstrate that the safety case remains valid during
the operation of the changed functional system, are identified and documented. These criteria are
specific to the change and should be such that they indicate that:
(a) the assumptions made in the argument remain valid;
(b) critical proxies remain as predicted in the safety case and are no more uncertain; and
(c) other properties that may be affected by the change remain within the bounds predicted by the
safety case.

MONITORING OF INTRODUCED CHANGE

(a) Monitoring is intended to maintain confidence in the safety case during operation of the
changed functional system. At entry into service, the safety criteria become performance

criteria rather than design criteria. Monitoring is, therefore, only applicable following entry into
service of the change.
(b) Monitoring is likely to be of internal parameters of the functional system that provide a good
indication of the performance of the service. These parameters may not be directly observable
at the service level, i.e. at the interface of the service with the operational context. For example,
where a function is provided by multiple redundant resources, the availability of the function
will be so high that monitoring it may not be useful. However, monitoring the availability of
individual resources, which fail much more often, may be a useful indicator of the performance
of the overall function.
ATS.OR.210 Safety criteria

(a) An air traffic services provider shall determine the safety acceptability of a change to a
functional system, based on the analysis of the risks posed by the introduction of the change,
differentiated on basis of types of operations and stakeholder classes, as appropriate.
(b) The safety acceptability of a change shall be assessed by using specific and verifiable safety
criteria, where each criterion is expressed in terms of an explicit, quantitative level of safety risk
or another measure that relates to safety risk.
(c) An air traffic services provider shall ensure that the safety criteria:
(1) are justified for the specific change, taking into account the type of change;
(2) when fulfilled, predict that the functional system after the change will be as safe as it was
before the change or the air traffic services provider shall provide an argument justifying
that:
(i) any temporary reduction in safety will be offset by future improvement in safety;
or
(ii) any permanent reduction in safety has other beneficial consequences;
(3) when taken collectively, ensure that the change does not create an unacceptable risk to
the safety of the service;
(4) support the improvement of safety whenever reasonably practicable.
AMC1 ATS.OR.210(a) Safety criteria

OTHER MEASURES RELATED TO SAFETY RISKS

When the air traffic services provider specifies the safety criteria with reference to another measure
that relates to safety risk, it should use one or more of the following:
(a) proxies;
(b) recognised standards and/or codes of practice; and
(c) the safety performance of the existing functional system or a similar system elsewhere.

AMC2 ATS.OR.210(a) Safety criteria

OTHER MEASURES RELATED TO SAFETY RISKS — PROXIES

Proxies for safety risk, used as safety criteria for those parts of the functional system affected by the
change, can only be employed when:
(a) a justifiable causal relationship exists between the proxy and the harmful effect, e.g. proxy
increase/decrease causes risk increase/decrease;
(b) a proxy is sufficiently isolated from other proxies to be treated independently; and
(c) the proxy is measurable, quantitatively or qualitatively, to an adequate degree of certainty.
GM1 ATS.OR.210(a) Safety criteria

SAFETY CRITERIA IN TERMS OF PROXIES FOR SAFETY RISKS

(a) In the safety assessment of functional systems, it may not always be possible or desirable to
specify safety criteria in terms of quantitative values of risk. Instead, safety criteria may be
defined in terms of other measures that are related to risk. These measures are called proxies
and they need to meet the requirements for a proxy as stated in AMC2 ATS.OR.210(a). For
examples of their use, see GM1 to AMC1 ATS.OR.205(b)(4).
(b) A proxy is some measurable property that can be used to represent the value of something else.
In the safety assessment of functional systems, the value of a proxy may be used as a substitute
for a value of risk, providing it meets the requirements for a proxy as stated in
AMC2 ATS.OR.210(a). Examples of proxies are the frequency of airspace infringements, runway
incursions, false alert rate, head-down time, limited sight, level of situation awareness, fraction
of read back errors, reduced vigilance, amount of turbulence, distraction of controller’s
attention, inappropriate pilot behaviour, system availability, information integrity and service
continuity.
An example of the concept of using a different but specific quantity to assess an actually
relevant quantity is the transposition/measure of an aircraft’s altitude which is in terms of
barometric pressure or the transposition/measure of an aircraft’s airspeed which is in terms of
dynamic pressure.
(c) A proxy is a measure of a certain property along the causal trajectory between the hazard/event
and the harmful effects of the hazard/event in question (see Figure 5). The causal relationship
between the proxy and the accident must be justified in the safety case, i.e. it must satisfy
AMC2 ATS.OR.210(a). This means that the accident trajectory must be modelled and analysed
such that the causal relationship can be assured but without the need to evaluate the
quantitative nature of this relationship. It is assumed that since the proxy lies between the
hazard/event and the accident, then there is a quantitative causal relationship between the rate
of the hazard/event’s occurrence and the rate of the proxy’s occurrence. As a consequence, the
variation of values of the proxy correlates with values of the hazards/events rate of occurrence
and the value of the rate at which the harmful effects occur, i.e. the accident rate, and this
relationship is a monotonically increasing one. This means that when the proxy value, e.g.
Proxy1, increases/decreases, the associated risk value of the related accident, e.g. Accident1,
increases/decreases accordingly.

Figure 5: Use of proxies along accident trajectories
(d) Proxies might be preferred where the extra effort needed to identify, describe and analyse a
complete set of sequences of events from the occurrence of a hazard to the occurrence of an
accident or incident has no added value in the safety assessment. The intrinsic reasons for the
amount of the extra effort are the number of significantly different event sequences, the
complexity of some accident scenarios, the existence of many barriers preventing the
occurrence of a hazard developing into an accident and the lack of evidence on the probability
of some events or the frequency of occurrence of some external circumstances and factors. The
usage of proxies might then make the safety assessment more tractable and comprehensible
and increase the quality of the risk analysis.
(e) The main advantages of proxies are the easy recognition of safety issues by operational staff
involved in the safety assessment, and the direct focus on the analysis and mitigation of the
identified hazards and safety issues introduced or affected by the change.
(f) The main disadvantage of using proxies is that it is not possible to express risk by a uniform
measure. However, the value of the proxy should be measurable.
(g) For further details on the use of proxies, please refer to GM1 to AMC1 ATS.OR.205(b)(4), which
contains two examples to assist in the selection and use of proxies in safety analysis.
ATS.OR.215 Licensing and medical certification requirements for air

traffic controllers
An air traffic services provider shall ensure that air traffic controllers are properly licensed and hold a
valid medical certificate, in accordance with Regulation (EU) 2015/340.

SECTION 3 — SPECIFIC HUMAN FACTORS REQUIREMENTS FOR AIR

TRAFFIC CONTROL SERVICE PROVIDERS
ATS.OR.300 Scope
This section establishes the requirements to be met by the air traffic control service provider with
regard to human performance in order to:
(a) prevent and mitigate the risk that air traffic control service is provided by air traffic controllers
with problematic use of psychoactive substances;
(b) prevent and mitigate the negative effects of stress on air traffic controllers to ensure the safety
of air traffic;
(c) prevent and mitigate the negative effects of fatigue on air traffic controllers to ensure the safety
of air traffic.
ATS.OR.305 Responsibilities of air traffic control service providers

with regard to the problematic use of psychoactive substances by
air traffic controllers
(a) An air traffic control service provider shall develop and implement a policy, with related
procedures, in order to ensure that the problematic use of psychoactive substances does not
affect the provision of air traffic control service.
(b) Without prejudice to provisions laid down in Directive 95/46/EC of the European Parliament
and of the Council1 and to the applicable national legislation on testing of individuals, the air
traffic control service provider shall develop and implement an objective, transparent and non-
discriminatory procedure for the detection of cases of problematic use of psychoactive
substances by air traffic controllers. This procedure shall take into account provisions laid down
in point ATCO.A.015 of Regulation (EU) 2015/340.
(c) The procedure in point (b) shall be approved by the competent authority.
1 Directive 95/46/EC of the European Parliament and of the Council of 24 October 1995 on the protection of individuals with regard to
the processing of personal data and on the free movement of such data (OJ L 281, 23.11.1995, p. 31).

AMC1 ATS.OR.305(a) Responsibilities of air traffic control service

providers with regard to the problematic use of psychoactive
substances by air traffic controllers
POLICY AND PROCEDURES

Within the context of the policy, the air traffic control service provider should:
(a) provide training or educational material to air traffic controllers relating to:
(1) the effects of psychoactive substances on individuals and subsequently on air traffic
control service provision;
(2) established procedures within its organisation regarding this issue; and
(3) their individual responsibilities with regard to legislation and policies on psychoactive
substances.
(b) make available appropriate support for air traffic controllers who are dependent on
psychoactive substances;
(c) encourage air traffic controllers who think that they may have such a problem to seek and
accept help made available by their air traffic control service provider;
(d) ensure that air traffic controllers are treated in a consistent, just and equitable manner as
regards the problematic use of psychoactive substances; and
(e) establish and implement principles and procedures for occurrence investigation and analysis to
consider the problematic use of psychoactive substances as a contributing factor.
GM1 ATS.OR.305(a) Responsibilities of air traffic control service

POLICY
(a) Guidance for the development and implementation of the policy is contained in ICAO Doc 9654
‘Manual on Prevention of Problematic Use of Substances in the Aviation Workplace’, First
Edition - 1995, and in particular:
(1) Attachment A (pp. 27–34) as regards elements for the definition and the implementation
of policy and programme;
(2) Chapter 3 (pp. 9–12) as regards the identification, treatment, and rehabilitation of staff,
with related supporting material, available in Attachment C (pp. 61–68); and
(3) Attachment D (pp. 69–75) as regards the employment consequences of problematic use
of substances.

TRAINING AND EDUCATION PROGRAMMES

(b) Guidance for the development and implementation of training and education programmes is
contained in ICAO Doc 9654 ‘Manual on Prevention of Problematic Use of Substances in the
Aviation Workplace’, First Edition - 1995, in particular:
(1) Chapter 2 (pp. 6–7) as regards the education of the workforce and educational material,
with related supporting material available in Attachment A (pp. 35–48); and
(2) Attachment B (pp. 49–59) and Attachment F (pp. 87–94), where extracts from the ICAO
Manual of Civil Aviation Medicine are provided
GM2 ATS.OR.305(a) Responsibilities of air traffic control service

THIRD PARTY ASSISTANCE TO AIR TRAFFIC CONTROLLERS

The air traffic control service provider may employ third-party assistance. Such assistance should be
made freely available to air traffic controllers who are dependent on psychoactive substances.
AMC1 ATS.OR.305(b) Responsibilities of air traffic control service

PROCEDURE FOR THE DETECTION OF CASES OF PROBLEMATIC USE OF PSYCHOACTIVE SUBSTANCES

The objective, transparent and non-discriminatory procedure should specify:
(a) the mechanisms and responsibilities for its initiation;
(b) its applicability in terms of timing and locations;
(c) the person(s)/body responsible for testing the individual;
(d) the testing process;
(e) thresholds for psychoactive substances;
(f) the process to be followed in case of detection of problematic use of psychoactive substances
by an air traffic controller; and
(g) the appeal process.

GM1 ATS.OR.305(b) Responsibilities of air traffic control service

PROCEDURE FOR THE DETECTION OF CASES OF PROBLEMATIC USE OF PSYCHOACTIVE SUBSTANCES

Guidance for the development and implementation of the procedure for detection of cases of
psychoactive substances is contained in ICAO Doc 9654 ‘Manual on Prevention of problematic use of
Substances in the Aviation Workplace’, First Edition - 1995, particularly in Chapter 5 (pp. 15–23) and
Attachment E (pp. 77–85) as regards biochemical testing programmes, with related supporting
material.
ATS.OR.310 Stress
In accordance with point ATS.OR.200, an air traffic control service provider shall:
(a) develop and maintain a policy for the management of air traffic controllers' stress, including the
implementation of a critical incident stress management programme;
(b) provide air traffic controllers with education and information programmes on the prevention of
stress, including critical incident stress, complementing human factors training provided in
accordance with Sections 3 and 4 of Subpart D of Annex I to Regulation (EU) 2015/340.
GM1 ATS.OR.310 Stress

EXPLANATION OF THE FUNDAMENTALS OF STRESS

(a) Introduction
(1) The job of an air traffic controller is considered to be responsible and demanding, and at
times can lead to the experience of high levels of stress. The combination of skills and
knowledge required to complete air traffic control tasks is wide. Visual spatial skills,
perception, information processing, image and pattern recognition, prioritising, logical
problem-solving, application of rules and procedures and decision-making form core skills
to which we can add interpersonal communication, teamwork and technical vocabulary
usage.
(2) Air traffic control also requires to constantly adapt to an ever-changing traffic picture and
work environment within restricted time constraints. This has the potential to lead to
considerable work pressure. In contrast, there may be times when traffic flows are low
and controllers experience relatively low levels of activity. For some controllers, this may
bring its own kind of stress due to the increased efforts required to maintain vigilance
under light traffic load.
(3) Thus, the work of an air traffic controller has the potential to induce high levels of stress;
however, the stress experienced by controllers is always unique to the individual and
their interaction with their environment.
(4) ‘Stress’ is a term that is in common use within everyday language and can mean different
things to different people depending on the context in which it is used. In lay terms, stress
is often used to describe an external pressure experienced by an individual whilst at the

same time encompassing the subjective experience of this pressure. Usually the term is
used in a negative way. In this sense, the lay use of the term ‘stress’ encompasses both
the cause and the effect, and this can lead to confusion as to its meaning.
(b) Technical definitions of stress
(1) Even in its technical use, the word ‘stress’ is sometimes used when the term ‘stressor’ (or
pressure) would be more appropriate, referring to the cause of a stress experience.
Stressors can be internal (cognitive or physical) or external (environmental) to the
individual and may be defined as any activity, event or other stimulus that causes the
individual to experience stress.
(2) It is helpful to clarify the way the term ‘stress’ and other technical terms are used. For
the purposes of this guidance material, stress is defined following the Transactional
Model of Stress. This views stress as the outcomes experienced by an individual when
faced with a potentially stressful event. The experience of the event as negatively
stressful (distress), neutral or positive (eustress) is based on the individual’s perception
of their ability to manage the event. Under this definition, stress is a manifestation in the
individual of usually negative effects, which can lead to a decrease in performance and
negative health effects.
(3) A stressor can also act to improve performance when it is a stimulus to increase arousal
and improves the outputs of an individual in the short to medium term. Too much arousal
paradoxically leads to an inverse effect and subsequent detriment in performance.
(4) Acute stress is, as its name suggests, episodic and occurring for short periods of time. In
most cases, the cause of the stress is eliminated by the air traffic controller taking action
to manage the situation leading to stress. High levels of acute stress may lead to hyper-
arousal and may leave an air traffic controller feeling exhausted. It is important to identify
work situations that lead to this acute stress and manage this within the work schedule.
(5) Chronic stress differs from acute stress only in that it is ongoing and even low levels of
continuous chronic stress can lead to performance degradation and serious health
implications, if it is not addressed. Chronic stress is insidious in its nature and a sufferer
may become so accustomed to the sensations that they are unaware of the long-term
negative effects. Chronic stress commonly leads to a sense of inability to cope.
(6) Both acute and chronic stresses have the potential to lead individuals into hyper-aroused
states which may result in panic where task and skill performance, planning, reasoning
and judgement are significantly impaired. In such instances, a well-practised but incorrect
action, for that particular circumstance, may be performed when an alternative and more
appropriate response is required.
(7) Chronic stress may result in a condition known as burnout. Burnout is generally identified
by the following characteristics: disaffection with the job leading to a decrease in
motivation with an associated decrease, perceived or otherwise, in performance.
(c) Sources of stress
Broadly speaking, the stress experienced by an air traffic controller at work is a function of their
underlying background levels of stress, related to lifestyle, health and well-being, personality,
organisational/work environment, levels of satisfaction with life generally, and the acute stress
imposed by and operational conditions at any given time. There are three major sources of
stress: environmental, work-related, and personal.

(1) Environmental/physical stressors

(i) Physical stressors are underlying conditions that can either be internal to the body
(e.g. pain, hunger, lack of sleep, exhaustion), or external environmental factors
(e.g. noise pollution, overcrowding, excess heat). The common factor among all of
these stressors is that they all create a physically uncomfortable environment that
can cause stress. Stress is not solely dependent on the intensity of a stimulus, but
also on the duration of exposure. For example, a low-pitched but persistent noise
can cause as much stress as a sudden loud noise.
(ii) In the air traffic control room, some common environmental/physical stressors
could be:
(A) uncomfortable temperature;
(B) cramped workspace;
(C) air quality;
(D) lighting conditions; and
(E) intrusive noise or vibration.
(2) Work-related stressors
(i) Stress in the workplace can come from a variety of sources besides physical stimuli.
Some of these include:
(A) continuing high levels of workload near or above the maximum traffic
handling capacity of an air traffic controller;
(B) a heterogeneous traffic mix where aircraft have varying levels of equipment
and considerable variability in pilot skills;
(C) unsuitable or unreliable equipment;
(D) inappropriate, vague procedures;
(E) complex equipment which is insufficiently understood or mistrusted;
(F) supervision of trainees or less experienced colleagues;
(G) workload and task breakdown not being matched to the level of technical
skill of the controller, lack of support or too much support (interference);
(H) role ambiguity, where it is unclear where the responsibilities lie;
(I) interpersonal conflict with colleagues, other professionals;
(J) poor management relations (social dialogue), working conditions, e.g.
rostering; and
(K) unusual or emergency situations.
(ii) Incidents, including emergencies and accidents, that lead controllers to feel that
they are not coping may lead to the experience of critical incident stress; this, in
turn, may impair performance in varying degrees.

(3) Personal stressors

(i) Personal stressors include the range of events that occur throughout people’s lives
but external to the workplace. The belief that such stressors can be left at home,
however, is a myth, and these personal stressors accompany air traffic controllers
to work every day.
(ii) Personal issues such as health, personal life, living situation and major life events
(deaths, births, marriages, and moving house) add to the background level of stress
that individuals have to cope with. Where these are excessive, they can interfere
with work due to the distraction they cause and the mental effort they require to
resolve them.
(iii) Stress is also considered to have a contagious quality, which happens when a
stressed person or stressed persons create stressful situations for those around
them.
(d) Signs of stress in the individual
Signs of stress are many and varied. Some of the most commonly observed are shown below:
(1) Physiological
(i) Cardiovascular: increased pulse rate, elevated blood pressure, chest pains;
(ii) Respiratory: shortness of breath, tightness of chest, hyperventilation, dizziness;
(iii) Gastrointestinal: loss of appetite, gas pain, abdominal cramps, indigestion,
diarrhoea, nausea;
(iv) Sweaty palms;
(v) Aching neck, jaw and back muscles;
(vi) Trembling;
(vii) Sleep disturbance, tiredness;
(viii) Itching;
(ix) Getting easily startled;
(x) Susceptibility to minor illnesses; and
(xi) Other: headaches, muscular tension, general weakness, psychosomatic symptoms.
(2) Psychological
(i) Emotional: anger, guilt, mood swings, low self-esteem, depression and anxiety;
(ii) Concentration problems, forgetfulness;
(iii) Pessimism;
(iv) Difficulty in making decisions;
(v) Irritability;
(vi) Loss of interest;
(vii) Loss of self-control; and
(viii) Loss of confidence.

(3) Behavioural
(i) Self-medication, drugs or alcohol;
(ii) Excess fatigue;
(iii) Sleep disruption;
(iv) Social withdrawal;
(v) Absenteeism;
(vi) Staff turnover rates; and
(vii) Job performance decrements.
(e) Impact of stress on air traffic controllers’ performance of air traffic control tasks
Any source of stress has the potential to create unique subjective experiences in different
individuals, and these may be positive or negative experiences or something in between.
(f) Negative experiences of stress
There is a number of ways in which stress experienced by air traffic controllers can be
manifested in the performance of air traffic control tasks. Some of these are listed in Table 1,
but, in general terms, performance of tasks decreases due to the detrimental effects that high
levels of stress can have on perception, awareness, decision-making and judgement. In the
longer term, health and well-being may also be compromised, leading to decreased
performance of air traffic controllers.
Table 1 below shows the effects on air traffic controller performance which can be linked to
stress and which can potentially have very significant implications for the safety performance
of an operation.
Difficulty in concentrating and reduced vigilance — easily distracted.
Errors, omissions, mistakes, incorrect actions, poor judgment and memory.
Tendency to cut corners, skip items and look for the easiest way out.
Either slowness (due to lack of interest) or hyperactivity (due to adrenaline).
Focusing on easily manageable details while ignoring serious threats.
Tendency to pass responsibility on to others.
Fixation on single issues or even a mental block.
Unwillingness to make decisions — decisions are postponed or take longer to be made.
Fewer plans and backup plans are made.
Increase in risk-taking, leading to an increase in the number of violations, especially when frustrated
with failures.
Excessively hurried actions — due to adrenaline and alertness level, there is a tendency to act very
quickly even when there is no time pressure. Hurried actions increase the chance of errors.
In cases of significantly high stress, a controller will often:
(1) return to old procedures that may no longer be applicable, appropriate or safe;
(2) use non-standard phraseology when communicating;
(3) return to the use of one’s native language; and/or
(4) look for items in a place where they used to be, but are no longer located.
Table 1: Effects of stress on physical and mental performance of air traffic control tasks

(g) Mitigation of stress in the individual and the organisation

Air traffic control service providers have a duty to take care of their employees and the
customers of their services. They should aim at mitigating the negative effects of stress. This is
best achieved by ensuring that a range of preventative measures as well as countermeasures
are in place. These include:
(1) adoption of a stress policy and/or a critical incident stress management policy within the
organisation;
(2) completion of regular risk assessment of sources of occupational stress and its effects on
individuals and operations;
(3) employee stress level monitoring;
(4) adoption of stress intervention/mitigation/prevention practices and, where the
organisation identifies a source of stress, use of a stress team/committee;
(5) stress management training for all levels of employees;
(6) education and prevention programmes on stress; and
(7) staff support mechanisms (e.g. peer counselling, professional support from health
practitioners, critical incident stress management (CISM) programmes);
(8) adequate rostering allowing time to evacuate stress; and
(9) promotion of sports or relaxation activities.
AMC1 ATS.OR.310(a) Stress

STRESS MANAGEMENT POLICY

(a) The air traffic controllers’ stress management policy should:
(1) declare the commitment to proactively and systematically monitor and manage stress,
and describe the expected benefits for the safety of operations;
(3) reflect organisational commitments regarding the implementation of a critical incident
stress management programme;
(4) be communicated, with visible endorsement, throughout the air traffic control service
provider;
(5) include the commitment to:
(i) provide appropriate resources;
(ii) consider the best practices;
(iii) enforce stress management programme(s) as a responsibility of managers, staff
involved in stress management and air traffic controllers;

(b) In accordance with the policy in point (a), the air traffic control service provider should establish
and implement:
(1) procedures for critical incident stress management;
(2) principles and procedures to enable stress reporting;
(3) principles and procedures for occurrence investigation and analysis to consider stress as
contributing factor; and
(4) method(s) for the identification and management of the effect of air traffic controllers’
stress on the safety of operations.
GM1 ATS.OR.310(a) Stress

CRITICAL INCIDENT STRESS MANAGEMENT

The purpose of critical incident stress management (CISM) programmes is to prepare an organisation
for the potential aftermath of an incident. These programmes come in a number of different forms,
but have the added benefit of providing education on the effects of stress, how stress affects
performance and stress management, even when the incident is relatively minor and perhaps
personal to the individual.
Guidance for the implementation of a CISM programme may be found in the EUROCONTROL
document: ‘Human Factors — Critical Incident Stress Management: User Implementation Guidelines’,
edition 2.0 of 24 October 2008.
GM1 ATS.OR.310(b) Stress

INFORMATION AND EDUCATION PROGRAMMES

Scientific material proposed as guidance for information and education programmes on stress may be
found in the EUROCONTROL document ‘Human Factors Module — Stress’, edition 1.0 of 15 March
1996.
ATS.OR.315 Fatigue
In accordance with point ATS.OR.200, an air traffic control service provider shall:
(a) develop and maintain a policy for the management of air traffic controllers' fatigue;
(b) provide air traffic controllers with information programmes on the prevention of fatigue,
complementing human factors training provided in accordance with Sections 3 and 4 of
Subpart D of Annex I to Regulation (EU) 2015/340.

GM1 ATS.OR.315 Fatigue

EFFECTS OF FATIGUE
Guidance material on fatigue and its effects on safety-relevant aviation professionals may be found in
Chapter 2 ‘Scientific principles for fatigue management’ of ICAO Doc 9966 ‘Manual for the Oversight
of Fatigue Management Approaches’, second edition 2016.
AMC1 ATS.OR.315(a) Fatigue

FATIGUE MANAGEMENT POLICY

(a) The air traffic controllers’ fatigue management policy should:
(1) declare the commitment to proactively and systematically monitor and manage fatigue
and describe the expected benefits for the safety of operations;
(3) address the mitigation of the operational impact of air traffic controllers’ fatigue;
(4) be communicated, with visible endorsement, throughout the air traffic control service
provider;
(i) consider the best practices;
(ii) provide appropriate resources; and
(iii) enforce fatigue management as a responsibility of managers, staff involved in
fatigue management procedures and air traffic controllers;
(b) In accordance with the policy in point (a), the air traffic control service provider should establish
and implement:
(1) principles and procedures to enable fatigue reporting;
(2) principles and procedures for occurrence investigation and analysis to consider fatigue as
contributing factor;
(3) procedures for the identification and management of the effect of fatigue on the safety
of operations.
GM1 to AMC1 ATS.OR.315(a) Fatigue

FATIGUE TAXONOMY
When establishing procedures to enable air traffic controllers to report when fatigued, an associated
taxonomy for fatigue should be established.


FATIGUE IN OCCURRENCE INVESTIGATION AND ANALYSIS

Fatigue may have a significant impact on the performance of air traffic controllers and consequently
on the safety of air operations. Therefore, when investigating occurrences, the air traffic control
service providers should analyse the occurrence for fatigue as a contributing factor.
The analysis of available occurrence reports where fatigue was identified as contributing factor,
generated by the air traffic control service providers or by other sources, could support the
implementation and the improvement of fatigue management.

IDENTIFICATION AND MANAGEMENT OF THE EFFECT OF FATIGUE ON THE SAFETY OF OPERATIONS

(a) The following non exhaustive list contains some of the initiatives that the air traffic control
service provider may undertake in order to identify air traffic controllers’ fatigue:
(1) establishment of a procedure allowing air traffic controllers to report when fatigued, and
promotion of its use. Templates for such reporting procedure could be established;
(2) utilisation of system support to manage rostering principles and thresholds established
in accordance with ATS.OR.320, also highlighting criticalities in advance;
(3) undertaking fatigue surveys;
(4) application of scientific principles on fatigue and fatigue management and their effect on
the operational and organisational context.
(b) The knowledge and understanding of the underlying scientific principles of fatigue, as well of its
potential impact on the safety of operations, may represent a considerable added value for the
effectiveness of fatigue management arrangements established within the organisation. For
this purpose, the air traffic control service provider might consider making available education
and information programmes for staff involved in fatigue management, such as operational and
safety managers, staff in charge of managing the rostering system, staff in charge of occurrence
investigation.
(c) Activities air traffic control service providers could undertake to monitor the effectiveness of
the established fatigue management arrangements may be but are not limited to the following:
(1) verification of the allocation and implementation of duty and rest periods in accordance
with the rostering principles established in ATS.OR.320;
(2) collection and analysis of data related to planned versus achieved rosters, and in
particular:
(i) exceedances of planned working hours and reasons generating exceedances;
(ii) variation of the nature of the duty (office work, operational air traffic control
service provision, training, etc.);
(iii) operational circumstances which required a modification of established duty and
rest periods; and

(iv) swapped shifts between air traffic controllers and impact on the established
fatigue management principles;
(3) verification of the use and of the effectiveness of the procedure allowing air traffic
controllers to self-declare fatigue, when such procedure is established; and
(4) analysis if specific roster patterns generate fatigue and, as a consequence, sickness or
cases of provisional inability in accordance with Commission Regulation (EU) 2015/340.
GM1 ATS.OR.315(b) Fatigue

INFORMATION PROGRAMMES
Information programmes may consist of lectures, leaflets, posters, CDs, and any other informative
material to raise the awareness of the effects of fatigue on the individuals and on air traffic control
service provision, and to advise on the need and the means to manage it. When choosing the most
appropriate information programme and the medium, the air traffic control service provider should
evaluate the level of awareness of its staff of fatigue management, the type of operations (e.g. single-
person operations, nightshifts), and the periodicity of human factors training in the scope of refresher
training.
GM2 ATS.OR.315(b) Fatigue

INFORMATION PROGRAMMES
Scientific material proposed as guidance for information programmes on fatigue may be found in the
document ‘Fatigue and Sleep Management: Personal strategies for decreasing the effects of fatigue
in air traffic control’ (Brussels: Human Factors Management Business Division (DAS/HUM),
EUROCONTROL, 2005).
ATS.OR.320 Air traffic controllers' rostering system(s)

(a) An air traffic control service provider shall develop, implement and monitor a rostering system
in order to manage the risks of occupational fatigue of air traffic controllers through a safe
alternation of duty and rest periods. Within the rostering system, the air traffic control service
provider shall specify the following elements:
(1) maximum consecutive working days with duty;
(2) maximum hours per duty period;
(3) maximum time providing air traffic control service without breaks;
(4) the ratio of duty periods to breaks when providing air traffic control service;
(5) minimum rest periods;
(6) maximum consecutive duty periods encroaching the night time, if applicable, depending
upon the operating hours of the air traffic control unit concerned;
(7) minimum rest period after a duty period encroaching the night time;
(8) minimum number of rest periods within a roster cycle.

(b) An air traffic control services provider shall consult those air traffic controllers who will be
subject to the rostering system, or, as applicable, their representatives, during its development
and its application, to identify and mitigate risks concerning fatigue which could be due to the
rostering system itself.
GM1 ATS.OR.320(a) Air traffic controllers’ rostering system(s)

STRUCTURE AND VALUES OF THE ROSTERING SYSTEM

The selection and the regular revision of an appropriate structure and of appropriate values of the
rostering system, in accordance with ATS.OR.320(a) and which fit the intended operations, should be
based upon:
(1) scientific principles;
(2) data gathered by the air traffic control service provider; and
(3) best practices.
AMC1 ATS.OR.320(a)(6);(7) Air traffic controllers’ rostering

system(s)
NIGHT TIME
Night time should be considered as the time between midnight and 05.59.
GM1 ATS.OR.320(b) Air traffic controllers’ rostering system(s)

AIR TRAFFIC CONTROLLERS’ INVOLVEMENT

Additional guidance concerning the involvement of air traffic controllers in the definition of rostering
systems is available in EUROCONTROL Study on Shiftwork practices — ATM and related Industries,
edition 1.0 of 14 April 2006.

SUBPART B — TECHNICAL REQUIREMENTS
FOR PROVIDERS OF AIR TRAFFIC SERVICES
(ATS.TR)
SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS

OF AIR TRAFFIC SERVICES (ATS.TR)
ATS.TR.100 Working methods and operating procedures for

providers of air traffic services
(a) An air traffic services provider shall be able to demonstrate that its working methods and
operating procedures are compliant with:
(1) Implementing Regulation (EU) No 923/2012; and
(2) the standards laid down in the following Annexes to the Chicago Convention, as far as
they are relevant to the provision of air traffic services in the airspace concerned:
(i) Annex 10 on aeronautical telecommunications, Volume II on communication
procedures including those with PANS Status in its 6th edition of October 2001,
including all amendments up to and including No 89;
(ii) without prejudice to Regulation (EU) No 923/2012, Annex 11 on air traffic services
in its 13th edition of July 2001, including all amendments up to and including
No 49.
(b) Notwithstanding point (a), for air traffic services units providing services for flight testing, the
competent authority may specify additional or alternative conditions and procedures to those
contained in point (a) when so required for the provision of services for flight testing.
GM1 ATS.TR.100(b) Working methods and operating procedures for

providers of air traffic services
SPECIAL AND ALTERNATIVE CONDITIONS AND OPERATING PROCEDURES FOR ATS PROVIDERS PROVIDING
SERVICES TO FLIGHT TESTS
(a) While flight tests are regularly conducted in compliance with the standards and the provision
specified in ATS.TR.100(a), some of them need to follow specific additional or alternative
conditions and procedures approved by the competent authority to meet the needs of flight
tests carried out during the flight. This is also the case for flight tests involving more than one
aircraft in the same flight test. These special provisions will not jeopardise the safety of the
other airspace users and the population in the area overflown.
(b) In order to ensure safe operations within the provision of air traffic service for flight tests
control, the air traffic controllers providing these services may need to have specific knowledge
of flight tests and/or be briefed, depending on the specificities of the flight profiles.
(c) Air traffic controllers that provide air traffic services to flight tests (flight test ATCOs) may need
to obtain their specific competence through a dedicated training as specified in Commission
Regulation (EU) 2015/340.

FOR PROVIDERS OF AIR TRAFFIC SERVICES
(ATS.TR)
(d) Air traffic services for flight test should be provided through dedicated and specific procedures.
These procedures should address:
(1) Compatibility with other airspace users
(i) In order to ensure the compatibility of the flight test with other airspace users and
to ensure safe operations and an acceptable rate of success of flight test, the air
traffic services provider should ensure proper coordination at all levels, including
strategic, pre-tactical and real-time coordination.
(ii) An air traffic services unit providing services to flight test is responsible for ensuring
compatibility of their activities with other airspace users.
(2) Flight plan
The air traffic services unit should obtain all the necessary details related to flight tests
(e.g. from the design organisation or the entity wishing to carry out the flight test).
(3) Flight tests with limited manoeuvrability
During certain phases of the flight test, the capability to normally perform manoeuvres
may only be possible after a necessary period of time (e.g. for the flight crew to get into
a configuration that allows the execution of these manoeuvres).
The air traffic services provider should obtain the necessary information about the phases
of flight and the duration if known.
For the conduct of these flights, the use of a temporarily reserved area is preferred. If
unable, after prior coordination with the relevant air traffic services units neighbouring
the flight tests, the use of a transponder should be mandated.
This real-time information does not relieve the air traffic services unit responsible for
providing services to the flight tests from the obligation to ensure traffic separation and
assure compatibility with all airspace users.
(e) The above-mentioned procedures are not exhaustive and additional provisions may be
necessary to meet the needs of flight tests. The paramount principle is anyhow to make
provisions without contradicting the standards and the provision specified in ATS.TR.100(a).

Easy Access Rules for ATM-ANS ANNEX V — Part-MET
REQUIREMENTS FOR PROVIDERS OF
METEOROLOGICAL SERVICES (MET.OR)
ANNEX V — PART-MET
SPECIFIC REQUIREMENTS FOR PROVIDERS OF
METEOROLOGICAL SERVICES
FOR PROVIDERS OF METEOROLOGICAL SERVICES (MET.OR)
MET.OR.100 Meteorological data and information

(a) A meteorological services provider shall provide operators, flight crew members, air traffic
services units, search and rescue services units, aerodrome operators, accident and incident
investigation bodies, and other service providers and aviation entities with the meteorological
information necessary for the performance of their respective functions, as determined by the
(b) A meteorological services provider shall confirm the operationally desirable accuracy of the
information distributed for operations, including the source of such information, whilst also
ensuring that such information is distributed in a timely manner and updated, as required.
GM1 MET.OR.100 Meteorological data and information

DATA AND INFORMATION RELIABILITY

Owing to the variability of meteorological elements in space and time, to limitations of observing
techniques and to limitations caused by the definitions of some of the elements, the specific value of
any of the elements given in a forecast is understood to be the most probable value which the element
is likely to assume during the period of the forecast. Similarly, when the time of occurrence or change
of an element is given in a forecast, this time is understood to be the most probable time.
AMC1 MET.OR.100(a) Meteorological data and information

INFORMATION TO BE PROVIDED
An agreement between the meteorological services provider and the appropriate ATS unit should be
established to cover:
(a) the provision in air traffic services units of displays related to integrated automatic systems;
(b) the calibration and maintenance of these displays/instruments;
(c) the use to be made of these displays/instruments by air traffic services personnel;
(d) as and where necessary, supplementary visual observations, such as meteorological
phenomena of operational significance in the climb-out and approach areas, if and when made

by air traffic services personnel to update or supplement the information supplied by the
meteorological station;
(e) meteorological information obtained from aircraft taking off or landing such as on wind shear;
and
(f) if available, meteorological information obtained from ground weather radar.
GM1 MET.OR.100(a) Meteorological data and information

OTHER AVIATION ENTITIES

The competent authority determines who may be the ‘other service providers and aviation entities’
that could be provided with the necessary meteorological information.
MET.OR.105 Retention of meteorological information

(a) A meteorological services provider shall retain meteorological information issued for a period
of at least 30 days from the date of issue.
(b) This meteorological information shall be made available, on request, for inquiries or
investigations and, for these purposes, shall be retained until the inquiry or investigation is
completed.
MET.OR.110 Meteorological information exchange requirements

A meteorological services provider shall ensure it has systems and processes in place, as well as access
to suitable telecommunications facilities to:
(a) enable the exchange of operational meteorological information with other meteorological
services providers;
(b) provide the required meteorological information to the users in a timely manner.
GM1 MET.OR.110 Meteorological information exchange

requirements
GENERAL
Operational meteorological information is disseminated to international OPMET databanks and the
centres for the operation of aeronautical fixed service satellite distribution systems.
GM2 MET.OR.110 Meteorological information exchange

requirements
OPMET DATABANK
The list of relevant meteorological exchange requirements for OPMET can be found in the FASID tables
in ICAO Doc 7754 (EUR ANP).

GM1 MET.OR.110(a) Meteorological information exchange

requirements
AREA FORECASTS — LOW-LEVEL FLIGHTS

Area forecasts for low-level flights prepared in support of the issuance of AIRMET information are
exchanged between aerodrome meteorological offices and/or meteorological watch offices
responsible for the issuance of flight documentation for low-level flights in the flight information
regions concerned.
MET.OR.115 Meteorological bulletins

The meteorological services provider responsible for the area concerned shall provide meteorological
bulletins to the relevant users, via the aeronautical fixed service or the internet.
MET.OR.120 Notification of discrepancies to the world area

forecast centres (WAFC)
The meteorological services provider responsible for the area concerned shall, using WAFS BUFR data,
notify the WAFC concerned immediately if significant discrepancies are detected or reported in
respect of WAFS significant weather (SIGWX) forecasts, concerning:
(a) icing, turbulence, cumulonimbus clouds that are obscured, frequent, embedded, or occurring
at a squall line, and sandstorms/dust storms;
(b) volcanic eruptions or a release of radioactive materials into the atmosphere of significance to
aircraft operations.
GM1 MET.OR.120 Notification of discrepancies to the world area

forecast centres (WAFCs)
REPORTING — SIGNIFICANT DISCREPANCIES

Guidance on reporting significant discrepancies is provided in the Manual of Aeronautical
Meteorological Practice (ICAO Doc 8896).

SECTION 2 — SPECIFIC REQUIREMENTS
CHAPTER 1 — REQUIREMENTS FOR AERONAUTICAL METEOROLOGICAL STATIONS
MET.OR.200 Meteorological reports and other information

(a) An aeronautical meteorological station shall disseminate:

(1) local routine reports at fixed intervals, only for dissemination at the aerodrome of origin;
(2) local special reports, only for dissemination at the aerodrome of origin;
(3) METAR at half-hourly intervals at aerodromes serving scheduled international
commercial air transport operations for dissemination beyond the aerodrome of origin.
(b) An aeronautical meteorological station shall inform the air traffic service units and aeronautical
information service of an aerodrome of changes in the serviceability status of the automated
equipment used for assessing runway visual range.
(c) An aeronautical meteorological station shall report to the associated air traffic services unit,
aeronautical information services unit, and meteorological watch office the occurrence of pre-
eruption volcanic activity, volcanic eruptions and volcanic ash cloud.
(d) An aeronautical meteorological station shall establish a list of criteria to provide local special
reports in consultation with the appropriate ATS units, operators and others concerned.
GM1 MET.OR.200(a) Meteorological reports and other information

OBSERVATIONS AND REPORTS

The observations form the basis for the preparation of reports. At aerodromes, the routine
observations are supplemented by special observations whenever specified changes occur in respect
of surface wind, visibility, runway visual range, present weather, clouds and/or air temperature.
AMC1 MET.OR.200(a)(1) Meteorological reports and other

information
ROUTINE OBSERVATIONS
Meteorological stations should make routine observations throughout the 24 hours of each day or as
determined by the competent authority.

GM1 MET.OR.200(a)(2) Meteorological reports and other

information
LOCAL SPECIAL REPORTS

By agreement between the aeronautical meteorological station and the appropriate ATS unit, local
special reports may not be disseminated in respect of:
(a) any element for which there is in the local air traffic services unit a display corresponding to the
one in the meteorological station, and where arrangements are in force for the use of this
display to update information included in local routine reports and local special reports; and
(b) runway visual range, when all changes of one or more steps on the reporting scale in use are
being reported to the local air traffic services unit by an observer on the aerodrome.

information
METAR
At aerodromes that are not operational throughout the 24 hours, the issuance of a METAR should
commence at least 3 hours prior to the aerodrome resuming operations, or as agreed between the
meteorological services provider and the operators concerned to meet pre-flight and in-flight planning
requirements for flights due to arrive at the aerodrome as soon as it is opened for use.

information
METAR INTERVALS — NON-SCHEDULED INTERNATIONAL CAT

For aerodromes not serving scheduled international commercial air transport operations, the
dissemination of hourly METAR and SPECI, as well as the criteria to provide SPECI, should be agreed
between the competent authority and the meteorological services provider.
AMC1 MET.OR.200(c) Meteorological reports and other

information
VOLCANIC ACTIVITY REPORT

The report of occurrence of pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds
should be made in the format of a volcanic activity report comprising the following meteorological
information in the order indicated:
(a) message type, VOLCANIC ACTIVITY REPORT;
(b) station identifier, location indicator or name of station;
(c) date/time of message;
(d) location of volcano and name, if known; and

(e) concise description of the event including, as appropriate, level of intensity of volcanic activity,
occurrence of an eruption and its date and time and the existence of a volcanic ash cloud in the
area together with direction of ash cloud movement and height.
MET.OR.205 Reporting of meteorological elements

At aerodromes serving scheduled international commercial air transport operations, an aeronautical

meteorological station shall report:
(a) surface wind direction and speed;
(b) visibility;
(c) runway visual range, if applicable;
(d) present weather at the aerodrome and its vicinity;
(e) clouds;
(f) air temperature and dew point temperature;
(g) atmospheric pressure;
(h) supplementary information when applicable.
Where authorised by the competent authority, at aerodromes not serving scheduled international
commercial air transport operations, an aeronautical meteorological station may report only a subset
of the meteorological elements as relevant to the types of flights at that aerodrome. This data set shall
be published in the aeronautical information publication.
MET.OR.210 Observing meteorological elements

At aerodromes serving scheduled international commercial air transport operations, an aeronautical

meteorological station shall observe and/or measure:
(a) surface wind direction and speed;
(b) visibility;
(c) runway visual range, if applicable;
(d) present weather at the aerodrome and its vicinity;
(e) clouds;
(f) air temperature and dew point temperature;
(g) atmospheric pressure;
(h) supplementary information, when applicable:
Where authorized by the competent authority, at aerodromes not serving scheduled international
commercial air transport operations, an aeronautical meteorological station may observe and/or
measure only a subset of the meteorological elements as relevant to the types of flights at that
aerodrome. This data set shall be published in the aeronautical information publication.

AMC1 MET.OR.210 Observing meteorological elements

DISPLAY
Where automated equipment forms part of an integrated semi-automatic observing system, displays
of data which are made available to the local ATS units should be a subset of and displayed parallel to
those available in the aeronautical meteorological stations or meteorological offices. In those displays,
each meteorological element should be annotated to identify, as appropriate, the locations for which
the element is representative.
AMC2 MET.OR.210 Observing meteorological elements

PROCESSING OF METEOROLOGICAL OBSERVATIONS

(a) Meteorological observations for regular and alternate aerodromes should be collected,
processed and stored in a form suitable for the preparation of aerodrome climatological
information.
(b) Aeronautical climatological information should be exchanged on request between
meteorological services providers.

CHAPTER 2 — REQUIREMENTS FOR AERODROME METEOROLOGICAL OFFICES
MET.OR.215 Forecasts and other information

An aerodrome meteorological office shall:

(a) prepare and/or obtain forecasts and other relevant meteorological information necessary for
the performance of its respective functions for flights with which it is concerned, as determined
by the competent authority;
(b) provide forecasts and/or warnings for local meteorological conditions on aerodromes for which
it is responsible;
(c) keep the forecasts and warnings under continuous review and issue amendments promptly
when necessary, and cancel any forecast of the same type previously issued for the same place
and for the same period of validity or part thereof;
(d) provide briefing, consultation and flight documentation to flight crew members and/or other
flight operations personnel;
(e) provide climatological information;
(f) provide its associated air traffic services unit, aeronautical information service unit and
meteorological watch office with information received on pre-eruption volcanic activity, a
volcanic eruption or volcanic ash cloud;
(g) provide, if applicable, meteorological information to search and rescue services units and
maintain liaison with the search and rescue services unit(s) throughout a search and rescue
operation;
(h) provide meteorological information to relevant aeronautical information services units, as
necessary, for the conduct of their functions;
(i) prepare and/or obtain forecast and other relevant meteorological information necessary for
the performance of the ATS units functions in accordance with point MET.OR.242;
(j) provide its associated air traffic services unit, aeronautical information service unit and
meteorological watch offices with information received on the release of radioactive materials
into the atmosphere.
AMC1 MET.OR.215(a) Forecasts and other information

METEOROLOGICAL DATA TYPE

On request by the operator, the meteorological information supplied for flight planning should include
data for the determination of the lowest usable flight level.
GM1 MET.OR.215(a) Forecasts and other information

PREPARATION OF FORECASTS
The extent of the aerodrome meteorological office responsibilities to prepare forecasts may relate to
the local availability and use of en-route and aerodrome forecast material received from other offices.

GM2 MET.OR.215(a) Forecasts and other information

COMPETENT AUTHORITY
The competent authority identifies the types of forecasts and other meteorological information that
need to be provided by the aerodrome meteorological office to flights with which it is concerned.
AMC1 MET.OR.215(c) Forecasts and other information

FORMAT OF FORECASTS
The length of the forecast messages and the number of changes indicated in the forecast should be
kept to a minimum.
GM1 MET.OR.215(c) Forecasts and other information

AUTOMATIC CANCELLATION
The issue of a new forecast by an aerodrome meteorological office, such as a routine aerodrome
forecast, automatically cancels any forecast of the same type previously issued for the same place and
for the same period of validity or part thereof.

TAF CONTINUOUS REVIEW GUIDANCE

Guidance on methods to keep Terminal Aerodrome Forecasts (TAF) under continuous review is given
in Chapter 3 of the Manual of Aeronautical Meteorological Practice (ICAO Doc 8896).

AMENDMENTS TO WARNINGS
If it is known that an existing warning no longer accurately describes the existing or expected future
evolution of the phenomena, a new warning, correctly describing the hazard should be issued
(avoiding the use of the code word ‘AMD’, not included in the templates for warnings), followed
immediately by the cancellation of the original, erroneous one. The new warning should be issued
before the cancellation in order to ensure there is always a warning in force and that the cancellation
is not mistakenly understood to mean the hazard has completely dissipated.
GM1 MET.OR.215(d) Forecasts and other information

BRIEFING AND CONSULTATION

(a) Briefing should be understood as being preparatory meteorological information on existing
and/or expected meteorological conditions.

(b) Consultation should be understood as discussion, including answers to questions, with a

meteorologist or another qualified person of existing and/or expected meteorological
conditions relating to flight operations.
(c) The purpose of briefing and consultation is to provide the latest available information on
existing and expected meteorological conditions along the route to be flown and at the
aerodrome of intended landing, and on alternate aerodromes and other aerodromes as
relevant, in order to either explain or amplify the information contained in the flight
documentation.

PRE-FLIGHT PLANNING
The service for pre-flight planning should be confined to flights originating within the territory of the
State concerned.

FLIGHT DOCUMENTATION
‘Flight documentation’, for the purpose of meteorology, is understood as being documents, including
charts or forms, containing meteorological information for a flight.
AMC1 MET.OR.215(e) Forecasts and other information

CLIMATOLOGICAL INFORMATION
The aerodrome meteorological office should make available such climatological tables within a time
period as agreed between the competent authority and the relevant user.
AMC1 MET.OR.215(f) Forecasts and other information

AIS — NOTAM/ASHTAM AND AIC

The aerodrome meteorological office should provide the relevant aeronautical information service
provider with meteorological information:
(a) necessary for the preparation of NOTAM or ASHTAM, including, in particular, information on
the establishment, withdrawal and significant changes in operation of aeronautical
meteorological services sufficiently in advance of the effective date to permit issuance of
NOTAM; and
(b) necessary for the preparation of aeronautical information circulars, including, in particular,
meteorological information on expected important changes in aeronautical meteorological
procedures, services and facilities provided.

AMC1 MET.OR.215(g) Forecasts and other information

SEARCH AND RESCUE

To facilitate search and rescue operations, the aerodrome meteorological office or meteorological
watch office should provide:
(a) complete and detailed meteorological information on the current and forecast meteorological
conditions in the search area;
(b) current and forecast conditions en-route, covering flights by search aircraft from and returning
to the aerodrome from which the search is being conducted; and
(c) on request from the rescue coordination centre, meteorological information required by ships
undertaking search and rescue operations.
MET.OR.220 Aerodrome forecasts

(a) An aerodrome meteorological office shall issue aerodrome forecasts as a TAF at a specified
time.
(b) When issuing TAF, the aerodrome meteorological office shall ensure that not more than one
TAF is valid at an aerodrome at any given time.
GM1 MET.OR.220(a) Aerodrome forecasts

DISSEMINATION OF TAF
TAF and amendments thereto are disseminated to international OPMET databanks and the centres
designated for the operation of aeronautical fixed service satellite distribution systems.
MET.OR.225 Forecasts for landing

(a) An aerodrome meteorological office shall prepare forecasts for landing as determined by the
(b) This forecast for landing shall be issued in the form of a TREND forecast.
(c) The period of validity of a TREND forecast shall be 2 hours from the time of the report which
forms part of the landing forecast.
GM1 MET.OR.225 Forecasts for landing

RANGE
Landing forecasts are intended to meet the requirements of local users and of aircraft within about
one hour’s flying time from the aerodrome.

GM1 MET.OR.225(a) Forecasts for landing

PREPARATION
As all the aerodromes do not need to be provided with forecasts for landing, the competent authority
determines on which aerodromes these types of forecasts will be provided by the aerodrome
meteorological office.
GM1 MET.OR.225(b) Forecasts for landing

TREND FORECAST
A TREND forecast is understood as being a concise statement of the expected significant changes in
the meteorological conditions at that aerodrome to be appended to a METAR, and if agreed between
the aeronautical meteorological station and the appropriate ATS unit as well in a local routine report
and local special report.
MET.OR.230 Forecasts for take-off


(a) prepare forecasts for take-off as determined by the competent authority;
(b) supply forecasts for take-off to operators and flight crew members on request within the
3 hours before the expected time of departure.
MET.OR.235 Aerodrome warnings and wind shear warnings and

alerts

(a) provide aerodrome warnings information;
(b) prepare wind shear warnings for aerodromes where wind shear is considered a factor, in
accordance with local arrangements with the appropriate ATS unit and operators concerned;
(c) issue, at aerodromes where wind shear is detected by automated, ground-based, wind shear
remote-sensing or detection equipment, wind shear alerts generated by these systems;
(d) cancel warnings when the conditions are no longer occurring and/or no longer expected to
occur at the aerodrome.

GM1 MET.OR.235 Aerodrome warnings and wind shear warnings

and alerts
AUTOMATED DETECTION EQUIPMENT

The decision to install an automated wind shear detection equipment should be based on the local
meteorological and air traffic considerations. Where such equipment is installed, wind shear alerts
should be issued in accordance with MET.OR.235(c).
AMC1 MET.OR.235(b) Aerodrome warnings and wind shear

warnings and alerts
WIND SHEAR FOLLOW-UP

Wind shear alerts should be updated at least every minute. They should be cancelled as soon as the
headwind/tailwind change falls below 15 kt (7.5 m/s).
GM1 MET.OR.235(d) Aerodrome warnings and wind shear warnings

and alerts
WIND SHEAR ALERTS

Wind shear alerts are expected to complement wind shear warnings and together are intended to
enhance situational awareness of wind shear.
GM2 MET.OR.235(d) Aerodrome warnings and wind shear warnings

and alerts
CANCELLATION OF WARNINGS
The criteria for the cancellation of a wind shear warnings are defined locally for each aerodrome, as
agreed between the aerodrome meteorological office, the appropriate ATS units and the operators
concerned.
MET.OR.240 Information for use by operator or flight crew

(a) An aerodrome meteorological office shall provide operators and flight crew members with:
(1) forecasts, originating from the WAFS, of the elements listed in points (1) and (2) of point
MET.OR.275(a);
(2) METAR or SPECI, including TREND forecasts, TAF or amended TAF for the aerodromes of
departure and intended landing, and for take-off, en-route and destination alternate
aerodromes;
(3) aerodrome forecasts for take-off;
(4) SIGMET and special air-reports relevant to the whole route;

(5) volcanic ash and tropical cyclone advisory information relevant to the whole route;
(6) area forecasts for low-level flights in chart form prepared in support of the issuance of an
AIRMET message, and an AIRMET message for low-level flights relevant to the whole
route;
(7) aerodrome warnings for the local aerodrome;
(8) meteorological satellite images;
(9) ground-based weather radar information.
(b) Whenever the meteorological information to be included in the flight documentation differs
materially from that made available for flight planning, the aerodrome meteorological office
shall:
(1) advise immediately the operator or flight crew concerned;
(2) if practicable, provide the revised meteorological information in agreement with the
operator.
GM1 MET.OR.240(a)(1) Information for use by operator or flight

crew
GENERAL
Forecasts of upper-air humidity and geopotential altitude of flight levels are used only in automatic
flight planning and do not need to be displayed.
GM1 MET.OR.240(a)(4) Information for use by operator or flight

crew
SIGMET
Special air-reports supplied to operators and flight crew members will be those not already used in
the preparation of SIGMET.
MET.OR.242 Information to be provided to air traffic services units

(a) An aerodrome meteorological office shall provide, as necessary, its associate aerodrome control
tower with:
(1) local routine and special reports, METAR, TAF and TREND forecasts and amendments
thereto;
(2) SIGMET and AIRMET information, wind shear warnings and alerts and aerodrome
warnings;
(3) any additional meteorological information agreed upon locally, such as forecasts of
surface wind for the determination of possible runway changes;

(4) information received on volcanic ash cloud, for which a SIGMET has not already been
issued, as agreed between the aerodrome meteorological office and the aerodrome
control tower concerned;
(5) information received on pre-eruption volcanic activity and/or a volcanic eruption as
agreed between the aerodrome meteorological office and the aerodrome control tower
concerned.
(b) An aerodrome meteorological office shall provide its associate approach control unit with:
(1) local routine and special reports, METAR, TAF and TREND forecasts and amendments
thereto;
(2) SIGMET and AIRMET information, wind shear warnings and alerts and appropriate special
air-reports and aerodrome warnings;
(3) any additional meteorological information agreed upon locally;
issued, as agreed between the aerodrome meteorological office and the approach
control unit concerned;
agreed between the aerodrome meteorological office and the approach control unit
concerned.

CHAPTER 3 — REQUIREMENTS FOR METEOROLOGICAL WATCH OFFICES
MET.OR.245 Meteorological watch and other information

Within its area of responsibility, the meteorological watch office shall:

(a) maintain continuous watch over meteorological conditions affecting flight operations;
(b) coordinate with the organisation responsible for the provision of NOTAM and/or ASHTAM to
ensure that meteorological information on volcanic ash included in SIGMET and NOTAM and/or
ASHTAM messages is consistent;
(c) coordinate with selected volcano observatories to ensure that information on volcanic activity
is received in an efficient and timely manner;
(d) provide its associated VAAC with information received on pre-eruption volcanic activity, a
volcanic eruption and volcanic ash cloud for which a SIGMET has not already been issued;
(e) provide its aeronautical information service units with information received on the release of
radioactive materials into the atmosphere in the area or adjacent areas for which it maintains
watch and for which a SIGMET has not already been issued;
(f) provide its associated area control centre and flight information centre (ACC/FIC), as necessary,
with relevant:
(1) METAR, including current pressure data for aerodromes and other locations, TAF and
trend forecasts and amendments thereto;
(2) forecasts of upper winds, upper-air temperatures and significant en-route weather
phenomena and amendments thereto, SIGMET and AIRMET information and appropriate
special air-reports;
(3) any other meteorological information required by the ACC/FIC to meet requests from
aircraft in flight;
issued, as agreed between the meteorological watch office and the ACC/FIC;
(5) information received concerning the release of radioactive material into the atmosphere,
as agreed between the meteorological watch office and the ACC/FIC;
(6) tropical cyclone advisory information issued by a TCAC in its area of responsibility;
(7) volcanic ash advisory information issued by a VAAC in its area of responsibility;
agreed between the meteorological watch office and the ACC/FIC.

AMC1 MET.OR.245(a) Meteorological watch and other information

BOUNDARIES
The boundaries of the area over which meteorological watch is to be maintained by a meteorological
watch office should be coincident with the boundaries of a flight information region or a control area
or a combination of flight information regions and/or control areas.
AMC1 MET.OR.245(f)(3) Meteorological watch and other

information
AIRCRAFT IN FLIGHT
If the information requested from an aircraft in flight is not available in the associated meteorological
watch office, that meteorological watch office should request the assistance of another
meteorological office in providing it.
MET.OR.250 SIGMET messages

A meteorological watch office shall:

(a) provide and disseminate SIGMET messages;
(b) ensure that the SIGMET message is cancelled when the phenomena are no longer occurring or
are no longer expected to occur in the area covered by the SIGMET message;
(c) ensure that the period of validity of a SIGMET message is not more than 4 hours, and in the
special case of SIGMET messages for volcanic ash cloud and tropical cyclones, it shall be
extended up to 6 hours;
(d) ensure that SIGMET messages are issued not more than 4 hours before the commencement of
the period of validity, and in the special case of SIGMET messages for volcanic ash cloud and
tropical cyclones, as soon as practicable, but not more than 12 hours before the
commencement of the period of validity, and updated at least every 6 hours.
AMC1 MET.OR.250(a) SIGMET messages

FIR AND CTA

Meteorological watch offices whose area of responsibility encompasses more than one FIR and/or
CTA should provide separate SIGMET messages for each FIR and/or CTA.
AMC2 MET.OR.250(a) SIGMET messages

DIGITAL FORMAT
In addition to the issuance of SIGMET information in abbreviated plain language, SIGMET information
should be issued in a digital format.

GM1 MET.OR.250(a) SIGMET messages

DISSEMINATION
(a) SIGMET messages are disseminated to meteorological watch offices and WAFCs and to other
meteorological offices. SIGMET messages for volcanic ash are also disseminated to VAACs.
(b) SIGMET messages are disseminated to international OPMET databanks and the centres
designated for the operation of aeronautical fixed service satellite distribution systems.
AMC1 MET.OR.250(c) SIGMET messages

SOURCE
SIGMET messages concerning volcanic ash clouds and tropical cyclones should be based on advisory
information provided by VAACs and Tropical Cyclone Advisory Centres (TCACs), respectively.
MET.OR.255 AIRMET messages


(a) provide and disseminate AIRMET messages when the competent authority has determined that
the density of traffic operating below flight level 100, or up to flight level 150 in mountainous
areas, or higher, where necessary, warrants the issue and dissemination of area forecasts for
such operations;
(b) cancel the AIRMET message when the phenomena are no longer occurring or are no longer
expected to occur in the area;
(c) ensure that the period of validity of an AIRMET message is not more than 4 hours.
AMC1 MET.OR.255(a) AIRMET messages

DIGITAL FORMAT
In addition to the issuance of AIRMET information in abbreviated plain language, AIRMET information
should be issued in a digital format.
GM1 MET.OR.255(a) AIRMET messages

DISSEMINATION
(a) AIRMET messages are disseminated to meteorological watch offices in adjacent flight
information regions and to other meteorological watch offices or aerodrome meteorological
offices, as agreed by the competent authorities concerned.
(b) AIRMET messages are transmitted to international operational meteorological databanks and
the centres for the operation of aeronautical fixed service internet-based services.

MET.OR.260 Area forecasts for low-level flights


(a) provide area forecast for low-level flights when the density of traffic operating below flight level
100, or up to flight level 150 in mountainous areas, or higher, where necessary, warrants the
routine issue and dissemination of area forecasts for such operations;
(b) ensure that the frequency of issue, the form, and the fixed time or period of validity of area
forecast for low-level flights and the criteria for amendments thereto, are as determined by the
competent authority;
(c) ensure that area forecasts for low-level flights prepared in support of the issuance of an AIRMET
message are issued every 6 hours for a period of validity of 6 hours and transmitted to the
meteorological watch offices concerned not later than 1 hour prior to the beginning of their
validity period.

CHAPTER 4 — REQUIREMENTS FOR VOLCANIC ASH ADVISORY CENTRE (VAAC)
MET.OR.265 Volcanic ash advisory centre responsibilities

In its area of responsibility, the VAAC shall:

(a) when a volcano has erupted, or is expected to erupt, or volcanic ash is reported, provide
advisory information regarding the extent and forecast movement of the volcanic ash cloud to:
(1) the European aviation crisis coordination cell;
(2) meteorological watch offices serving flight information regions in its area of responsibility
which may be affected;
(3) operators, area control centres, and flight information centres serving flight information
regions in its area of responsibility which may be affected;
(4) world area forecast centres, international OPMET databanks, international NOTAM
offices and centres designated by regional air navigation agreement for the operation of
aeronautical fixed service satellite distribution systems;
(5) other VAACs whose areas of responsibility may be affected.
(b) coordinate with selected volcano observatories to ensure that information on volcanic activity
is received in an efficient and timely manner;
(c) provide the advisory meteorological information referred to in point (a) at least every 6 hours
until such time as the volcanic ash cloud is no longer identifiable from satellite data, no further
meteorological reports of volcanic ash are received from the area and no further eruptions of
the volcano are reported; and
(d) maintain a 24-hour watch.
GM1 MET.OR.265(a) Volcanic ash advisory centres (VAACs)

responsibilities
DISTRIBUTION OF METEOROLOGICAL DATA

The AFTN address to be used by the VAACs is given in the Handbook on the International Airways
Volcano Watch (IAVW) (ICAO Doc 9766) which is available on the ICAO IAVWOPSG website.

CHAPTER 5 — REQUIREMENTS FOR TROPICAL CYCLONE ADVISORY CENTRE

(TCAC)
MET.OR.270 Tropical cyclone advisory centre responsibilities

A TCAC shall issue:

(a) advisory information concerning the position of the cyclone centre, its direction and speed of
movement, central pressure and maximum surface wind near the centre in abbreviated plain
language to:
(1) meteorological watch offices in its area of responsibility;
(2) other TCACs whose areas of responsibility may be affected;
(3) world area forecast centres, international OPMET databanks and centres responsible for
the operation of aeronautical fixed service satellite distribution systems;
(b) updated advisory information to meteorological watch offices for each tropical cyclone, as
necessary, but at least every 6 hours.

CHAPTER 6 — REQUIREMENTS FOR WORLD AREA FORECAST CENTRE (WAFC)
MET.OR.275 World area forecast centre responsibilities

(a) The WAFC shall provide, in a digital form:

(1) gridded global forecasts of:
(i) upper wind;
(ii) upper-air temperature and humidity;
(iii) geopotential altitude of flight levels;
(iv) flight level and temperature of tropopause;
(v) direction, speed and flight level of maximum wind;
(vi) cumulonimbus clouds;
(vii) icing;
(viii) turbulence;
(2) global forecasts of significant weather (SIGWX) phenomena, including volcanic activity
and release of radioactive materials.
(b) The WAFC shall ensure that world area forecast system products in digital form are transmitted
using binary data communications techniques.

FOR PROVIDERS OF METEOROLOGICAL
SERVICES (MET.TR)

OF METEOROLOGICAL SERVICES (MET.TR)
MET.TR.115 Meteorological bulletins

(a) Meteorological bulletins shall contain a heading consisting of:

(1) an identifier of four letters and two figures;
(2) the ICAO four-letter location indicator corresponding to the geographical location of the
meteorological service provider originating or compiling the meteorological bulletin;
(3) a day-time group;
(4) if required, a three-letter indicator.
(b) Meteorological bulletins containing operational meteorological information to be transmitted
via the AFTN shall be encapsulated in the text part of the AFTN message format.
GM1 MET.TR.115(a) Meteorological bulletins

ALPHANUMERICAL FORMAT
The format of the meteorological bulletins is understood to be that in alphanumerical format.

COMPOSITION AND FILING TIMES OF BULLETINS

(a) Whenever possible, exchanges of operational meteorological information should be made in
consolidated bulletins of the same types of meteorological information.
(b) Meteorological bulletins required for scheduled transmissions should be filed regularly and at
the prescribed scheduled times.

HEADING
Detailed specifications on format and contents of the heading are given in the WMO Publication
No 386, Manual on the Global Telecommunication System, Volume I, and in the ICAO Manual of
Aeronautical Meteorological Practice (ICAO Doc 8896).

SERVICES (MET.TR)
GM1 MET.TR.115(a)(2) Meteorological bulletins

LOCATION INDICATOR
ICAO location indicators are listed in ICAO Doc 7910 - Location Indicators.

SERVICES (MET.TR)
CHAPTER 1 — TECHNICAL REQUIREMENTS FOR AERONAUTICAL

METEOROLOGICAL STATIONS
MET.TR.200 Meteorological reports and other information

(a) Local routine and local special reports and METAR shall contain the following elements in the
order indicated:
(1) identification of the type of report;
(2) location indicator;
(3) time of the observation;
(4) identification of an automated or missing report, when applicable;
(5) surface wind direction and speed;
(6) visibility;
(7) runway visual range, when the reporting criteria are met;
(8) present weather;
(9) cloud amount, cloud type only for cumulonimbus and towering cumulus clouds and
height of cloud base or, where measured, vertical visibility;
(10) air temperature and dew-point temperature;
(11) QNH and, when applicable, in local routine and local special reports, QFE;
(12) supplementary information, when applicable.
(b) In local routine and local special reports:
(1) if the surface wind is observed from more than one location along the runway, the
locations for which these values are representative shall be indicated;
(2) when there is more than one runway in use and the surface wind related to these
runways is observed, the available wind values for each runway shall be given, and the
runways to which the values refer shall be reported;
(3) when variations from the mean wind direction are reported in accordance with point
MET.TR.205(a)(3)(ii)(B), the two extreme directions between which the surface wind has
varied shall be reported;
(4) when variations from the mean wind speed (gusts) are reported in accordance with point
MET.TR.205(a)(3)(iii), they shall be reported as the maximum and minimum values of the
wind speed attained.
(c) METAR
(1) METAR shall be issued in accordance with the template shown in Appendix 1 and
disseminated in the METAR code form prescribed by the World Meteorological
Organisation.

SERVICES (MET.TR)
(2) If disseminated in digital form, METAR shall be:

(i) formatted in accordance with a globally interoperable information exchange
model and shall use geography markup language (GML);
(ii) accompanied by the appropriate metadata.
(3) METAR shall be filed for transmission not later than 5 minutes after the actual time of
observation.
(d) Information on visibility, runway visual range, present weather and cloud amount, cloud type
and height of cloud base shall be replaced in all meteorological reports by the term ‘CAVOK’
when the following conditions occur simultaneously at the time of observation:
(1) visibility, 10 km or more, and the lowest visibility is not reported;
(2) no cloud of operational significance;
(3) no weather of significance to aviation.
(e) The list of criteria to provide local special reports shall include:
(1) those values which most closely correspond to the operating minima of the operators
using the aerodrome;
(2) those values which satisfy other local requirements of the ATS units and of the operators;
(3) an increase in air temperature of 2 °C or more from that given in the latest local report,
or an alternative threshold value as agreed between the meteorological service
providers, the appropriate ATS unit and the operators concerned;
(4) the available supplementary information concerning the occurrence of significant
meteorological conditions in the approach and climb-out areas;
(5) when noise abatement procedures are applied and the variation from the mean surface
wind speed has changed by 5 kt (2,5 m/s) or more from that at the time of the latest local
report, the mean speed before and/or after the change being 15 kt (7,5 m/s) or more;
(6) when the mean surface wind direction has changed by 60° or more from that given in the
latest report, the mean speed before and/or after the change being 10 kt (5 m/s) or more;
(7) when the mean surface wind speed has changed by 10 kt (5 m/s) or more from that given
in the latest local report;
(8) when the variation from the mean surface wind speed (gusts) has changed by 10 kt
(5 m/s) or more from that at the time of the latest local report, the mean speed before
and/or after the change being 15 kt (7,5 m/s) or more;
(9) when the onset, cessation or change in intensity of any of the following weather
phenomena occurs:
(i) freezing precipitation;
(ii) moderate or heavy precipitation, including showers thereof; and
(iii) thunderstorm, with precipitation;
(10) when the onset or cessation of any of the following weather phenomena occurs:
(i) freezing fog;
(ii) thunderstorm, without precipitation;

SERVICES (MET.TR)
(11) when the amount of a cloud layer below 1 500 ft (450 m) changes:
(i) from scattered (SCT) or less to broken (BKN) or overcast (OVC); or
(ii) from BKN or OVC to SCT or less.
(f) When so agreed between the meteorological services provider and the competent authority,
local special reports shall be issued whenever the following changes occur:
(1) when the wind changes through values of operational significance. The threshold values
shall be established by the meteorological service provider in consultation with the
appropriate ATS unit and operators concerned, taking into account changes in the wind
which would:
(i) require a change in runway(s) in use;
(ii) indicate that the runway tailwind and crosswind components have changed
through values representing the main operating limits for typical aircraft operating
at the aerodrome;
(2) when the visibility is improving and changes to or passes through one or more of the
following values, or when the visibility is deteriorating and passes through one or more
of the following values:
(i) 800, 1 500 or 3 000 m;
(ii) 5 000 m, in cases where significant numbers of flights are operated in accordance
with the visual flight rules;
(3) when the runway visual range is improving and changes to or passes through one or more
of the following values, or when the runway visual range is deteriorating and passes
through one or more of the following values: 50, 175, 300, 550 or 800 m;
(4) when the onset, cessation or change in intensity of any of the following weather
phenomena occurs:
(i) dust storm;
(ii) sandstorm;
(iii) funnel cloud (tornado or waterspout);
(5) when the onset or cessation of any of the following weather phenomena occurs:
(i) low drifting dust, sand or snow;
(ii) blowing dust, sand or snow;
(iii) squall;
(6) when the height of base of the lowest cloud layer of BKN or OVC extent is lifting and
changes to or passes through one or more of the following values, or when the height of
base of the lowest cloud layer of BKN or OVC extent is lowering and passes through one
or more of the following values:
(i) 100, 200, 500 or 1 000 ft (30, 60, 150 or 300 m);
(ii) 1 500 ft (450 m), in cases where significant numbers of flights are operated in
accordance with the visual flight rules;

SERVICES (MET.TR)
(7) when the sky is obscured and the vertical visibility is improving and changes to or passes
through one or more of the following values, or when the vertical visibility is deteriorating
and passes through one or more of the following values: 100, 200, 500 or 1 000 ft (30, 60,
150 or 300 m);
(8) any other criteria based on local aerodrome operating minima, as agreed between the
meteorological services providers and the operators.
AMC1 MET.TR.200(a) Meteorological reports and other information

TEMPLATE FOR THE LOCAL ROUTINE REPORTS AND LOCAL SPECIAL REPORTS
Local routine reports and local special reports should be issued in abbreviated plain language, in
accordance with the below template.
Template for the local routine (MET REPORT) and local special (SPECIAL) reports
Key:
M = inclusion mandatory, part of every message;
C = inclusion conditional, dependent on meteorological conditions;
O = inclusion optional.
Detailed
Element Template(s) Examples
content
Identification Type of report MET REPORT or SPECIAL MET REPORT
of the type of SPECIAL
report (M)
Location ICAO location nnnn YUDO
indicator (M) indicator (M)
Time of the Day and actual nnnnnnZ 221630Z
observation time of the
(M) observation in
UTC
Identification Automated AUTO AUTO
of an report
automated identifier (C)
report (C)
Surface wind Name of the WIND WIND 240/4MPS
(M) element (M) (WIND 240/8KT)
Runway (O) RWY nn[L] or RWY nn[C] or RWY nn[R]
Runway TDZ WIND RWY 18 TDZ
section (O) 190/6MPS
Wind direction nnn/ VRB BTN nnn/ C (WIND RWY 18 TDZ
(M) AND nnn/ A 190/12KT)
or VRB L
Wind speed [ABV]n[n][n]MPS (or [ABV]n[n]KT) M WIND VRB1MPS
(M) WIND
Significant MAX[ABV]nn[n] MNMn[n] CALM
speed (WIND VRB2KT)
variations (C) WIND VRB BTN 350/
Significant VRB BTN nnn/ — AND 050/1MPS
directional AND nnn/ (WIND VRB BTN 350/
variations (C) AND 050/2KT)
Runway MID
section (O) WIND 270/ABV49MPS

SERVICES (MET.TR)
Detailed
content
Wind direction nnn/ VRB BTN nnn/ C (WIND 270/ABV99KT)
(O) AND nnn/ A
or VRB L WIND 120/3MPS
Wind speed [ABV]n[n][n]MPS (or [ABV]n[n]KT) M MAX9 MNM2
(O) (WIND 120/6KT
Significant MAX[ABV]nn[n] MNMn[n] MAX18 MNM4)
speed
variations (C) WIND 020/5MPS VRB
Significant VRB BTN nnn/ — BTN 350/ AND 070/
directional AND nnn/ (WIND 020/10KT VRB
variations (C) BTN 350/ AND 070/)
Runway END
section (O) WIND RWY 14R MID
Wind direction nnn/ VRB BTN nnn/ C 140/6MPS
(O) AND nnn/ A (WIND RWY 14R MID
or VRB L 140/12KT)
Wind speed [ABV]n[n][n]MPS (or [ABV]n[n]KT) M
(O) WIND RWY 27 TDZ
Significant MAX[ABV]nn[n] MNMn[n] 240/8MPS
speed MAX14 MNM5 END
variations (C) 250/7MPS
Significant VRB BTN nnn/ — (WIND RWY 27 TDZ
directional AND nnn/ 240/16KT
variations (C) MAX28 MNM10 END
250/14KT)
Visibility (M) Name of the VIS C VIS 350M
element (M) A CAVOK
Runway (O) RWY nn[L] or RWY nn[C] or RWY nn[R] V VIS 7KM
Runway TDZ O VIS 10KM
section (O) K VIS RWY 09 TDZ 800M
Visibility (M) n[n][n][n]M or n[n]KM END 1200M
Runway MID VIS RWY 18C TDZ 6KM
section (O) RWY 27 TDZ 4000M
Visibility (O) n[n][n][n]M or n[n]KM
Runway END
section (O)
Visibility (O) n[n][n][n]M or n[n]KM
Runway visual Name of the RVR RVR RWY 32 400M
range (C) element (M) RVR RWY 20 1600M
Runway (C) RWY nn[L] or RWY nn[C] or RWY nn[R] RVR RWY 10L BLW
Runway TDZ 50M
section (C) RVR RWY 14 ABV
Runway visual [ABV or BLW] nn[n][n]M 2000M
range (M) RVR RWY 10 BLW
Runway MID 150M
section (C) RVR RWY 12 ABV
Runway visual [ABV or BLW] nn[n][n]M 1200M
range (C) RVR RWY 12 TDZ
Runway END 1100M MID ABV
section (C) 1400M

SERVICES (MET.TR)
Detailed
content
Runway visual [ABV or BLW] nn[n][n]M RVR RWY 16 TDZ
range (C) 600M MID 500M END
400M
RVR RWY 26 500M
RWY 20 800M
Present Intensity of FBL or —
weather (C) present MOD or
weather (C) HVY
Characteristics DZ or RA or FG or BR or MOD RA
and type of SN or SG or SA or DU or HVY TSRA
present PL or DS or HZ or FU or HVY DZ
weather (C) SS or FZDZ or VA or SQ or FBL SN
FZUP or FC or PO or TS or HZ
FZRA or SHGR or BCFG or BLDU FG
SHGS or SHRA or or BLSA or VA
SHSN or SHUP or BLSN or DRDU MIFG
TSGR or TSGS or or DRSA or
TSRA or TSSN or DRSN or FZFG HVY TSRASN
TSUP12 or UP or MIFG or FBL SNRA
PRFG or
// FBL DZ FG
HVY SHSN BLSN
HVY TSUP
//
Cloud (M) Name of the CLD CLD NSC
element (M) CLD SCT 300M OVC
Runway (O) RWY nn[L] or RWY nn[C] or RWY nn[R] 600M
Cloud amount FEW or OBSC NSC or NCD (CLD SCT 1000FT OVC
(M) or SCT or 2000FT)
vertical BKN or
visibility (O) OVC or CLD OBSC VER VIS
/// 150M
Cloud type (C) CB or TCU — (CLD OBSC VER VIS
or /// 500FT)
Height of n[n][n][n] [VER VIS CLD BKN TCU 270M
cloud base or M n[n][n]M(o (CLD BKN TCU 900FT)
the value of (or r VER VIS CLD RWY 08R BKN
vertical n[n][n][n] n[n][n][n]F 60M RWY 26 BKN 90M
visibility (C) FT) T)] (CLD RWY 08R BKN
or or 200FT RWY 26 BKN
///M VER VIS 300FT)
(or ///M CLD /// CB ///M (CLD
///FT) (or VER VIS /// CB ///FT)
///FT) CLD /// CB 400M (CLD
/// CB 1200FT)
CLD NCD
Name of the T T17
element (M) TMS08

SERVICES (MET.TR)
Detailed
content
Air Air [MS]nn
temperature temperature
(M) (M)
Dew-point Name of the DP DP15
temperature element (M) DPMS18
(M) Dew-point [MS]nn
temperature
(M)
Pressure Name of the QNH QNH 0995HPA
values (M) element (M) QNH 1009HPA
QNH (M) nnnnHPA
Name of the QFE QNH 1022HPA QFE
element (O) 1001HPA
QFE (O) [RWY nn[L] or RWY nn[C] or RWY nn[R]] QNH 0987HPA QFE
nnnnHPA RWY 18 0956HPA
[RWY nn[L] or RWY nn[C] or RWY nn[R] RWY 24 0955HPA
nnnnHPA]
Supplementary Significant CB or TS or MOD TURB or SEV TURB or WS or FC IN APCH
information (C) meteorological GR or SEV SQL or MOD ICE or SEV ICE or FZDZ WS IN APCH 60M-
phenomena or FZRA or SEV MTW or SS or DS or BLSN or FC WIND 360/13MPS
(C) WS RWY 12
Location of the IN APCH [n[n][n][n]M-WIND nnn/n[n]MPS] or
phenomena IN CLIMB-OUT [n[n][n][n]M-WIND REFZRA
(C) nnn/n[n]MPS] CB IN CLIMB-OUT
(IN APCH [n[n][n][n]FT-WIND nnn/n[n]KT] or RETSRA
IN CLIMB-OUT [n[n][n][n]FT-WIND
nnn/n[n]KT]) or
RWY nn[L] or RWY nn[C] or RWY nn[R]
Recent REFZDZ or REFZRA or REDZ or RE[SH]RA or
weather (C) RE[SH]SN or RESG or RESHGR or RESHGS or
REBLSN or RESS or REDS or RETSRA or RETSSN
or RETSGR or RETSGS or REFC or REPL or REUP
or REFZUP or RETSUP or RESHUP or REVA or
RETS
Trend forecast Name of the TREND TREND NOSIG TREND
(O) element (M) BECMG FEW 600M
Change NOSIG BECMG or TEMPO
indicator (M) (TREND BECMG
Period of FMnnnn and/or TLnnnn or FEW 2000FT)
change (C) ATnnnn
Wind (C) nnn/[ABV]n[n][n]MPS TREND TEMPO 250/18
[MAX[ABV]nn[n]] MPS MAX25
(or nnn/[ABV]n[n]KT (TREND TEMPO
[MAX[ABV]nn]) 250/36KT MAX50)
Visibility (C) VIS n[n][n][n]M or C
VIS n[n]KM A TREND BECMG AT1800
Weather FBL or — NSW V VIS 10KM NSW
phenomenon: MOD or O TREND BECMG TL1700
intensity (C) HVY K VIS 800M FG
Weather DZ or FG or
phenomenon: RA or BR or

SERVICES (MET.TR)
Detailed
content
characteristics SN or SA or TREND BECMG
and SG or DU or FM1030 TL1130
type (C) PL or HZ or CAVOK
DS or FU or
SS or VA or TREND TEMPO TL1200
FZDZ or SQ Or VIS 600M BECMG
FZRA or PO or AT1230 VIS 8KM NSW
SHGR or FC or CLD NSC
SHGS or TS or TREND TEMPO
SHRA or BCFG or FM0300 TL0430 MOD
SHSN or BLDU FZRA
TSGR or or BLSA TREND BECMG
TSGS or or BLSN FM1900 VIS 500M HVY
TSRA or or SNRA
TSSN DRDU TREND BECMG
or FM1100 MOD SN
DRSA TEMPO
or FM1130 BLSN
DRSN
or FZFG TREND BECMG AT1130
or CLD OVC 300M
MIFG (TREND BECMG
or PRFG AT1130 CLD OVC
Name of the CLD 1000FT)
element (C)
Cloud amount FEW or OBSC NSC TREND TEMPO TL1530
and vertical SCT or BKN HVY SHRA CLD BKN CB
visibility (C) or OVC 360M
Cloud type (C) CB or TCU — (TREND TEMPO
Height of n[n][n][n] [VER TL1530 HVY SHRA CLD
cloud base or M (or VIS BKN CB 1200FT)
the value of n[n][n][n]F n[n][n]
vertical T) M (or
visibility (C) VER VIS
n[n][n][
n]FT)]

SERVICES (MET.TR)
GM1 MET.TR.200(a) Meteorological reports and other information

RANGES AND RESOLUTIONS — LOCAL ROUTINE REPORTS AND LOCAL SPECIAL REPORTS
(a) The ranges and resolutions for the numerical elements included in the local routine reports and
local special reports are shown below.
Ranges and resolutions for the numerical elements included in local routine reports and local special
reports
Element elements included in the local routine
Range Resolution
reports and local special reports
Runway: 01–36 1
Wind direction: °true 010–360 10
Wind speed: MPS 1– 99* 1
KT 1– 199* 1
Visibility: M 0– 750 50
M 800– 4 900 100
KM 5– 9 1
KM 10– 0 (fixed value: 10 KM)
Runway visual range: M 0– 375 25
M 400–750 50
M 800–2 000 100
Vertical visibility: M 0–75 15
M 90–600 30
FT 0–250 50
FT 300–2 000 100
Clouds: height of cloud base: M 0–75 15
M 90–3 000 30
FT 0–250 50
FT 300–10 000 100
Air temperature; °C –80 – +60 1
Dew-point temperature:
QNH; QFE: hPa 0500–1 100 1
* There is no aeronautical requirement to report surface wind speeds of 100 kt (50 m/s) or more; however,
provision has been made for reporting wind speeds up to 199 kt (99 m/s) for non-aeronautical purposes, as
necessary.
** Under circumstances as specified in AMC1 MET.TR.205(e)(1); otherwise a resolution of 100 ft (30 m) is to
be used.
(b) The explanations for the abbreviations can be found in the Procedures for Air Navigation
Services — ICAO Abbreviations and Codes (PANS-ABC, ICAO Doc 8400).

SERVICES (MET.TR)
GM1 MET.TR.200(a)(2) Meteorological reports and other

information
LOCATION INDICATORS
The location indicators and their significations are published in ICAO Doc 7910 - Location Indicators.
AMC1 MET.TR.200(a)(4) Meteorological reports and other

information
AUTOMATED REPORTING
Local routine reports and local special reports and METAR from automatic observing systems should
be identified with the word ‘AUTO’.
GM1 MET.TR.200(a)(4) Meteorological reports and other

information
AUTOMATED REPORTING
METAR, local routine reports and local special reports from automatic observing systems may be used
as agreed between the aeronautical meteorological stations and the users.

information
SUPPLEMENTARY INFORMATION — SEMI-AUTOMATIC OBSERVING SYSTEM

(a) In local routine reports and local special reports and in METAR when reported by a semi-
automatic observing system, the following recent weather phenomena should be reported, up
to a maximum of three groups, in the supplementary information:
(1) freezing precipitation;
(2) moderate or heavy precipitation, including showers thereof;
(3) blowing snow;
(4) dust storm, sandstorm;
(5) thunderstorm;
(6) funnel cloud, tornado or water spout; and
(7) volcanic ash.

SERVICES (MET.TR)
(b) In local routine reports and local special reports when reported by a semi-automatic observing
system, the following significant meteorological conditions, or combinations thereof, should be
reported in the supplementary information:
(1) cumulonimbus clouds (CB);
(2) thunderstorm (TS);
(3) moderate or severe turbulence (MOD TURB, SEV TURB);
(4) wind shear (WS);
(5) hail (GR);
(6) severe squall line (SEV SQL);
(7) moderate or severe icing (MOD ICE, SEV ICE);
(8) freezing precipitation (FZDZ, FZRA);
(9) severe mountain waves (SEV MTW);
(10) dust storm, sandstorm (DS, SS);
(11) blowing snow (BLSN); and
(12) funnel cloud (tornado or water spout) (FC).
The location of the condition should be indicated. Where necessary, additional information
should be included using abbreviated plain language.
GM1 to AMC1 MET.TR.200(a)(12) Meteorological reports and other

information
SUPPLEMENTARY INFORMATION — RECENT WEATHER PHENOMENA

‘Recent weather phenomena’ is understood as being the weather phenomena observed at the
aerodrome during the period since the last issued routine report or last hour, whichever is the shorter,
but not at the time of observation.
GM2 to AMC1 MET.TR.200(a)(12) Meteorological reports and other

information
SUPPLEMENTARY INFORMATION — LOCAL CIRCUMSTANCES

Local circumstances include but are not necessarily limited to wind shear of non-transitory nature
such as might be associated with low-level temperature inversions or local topography.

SERVICES (MET.TR)

information
SUPPLEMENTARY INFORMATION — AUTOMATIC OBSERVING SYSTEM

In local routine reports and local special reports and in METAR reported by an automatic observing
system, the following recent weather phenomena should be reported, up to a maximum of three
groups, in the supplementary information:
(a) FZDZ, FZRA and FZUP;
(b) moderate or heavy DZ, RA and SN;
(c) thunderstorm; and
(d) moderate or heavy unknown precipitation (UP).

information
SUPPLEMENTARY INFORMATION — WIND SHEAR

Information on wind shear should be included as supplementary information in local routine reports
and local special reports and in METAR, where local circumstances so warrant.

information
SUPPLEMENTARY INFORMATION — SEA-SURFACE TEMPERATURE AND STATE OF THE SEA AND OF THE
RUNWAY
In METAR, information on sea-surface temperature and the state of the sea or the significant wave
height, from aeronautical meteorological stations established on offshore structures in support of
helicopter operations, should be included in the supplementary information.

information
SUPPLEMENTARY INFORMATION — SIGNIFICANT METEOROLOGICAL CONDITIONS

(a) Observations made at aerodromes should include the available supplementary information
concerning significant meteorological conditions, particularly those in the approach and climb-
out areas.
(b) Where practicable, the information should identify the location of the meteorological condition.

SERVICES (MET.TR)
GM1 MET.TR.200(b) & (c) Meteorological reports and other

information
EXAMPLE OF METAR AND LOCAL ROUTINE REPORT

(a) Local routine report (same location and weather conditions as METAR):
MET REPORT YUDO 221630Z WIND 240/4KT VIS 600M RVR RWY 12 TDZ 1000M MOD DZ FG CLD SCT
1000FT OVC 2000FT T17 DP16 QNH 1018HPA TREND BECMG TL1700 VIS 800M FG BECMG AT1800 VIS
10KM NSW
(b) METAR for YUDO (Donlon/International)*:
METAR YUDO 221630Z 24004KT 0600 R12/1000U DZ FG SCT010 OVC020 17/16 Q1018 BECMG TL1700
0800 FG BECMG AT 1800 9999 NSW
Meaning of both reports:
Routine report for Donlon/International* issued on the 22nd of the month at 1630 UTC; surface wind direction
240 degrees; wind speed 4 knots; visibility (along the runway(s) in the local routine report; prevailing visibility
in METAR) 600 metres; runway visual range representative of the touchdown zone for runway 12 is
1 000 metres and the runway visual range values have shown an upward tendency during previous 10
minutes (Runway visual range tendency to be included in METAR only); and moderate drizzle and fog;
scattered cloud at 1 000 feet; overcast at 2 000 feet; air temperature 17 degrees Celsius; dew-point
temperature 16 degrees Celsius; QNH 1 018 hectopascals; TREND during next 2 hours; visibility (along the
runway(s) in the local routine report; prevailing visibility in METAR) becoming 800 metres in fog by 1700 UTC;
at 1800 UTC visibility (along the runway(s) in the local routine report; prevailing visibility in METAR) becoming
10 kilometres or more and nil significant weather.
* Fictitious location
GM1 MET.TR.200(b) Meteorological reports and other information

EXAMPLE OF LOCAL SPECIAL REPORT

Local special report:
SPECIAL YUDO 151115Z WIND 050/25KT MAX37 MNM10 VIS 1200M RVR RWY 05 ABV 1800M HVY TSRA CLD
BKN CB 500FT T25 DP22 QNH 1018HPA TREND TEMPO TL1200 VIS 600M BECMG AT1200 VIS 8KM NSW NSC
Meaning:
Special report for Donlon/International* issued on the 15th of the month at 1115 UTC; surface wind direction
050 degrees; wind speed 25 knots gusting between 10 and 37 knots; visibility 1 200 metres along the runway;
Runway visual range above 1 800 metres at the threshold on runway 05; thunderstorm with heavy rain; broken
cumulonimbus cloud at 500 feet; air temperature 25 degrees Celsius; dew-point temperature 22 degrees
Celsius; QNH 1 008 hectopascals; TREND during next 2 hours; visibility along the runway temporarily 600 metres
from 1 115 to 1 200, becoming at 1200 UTC visibility along the runway 8 kilometres, thunderstorm ceases and
nil significant weather and nil significant cloud.

SERVICES (MET.TR)
GM1 MET.TR.200(c)(1) Meteorological reports and other

information
METAR — CODE FORM

The METAR code form is contained in the WMO Publication No 306, Manual on Codes, Volume I.1,
Part A — Alphanumeric Codes.
AMC1 MET.TR.200(c)(2) Meteorological reports and other

information
METAR — DIGITAL FORM

METAR should be disseminated in a digital form.
GM1 MET.TR.200(c)(2) Meteorological reports and other

information
METAR — DIGITAL FORM

(a) When METAR is disseminated in a digital form, this is in addition to the METAR code form.
(b) Guidance on the information exchange model, GML, and the metadata profile is provided in the
Manual on the Digital Exchange of Aeronautical Meteorological Information (ICAO Doc 10003).
GM1 MET.TR.200(e)(5) Meteorological reports and other

information
NOISE ABATEMENT PROCEDURES

Noise abatement procedures are those in accordance with 7.2.6 of the PANS-ATM (ICAO Doc 4444).
GM1 MET.TR.200(f) Meteorological reports and other information

ISSUANCE OF LOCAL SPECIAL REPORTS

Point (f) in MET.TR.200 relates to the list of criteria to provide local special reports when a
meteorological change occurs. The agreement between the meteorological service provider and the
competent authority is introduced as these criteria are usually agreed with the competent authority.
Also, in introducing this agreement, the nature of the transposed provision (Appendix 3, 2.3.3) of ICAO
Annex 3 – a recommendation – remains.

SERVICES (MET.TR)
MET.TR.205 Reporting of meteorological elements

(a) Surface wind direction and speed

(1) In local routine and local special reports and in METAR, the surface wind direction and
speed shall be reported in steps of 10 degrees true and 1 kt (0,5 m/s) respectively.
(2) Any observed value that does not fit the reporting scale in use shall be rounded to the
nearest step in the scale.
(3) In local routine and local special reports and in METAR:
(i) the units of measurement used for the wind speed shall be indicated;
(ii) variations from the mean wind direction during the past 10 minutes shall be
reported as follows, if the total variation is 60° or more, alternatively:
(A) when the total variation is 60° or more and less than 180° and the wind
speed is 3 kt (1,5 m/s) or more, such directional variations shall be reported
as the two extreme directions between which the surface wind has varied;
(B) when the total variation is 60° or more and less than 180° and the wind
speed is less than 3 kt (1,5 m/s), the wind direction shall be reported as
variable with no mean wind direction;
(C) when the total variation is 180° or more, the wind direction shall be reported
as variable with no mean wind direction;
(iii) variations from the mean wind speed (gusts), during the past 10 minutes shall be
reported when the maximum wind speed exceeds the mean speed by,
alternatively:
(A) 5 kt (2,5 m/s) or more in local routine and local special reports when noise
abatement procedures are applied;
(B) 10 kt (5 m/s) or more otherwise;
(iv) when a wind speed of less than 1 kt (0,5 m/s) is reported, it shall be indicated as
calm;
(v) when a wind speed of 100 kt (50 m/s) or more is reported, it shall be indicated to
be more than 99 kt (49 m/s);
(vi) when variations from the mean wind speed (gusts) are reported in accordance with
point MET.TR.205(a), the maximum value of the wind speed attained shall be
reported;
(vii) when the 10-minute period includes a marked discontinuity in the wind direction
and/or speed, only variations from the mean wind direction and mean wind speed
occurring since the discontinuity shall be reported.
(b) Visibility
(1) In local routine and local special reports and in METAR, the visibility shall be reported in
steps of 50 m when the visibility is less than 800 m; in steps of 100 m when it is 800 m or
more, but less than 5 km; in kilometre steps when the visibility is 5 km or more, but less
than 10 km; and it shall be given as 10 km when the visibility is 10 km or more, except
when the conditions for the use of CAVOK apply.

SERVICES (MET.TR)
(2) Any observed value which does not fit the reporting scale in use shall be rounded down
to the nearest lower step in the scale.
(3) In local routine and local special reports, visibility along the runway(s) shall be reported
together with the units of measurement used to indicate visibility.
(c) Runway visual range (RVR)
(1) In local routine and local special reports and in METAR, the RVR shall be reported in steps
of 25 m when it is less than 400 m; in steps of 50 m when it is between 400 and 800 m;
and in steps of 100 m when it is more than 800 m.
(i) when the RVR is above the maximum value that can be determined by the system
in use, it shall be reported using the abbreviation ‘ABV’ in local routine and local
special reports, and the abbreviation ‘P’ in METAR followed by the maximum value
that can be determined by the system;
(ii) when the RVR is below the minimum value that can be determined by the system
in use, it shall be reported using the abbreviation ‘BLW’ in local routine and local
special reports, and the abbreviation ‘M’ in METAR, followed by the minimum
value that can be determined by the system.
(4) In local routine and local special reports:
(i) the units of measurement used shall be included;
(ii) if the RVR is observed from only one location along the runway, such as the
touchdown zone, it shall be included without any indication of location;
(iii) if the RVR is observed from more than one location along the runway, the value
representative of the touchdown zone shall be reported first, followed by the
values representative of the mid-point and stop-end, and the locations for which
these values are representative shall be indicated;
(iv) when there is more than one runway in use, the available RVR values for each
runway shall be reported, and the runways to which the values refer shall be
indicated.
(d) Present weather phenomena
(1) In local routine and local special reports, observed present weather phenomena shall be
reported in terms of type and characteristics and qualified with respect to intensity, as
appropriate.
(2) In METAR, observed present weather phenomena shall be reported in terms of type and
characteristics and qualified with respect to intensity or proximity to the aerodrome, as
appropriate.

SERVICES (MET.TR)
(3) In local routine and local special reports and in METAR, the following characteristics of
present weather phenomena, as necessary, shall be reported using their respective
abbreviations and relevant criteria, as appropriate:
(i) Thunderstorm (TS)
Used to report a thunderstorm with precipitation. When thunder is heard or
lightning is detected at the aerodrome during the 10-minute period preceding the
time of observation but no precipitation is observed at the aerodrome, the
abbreviation ‘TS’ shall be used without qualification.
(ii) Freezing (FZ)
Supercooled water droplets or precipitation, used with types of present weather
phenomena in accordance with Appendix 1.
(i) one or more, up to a maximum of three, of the present weather abbreviations shall
be used, as necessary, together with an indication, where appropriate, of the
characteristics and intensity or proximity to the aerodrome, so as to convey a
complete description of the present weather of significance to flight operations;
(ii) the indication of intensity or proximity, as appropriate, shall be reported first
followed respectively by the characteristics and the type of weather phenomena;
(iii) where two different types of weather are observed, they shall be reported in two
separate groups, where the intensity or proximity indicator refers to the weather
phenomenon which follows the indicator. However, different types of
precipitation occurring at the time of observation shall be reported as one single
group with the dominant type of precipitation reported first and preceded by only
one intensity qualifier which refers to the intensity of the total precipitation.
(e) Clouds
(1) In local routine and local special reports and in METAR, the height of cloud base shall be
reported in steps of 100 ft (30 m) up to 10 000 ft (3 000 m).
(i) the units of measurement used for the height of cloud base and vertical visibility
shall be indicated;
(ii) when there is more than one runway in use and the heights of cloud bases are
observed by instruments for these runways, the available heights of cloud bases
for each runway shall be reported, and the runways to which the values refer shall
be indicated.
(f) Air temperature and dew-point temperature
(1) In local routine and local special reports and in METAR, the air temperature and the dew-
point temperature shall be reported in steps of whole degrees Celsius.
(2) Any observed value which does not fit the reporting scale in use shall be rounded to the
nearest whole degree Celsius, with observed values involving 0,5° rounded up to the next
higher whole degree Celsius.

SERVICES (MET.TR)
(3) In local routine and local special reports and in METAR, a temperature below 0 °C shall
be identified.
(g) Atmospheric pressure
(1) In local routine and local special reports and in METAR, QNH and QFE shall be computed
in tenths of hectopascals and reported therein in steps of whole hectopascals, using four
digits.
to the nearest lower whole hectopascal.
(i) QNH shall be included;
(ii) QFE shall be included if required by users or, if so agreed locally between the
provider of meteorological services, the ATS unit and the operators concerned, on
a regular basis;
(iii) the units of measurement used for QNH and QFE values shall be included;
(iv) if QFE values are required for more than one runway, the required QFE values for
each runway shall be reported, and the runway(s) to which the values refer shall
be indicated.
(4) In METAR, only QNH values shall be included.
GM1 MET.TR.205(a)(3)(iii)(A) Reporting of meteorological elements

NOISE ABATEMENT PROCEDURE

The noise abatement procedures are those in accordance with 7.2.6 of the PANS-ATM
(ICAO Doc 4444).
AMC1 MET.TR.205(b)(1) Reporting of meteorological elements

VISIBILITY
In METAR, visibility should be reported as prevailing visibility. When the visibility is not the same in
different directions and:
(a) when the lowest visibility is different from the prevailing visibility, and (1) less than 1 500 m or
2) less than 50 % of the prevailing visibility, and less than 5 000 m, the lowest visibility observed
should also be reported and, when possible, its general direction in relation to the aerodrome
reference point indicated by reference to one of the eight points of the compass;
(b) if the lowest visibility is observed in more than one direction, then the most operationally
significant direction should be reported; and
(c) when the visibility is fluctuating rapidly, and the prevailing visibility cannot be determined, only
the lowest visibility should be reported, with no indication of direction.

SERVICES (MET.TR)
AMC1 MET.TR.205(b)(3) Reporting of meteorological elements

VISIBILITY — VALUES
In local routine reports and local special reports, when instrumented systems are used for the
measurement of visibility:
(a) if the visibility is observed from more than one location along the runway, the values
representative of the touchdown zone should be reported first, followed, as necessary, by the
values representative of the mid-point and stop-end of the runway, and the locations for which
these values are representative should be indicated; and
(b) when there is more than one runway in use and the visibility is observed related to these
runways, the available visibility values for each runway should be reported, and the runways to
which the values refer should be indicated.
AMC1 MET.TR.205(c) Reporting of meteorological elements

RUNWAY VISUAL RANGE (RVR) — TOUCHDOWN ZONE VALUES

In METAR:
(a) only the value representative of the touchdown zone should be reported and no indication of
location on the runway should be included; and
(b) where there is more than one runway available for landing, touchdown zone RVR values should
be included for all such runways, up to a maximum of four, and the runways to which the values
refer should be indicated.
AMC1 MET.TR.205(c)(1) Reporting of meteorological elements

RUNWAY VISUAL RANGE (RVR) — THRESHOLD LIMIT

(a) 50 m should be considered the lower limit, and 2 000 m the upper limit for RVR.
(b) Outside of these limits, local routine reports and local special reports and METAR should merely
indicate that the RVR is less than 50 or more than 2 000 m.
AMC1 MET.TR.205(c)(3) Reporting of meteorological elements

RUNWAY VISUAL RANGE (RVR) — VALUES FOR METAR

(a) When instrumented systems are used for the assessment of RVR, the variations in RVR during
the 10-minute period immediately preceding the observation should be included if the RVR
values during the 10-minute period have shown a distinct tendency, such that the mean during
the first 5 minutes varies by 100 m or more from the mean during the second 5 minutes of the
period.
(b) When the variation of the RVR values shows an upward or downward tendency, this should be
indicated by the abbreviation ‘U’ or ‘D’, respectively. In cases when actual fluctuations during
the 10-minute period show no distinct tendency, this should be indicated using the
abbreviation ‘N’.

SERVICES (MET.TR)
(c) When indications of tendency are not available, no abbreviations should be included.
AMC1 MET.TR.205(c)(4)(iii) Reporting of meteorological elements

RUNWAY VISUAL RANGE (RVR) — VALUES REPRESENTATION

(a) RVR assessments should be representative of:
(1) the touchdown zone of the runway intended for Category I instrument approach and
landing operations;
(2) the touchdown zone and the mid-point of the runway intended for Category II instrument
approach and landing operations; and
(3) the touchdown zone, mid-point and stop-end of the runway intended for Category III
instrument approach and landing operations.
(b) Where RVR is determined by human observers, it should be reported to the appropriate local
ATS units, whenever there is a change in the value to be reported in accordance with the
reporting scale.
(c) The transmission of such reports should normally be completed within 15 seconds after the
termination of the observation.
AMC1 MET.TR.205(d) Reporting of meteorological elements

PRESENT WEATHER PHENOMENA — AUTOMATIC OBSERVING SYSTEM

In local routine reports and local special reports and in METAR reported by an automatic observing
system, the following types of present weather phenomena should be reported, using their respective
(a) Precipitation:
(1) drizzle (DZ);
(2) rain (RA);
(3) snow (SN); and
(4) Unidentified precipitation (UP)
(b) Obscurations (hydrometeors);
(c) Fog (FG): reported when visibility is less than 1 000 m ;
(d) Mist (BR): reported when visibility is at least 1 000 m, but not more than 5 000 m;
(e) Obscurations (lithometeors). Haze (HZ) should be used when the obscuration consists
predominantly of lithometeors and the visibility is 5 000 m or less; and
(f) Temporary failure of system/sensor: the present weather should be replaced by ‘//’ when it
cannot be observed due to a temporary failure of the system/sensor.

SERVICES (MET.TR)

PRESENT WEATHER PHENOMENA — SEMI-AUTOMATIC OBSERVING SYSTEM

In local routine reports and local special reports and in METAR reported by a semi-automatic observing
system, the following types of present weather phenomena should be reported, using their respective
(a) Precipitation:
(1) drizzle (DZ);
(2) rain (RA);
(3) snow (SN);
(4) snow grains (SG);
(5) ice pellets (PL);
(6) hail (GR): reported when the diameter of the largest hailstones is 5 mm or more;
(7) small hail and/or snow pellets (GS): reported when the diameter of the largest hailstones
is less than 5 mm.
(b) Obscurations (hydrometeors):
(1) fog (FG): reported when visibility is less than 1 000 m, except when qualified by ‘MI’, ‘BC’,
‘PR’ or ‘VC’.
(2) mist (BR): reported when visibility is at least 1 000 m, but not more than 5 000 m;
(c) Obscurations (lithometeors)
The following should be used only when the obscuration consists predominantly of
lithometeors and the visibility is 5 000 m or less, except ‘SA’ when qualified by ‘DR’ and
volcanic ash:
(1) sand (SA);
(2) dust (widespread) (DU);
(3) haze (HZ);
(4) smoke (FU); and
(5) volcanic ash (VA).
(d) Other phenomena:
(1) dust/sand whirls (dust devils) (PO);
(2) squall (SQ);
(3) funnel cloud (tornado or waterspout) (FC);
(4) dust storm (DS);
(5) sandstorm (SS).

SERVICES (MET.TR)

PRESENT WEATHER PHENOMENA — UNIDENTIFIED PRECIPITATION (UP)

In automated local routine reports and local special reports and in METAR, in addition to drizzle (DZ),
rain (RA) and snow (SN), the abbreviation ‘UP’ should be used for unidentified precipitation when the
type of precipitation cannot be identified by the automatic observing system.
AMC1 MET.TR.205(d)(3) Reporting of meteorological elements

PRESENT WEATHER PHENOMENA — ADDITIONAL CHARACTERISTICS

In local routine reports and local special reports and in METAR, only when reported by a semi-
automatic observing system, the following characteristics of present weather phenomena, as
necessary, should be reported using their respective abbreviations and relevant criteria, as
appropriate:
(a) Shower (SH): used to report showers. Showers observed in the vicinity of the aerodrome should
be reported as ‘VCSH’ without qualification regarding type or intensity of precipitation.
(b) Blowing (BL): used with types of present weather phenomena raised by the wind to a height of
6 ft (2 m) or more above the ground.
(c) Low drifting (DR): used with types of present weather phenomena raised by the wind to less
than 6 ft (2 m) above ground level.
(d) Shallow (MI): less than 6 ft (2 m) above ground level.
(e) Patches (BC): fog patches randomly covering the aerodrome.
(f) Partial (PR): a substantial part of the aerodrome covered by fog while the remainder is clear.
In automated local routine reports, local special reports and METAR, when showers (SH) referred to
above cannot be determined based upon a method that takes account of the presence of convective
cloud, the precipitation should not be characterised by ‘SH’.
AMC2 MET.TR.205(d)(3) Reporting of meteorological elements

PRESENT WEATHER PHENOMENA — INTENSITY

In local routine reports and local special reports and METAR, the relevant intensity or, as appropriate,
the proximity to the aerodrome of the reported present weather phenomena should be indicated as
follows:
(local routine reports and local special reports) (METAR)
Light FBL –
Moderate MOD (no indication)
Heavy HVY +
 Used with types of present weather phenomena. Light intensity should be indicated only for
precipitation.

SERVICES (MET.TR)
Vicinity (VC)
 Between approximately 8 and 16 km of the aerodrome reference point and used only in METAR
with present weather when not reported under AMC1 MET.TR.205(d)(3) and MET.TR.205(d)(3).
GM1 MET.TR.205(d)(3)(i) Reporting of meteorological elements

PRESENT WEATHER PHENOMENA — TS LIGHTNING DETECTION EQUIPMENT

(a) At aerodromes with human observers, lightning detection equipment may supplement human
observations.
(b) For aerodromes with automatic observing systems, guidance on the use of lightning detection
equipment intended for thunderstorm reporting is given in the Manual on Automatic
Meteorological Observing Systems at Aerodromes (ICAO Doc 9837).
AMC1 MET.TR.205(e)(1) Reporting of meteorological elements

CLOUD — HEIGHT OF CLOUD BASE

In local routine reports and local special reports and in METAR:
(a) the cloud amount should be reported using the abbreviations ‘FEW’ (1 to 2 oktas), ‘SCT’ (3 to
4 oktas), ‘BKN’ (5 to7 oktas) or ‘OVC’ (8 oktas);
(b) cumulonimbus clouds and towering cumulus clouds should be indicated as ‘CB’ and ‘TCU’,
respectively;
(c) the vertical visibility should be reported in steps of 100 ft (30 m) up to 2 000 ft (600 m);
(d) if there are no clouds of operational significance and no restriction on vertical visibility and the
abbreviation ‘CAVOK’ is not appropriate, the abbreviation ‘NSC’ should be used;
(e) when several layers or masses of cloud of operational significance are observed, their amount
and height of cloud base should be reported in increasing order of the height of cloud base, and
in accordance with the following criteria:
(1) the lowest layer or mass, regardless of the amount to be reported as FEW, SCT, BKN or
OVC, as appropriate;
(2) the next layer or mass, covering more than 2/8 to be reported as SCT, BKN or OVC, as
appropriate;
(3) the next higher layer or mass, covering more than 4/8 to be reported as BKN or OVC, as
appropriate; and
(4) cumulonimbus and/or towering cumulus clouds, whenever observed and not reported in
(1) to (3).
(f) when the cloud base is diffuse or ragged or fluctuating rapidly, the minimum height of cloud
base or cloud fragments, should be reported; and
(g) when an individual layer (mass) of cloud is composed of cumulonimbus and towering cumulus
clouds with a common cloud base, the type of cloud should be reported as cumulonimbus only.

SERVICES (MET.TR)

CLOUD — AUTOMATIC OBSERVING SYSTEM

When an automatic observing system is used to report local routine reports and local special reports
and METAR:
(a) when the cloud type cannot be observed, the cloud type in each cloud group should be replaced
by ‘///’;
(b) when no clouds are detected, it should be indicated by using the abbreviation ‘NCD’;
(c) when cumulonimbus clouds or towering cumulus clouds are detected and the cloud amount
and/or the height of cloud base cannot be observed, the cloud amount and/or the height of
cloud base should be replaced by ‘///’; and
(d) when the sky is obscured and the value of the vertical visibility cannot be determined due to a
temporary failure of the system/sensor, the vertical visibility should be replaced by ‘///’.

CLOUD — HEIGHT OF CLOUD BASE

At aerodromes where low-visibility procedures are established for approach and landing, as agreed
between the meteorological station and the appropriate ATS unit, in local routine reports and local
special reports, the height of cloud base should be reported in steps of 50 ft up to and including 300 ft
(90 m) and in steps of 100 ft (30 m) between 300 ft (90 m) and 10 000 ft (3 000 m), and the vertical
visibility in steps of 50 ft (15 m) up to and including 300 ft (90 m) and in steps of 100 ft (30 m) between
300 ft (90 m) and 2 000 ft (600 m).
MET.TR.210 Observing meteorological elements

The following meteorological elements shall be observed and/or measured with specified accuracy
and disseminated by automatic or semi-automatic meteorological observing system.
(a) Surface wind direction and speed
The mean direction and the mean speed of the surface wind shall be measured, as well as
significant variations of the wind direction and speed (gusts), and reported in degrees true and
knots, respectively.
(1) Siting
The meteorological instrument used to measure surface wind direction and speed shall
be situated in such a way as to provide data which is representative of the area for which
the measurements are required.
(2) Display
Surface wind displays relating to each sensor shall be located in the meteorological
station. The displays in the meteorological station and in the air traffic services units shall
relate to the same sensors, and where separate sensors are required, the displays shall
be clearly marked to identify the runway and section of runway monitored by each
sensor.

SERVICES (MET.TR)
(3) Averaging
The averaging period for surface wind observations shall be:
(i) 2 minutes for local routine and local special reports and for wind displays in ATS
units;
(ii) 10 minutes for METAR, except that when the 10-minute period includes a marked
discontinuity in the wind direction and/or speed; only data occurring after the
discontinuity shall be used for obtaining mean values; hence, the time interval in
these circumstances shall be correspondingly reduced.
(b) Visibility
(1) The visibility shall be measured or observed, and reported in metres or kilometres.
(2) Siting
The meteorological instrument used to measure visibility shall be situated in such a way
as to supply data which is representative of the area for which the measurements are
required.
(3) Displays
When instrumented systems are used for the measurement of visibility, visibility displays
relating to each sensor shall be located in the meteorological station. The displays in the
meteorological station and in the air traffic services units shall relate to the same sensors,
and where separate sensors are required, the displays shall be clearly marked to identify
the area monitored by each sensor.
(4) Averaging
The averaging period shall be 10 minutes for METAR, except that when the 10-minute
period immediately preceding the observation includes a marked discontinuity in the
visibility, only those values occurring after the discontinuity shall be used for obtaining
mean values.
(c) Runway visual range (RVR)
(1) Siting
The meteorological instrument used to assess the RVR shall be situated in such a way as
to provide data which is representative of the area for which the observations are
required.
(2) Instrumented systems
Instrumented systems based on transmissometers or forward-scatter meters shall be
used to assess RVR on runways intended for Categories II and III instrument approach and
landing operations, and for Category I instrument approach and landing operations as
determined by the competent authority.
(3) Display
Where the RVR is determined by instrumented systems, one display or more, if required,
shall be located in the meteorological station. The displays in the meteorological station
and in the air traffic services units shall relate to the same sensors, and where separate
sensors are required, the displays shall be clearly marked to identify the runway and
section of runway monitored by each sensor.

SERVICES (MET.TR)
(4) Averaging
(i) Where instrumented systems are used for the assessment of the RVR, their output
shall be updated at least every 60 seconds to permit the provision of current,
representative values.
(ii) The averaging period for RVR values shall be:
(A) 1 minute for local routine and special reports and for RVR displays in ATS
units;
(B) 10 minutes for METAR, except that when the 10-minute period immediately
preceding the observation includes a marked discontinuity in RVR values;
then only those values occurring after the discontinuity shall be used for
obtaining mean values.
(d) Present weather phenomena
(1) The following present weather phenomena shall be reported, as a minimum: rain, drizzle,
snow and freezing precipitation, including intensity thereof, haze, mist, fog, freezing fog
and thunderstorms, including thunderstorms in the vicinity.
(2) Siting
The meteorological instrument used to measure present weather at the aerodrome and
its vicinity shall be situated in such a way as to provide data which is representative of
the area for which the measurements are required.
(e) Clouds
(1) Cloud amount, cloud type and height of cloud base shall be observed and reported as
necessary to describe the clouds of operational significance. When the sky is obscured,
vertical visibility shall be observed and reported, where measured, instead of cloud
amount, cloud type and height of cloud base. The height of cloud base and vertical
visibility shall be reported in feet.
(2) Siting
The meteorological instrument used to measure clouds amount and height shall be
situated in such a way as to provide data which is representative of the area for which
the measurements are required.
(3) Display
When automated equipment is used for the measurement of the height of cloud base, at
least one display shall be located in the meteorological station. The displays in the
meteorological station and in the air traffic services units shall relate to the same sensors,
and where separate sensors are required, the displays shall be clearly marked to identify
the area monitored by each sensor.
(4) Reference level
(i) The height of cloud base shall be reported above aerodrome elevation.
(ii) When a precision approach runway in use has a threshold elevation of 50 ft (15 m)
or more below the aerodrome elevation, local arrangements shall be made in order
that the height of cloud bases reported to arriving aircraft shall refer to the
threshold elevation.

SERVICES (MET.TR)
(iii) In the case of reports from offshore structures, the height of cloud base shall be
given above mean sea level.
(f) Air temperature and dew-point temperature
(1) The air temperature and dew-point temperature shall be measured, displayed and
reported in degrees Celsius.
(2) When automated equipment is used for the measurement of air temperature and dew-
point temperature, the displays shall be located in the meteorological station. The
displays in the meteorological station and in the air traffic services units shall relate to
the same sensors.
(g) Atmospheric pressure
(1) The atmospheric pressure shall be measured, and QNH and QFE values shall be computed
and reported in hectopascals.
(2) Display
(i) When automated equipment is used for the measurement of atmospheric
pressure, QNH and, if required in accordance with point MET.TR.205(g)(3)(ii), QFE
displays relating to the barometer shall be located in the meteorological station
with corresponding displays in the appropriate air traffic services units.
(ii) When QFE values are displayed for more than one runway, the displays shall be
clearly marked to identify the runway to which the QFE value displayed refers.
(3) Reference level
A reference level for the computation of QFE shall be used.
AMC1 MET.TR.210 Observing meteorological elements

HUMAN OBSERVATION
Observers at an aerodrome should be located, as far as practical, so as to provide data which is
representative of the area for which the observations are required.
GM1 MET.TR.210 Observing meteorological elements

HUMAN OBSERVATION
When a semi-automatic observing system is used, the observer should be located, as far as practical,
so as to supply data which is representative of the area for which the observations are required.

SERVICES (MET.TR)
GM2 MET.TR.210 Observing meteorological elements

OPERATIONALLY DESIRABLE ACCURACY OF OBSERVATION
Operationally desirable accuracy

Element to be observed
of measurement or observation*
Direction: ± 10°
Mean surface wind Speed: ± 0.5 m/s (1 kt) up to 5 m/s (10 kt)
± 10 % above 5 m/s (10 kt)
± 1 m/s (2 kt), in terms of longitudinal
Variations from the mean surface wind
and lateral components
± 50 m up to 600 m
Visibility ± 10 % between 600 m and 1 500 m
± 20 % above 1 500 m
± 10 m up to 400 m
Runway visual range ± 25 m between 400 m and 800 m
± 10 % above 800 m
Cloud amount ± 1 okta
± 10 m (33 ft) up to 100 m (330 ft)
Cloud height
± 10 % above 100 m (330 ft)
Air temperature and dew-point temperature ± 1°C
Pressure value (QNH, QFE) ± 0.5 hPa
Air temperature and dew-point temperature ± 1°C
Pressure value (QNH, QFE) ± 0.5 hPa
* The operationally desirable accuracy is not intended as an operational requirement; it is to be understood
as a goal that has been expressed by the operators.
AMC1 MET.TR.210(a) Observing meteorological elements

SURFACE WIND
(a) When local routine reports and local special reports are used for departing or arriving aircraft,
the surface wind observations for these reports should be representative of conditions along
the runway or the touchdown zone respectively.
(b) For METAR, the surface wind observations should be representative of the conditions above the
whole runway where there is only one runway and the whole runway complex where there is
more than one runway.
GM1 MET.TR.210(a) Observing meteorological elements

SURFACE WIND — TAKE-OFF AND LANDING

Since, in practice, the surface wind cannot be measured directly on the runway, surface wind
observations for take-off and landing are expected to be the best practicable indication of the winds
which an aircraft will encounter during take-off and landing.

SERVICES (MET.TR)
AMC1 MET.TR.210(a)(1) Observing meteorological elements

SURFACE WIND — SITING

(a) Reported surface wind should be representative of a wind at a height of 30 ± 3 ft (10 ± 1 m)
above the ground.
(b) Representative surface wind observations should be obtained by the use of sensors
appropriately sited.
(c) Sensors for surface wind observations for local routine reports and local special reports should
be sited to give the best practicable indication of conditions along the runway and touchdown
zones.
(d) At aerodromes where topography or prevalent weather conditions cause significant differences
in surface wind at various sections of the runway, additional sensors should be provided.
GM1 MET.TR.210(a)(1) Observing meteorological elements

SURFACE WIND — SITING

Specifications concerning the siting of equipment and installations on operational areas, aiming at
reducing the hazard to aircraft to a minimum, are contained in the EASA CS ADR-DSN.T.915 ‘Siting of
equipment and installations on operational areas’.

SURFACE WIND — DISPLAY

The mean values of, and significant variations in, the surface wind direction and speed for each sensor
should be derived and displayed by automated equipment.

SURFACE WIND — AVERAGING

The averaging period for measuring variations from the mean wind speed (gusts) reported in
accordance with MET.TR.205(a)(3)(iii) should be 3 seconds for local routine reports, local special
reports, METAR, and for wind displays used for depicting variations from the mean wind speed (gusts)
in ATS units.
GM1 MET.TR.210(a)(3)(ii) Observing meteorological elements

SURFACE WIND — AVERAGING — MARKED DISCONTINUITY

A marked discontinuity occurs when there is an abrupt and sustained change in wind direction of 30°
or more, with a wind speed of 10 kt (5 m/s) before or after the change, or a change in wind speed of
10 kt (5 m/s) or more, lasting at least 2 minutes.

SERVICES (MET.TR)
AMC1 MET.TR.210(b)(1) Observing meteorological elements

VISIBILITY — GENERAL
(a) When instrumented systems are used for the measurement of visibility, their output should be
updated at least every 60 seconds to permit provision of current representative values.
(b) When instrumented systems are used for the measurement of visibility, it should be measured
at a height of approximately 7.5 ft (2.5 m) above the runway.
(c) When local routine reports and local special reports are used for departing aircraft, the visibility
observations for these reports should be representative of the conditions along the runway.
(d) When local routine reports and local special reports are used for arriving aircraft, the visibility
observations for these reports should be representative of the touchdown zone of the runway.
(e) For METAR, the visibility observations should be representative of the aerodrome.

VISIBILITY — SITING
(a) When instrumented systems are used for the measurement of visibility, representative visibility
observations should be obtained by the use of sensors appropriately sited.
(b) Sensors for visibility observations for local routine reports and local special reports should be
sited to give the best practicable indications of visibility along the runway and touchdown zone.

VISIBILITY — AVERAGING
The averaging period for visibility should be 1 minute for local routine reports and local special reports
and for visibility displays in ATS units.
GM1 MET.TR.210(b)(4) Observing meteorological elements

VISIBILITY — AVERAGING — MARKED DISCONTINUITY

A marked discontinuity occurs when there is an abrupt and sustained change in visibility, lasting at
least 2 minutes, which reaches or passes through one or more of the following values: 800, 1 500 or
3 000 and, in cases where significant numbers of flights are operated in accordance with the visual
flight rules, 5 000 m.

SERVICES (MET.TR)
AMC1 MET.TR.210(c) Observing meteorological elements

RUNWAY VISUAL RANGE (RVR) — ASSESSMENT

RVR should be assessed:
(a) at a height of approximately 7.5 ft (2.5 m) above the runway for instrument systems or at a
height of approximately 15 ft (5 m) above the runway by a human observer;
(b) at a lateral distance from the runway centre line of not more than 120 m.
GM1 MET.TR.210(c) Observing meteorological elements

RUNWAY VISUAL RANGE (RVR) — ASSESSMENT

A detailed understanding of the assessment of RVR is described in ICAO Doc 9328 Manual on ‘RVR —
Observing and reporting practices’.
AMC1 MET.TR.210(c)(1) Observing meteorological elements

RUNWAY VISUAL RANGE (RVR) — SITING

(a) The site for observations to be representative of the touchdown zone should be located about
300 m along the runway from the threshold.
(b) The sites for observations to be representative of the mid-point and stop-end of the runway
should be located at a distance of 1 000 to 1 500 m along the runway from the threshold and at
a distance of about 300 m from the other end of the runway.
(c) The exact position of these sites and, if necessary, additional sites should be decided after
considering aeronautical, meteorological and climatological factors such as long runways,
swamps and other fog-prone areas.
AMC1 MET.TR.210(c)(2) Observing meteorological elements

RUNWAY VISUAL RANGE (RVR) — RUNWAY LIGHT INTENSITY

(a) Instrumented systems should consider the runway light intensity.
(b) When instrumented systems are used for the assessment of RVR, computations should be made
separately for each available runway.
(c) For local routine and special reports, the light intensity to be used for the computation should
be:
(1) for a runway with the lights switched on and a light intensity of more than 3 % of the
maximum light intensity available, the light intensity actually in use on that runway;
(2) for a runway with the lights switched on and a light intensity of 3 % or less of the
maximum light intensity available, the optimum light intensity that would be appropriate
for operational use in the prevailing conditions; and

SERVICES (MET.TR)
(3) for a runway with lights switched off (or at the lowest setting pending the resumption of
operations), the optimum light intensity that would be appropriate for operational use in
the prevailing conditions.
(e) In METAR, the RVR should be based on the maximum light intensity available on the runway.
GM1 MET.TR.210(c)(2) Observing meteorological elements

RUNWAY VISUAL RANGE (RVR) — USE OF INSTRUMENTED SYSTEMS

(a) Since accuracy can vary from one instrument design to another, performance characteristics
are to be checked before selecting an instrument for assessing the runway visual range.
(b) The calibration of a forward-scatter meter has to be traceable and verifiable to a
transmissometer standard, whose accuracy has been verified over the intended operational
range.
(c) Guidance on the use of transmissometers and forward-scatter meters in instrumented Runway
Visual Range systems is given in the Manual of Runway Visual Range Observing and Reporting
Practices (ICAO Doc 9328).
GM2 MET.TR.210(c)(2) Observing meteorological elements

RUNWAY VISUAL RANGE (RVR)

Instrumented systems based on transmissometer or forward-scatter meters must be used to assess
RVR on runways intended for Categories II and III instrument approach and landing operations. For
Category I instrument approach, other means to assess RVR exist and the assessment of RVR by means
of instrumented systems based on transmissometer or forward-scatter meters are therefore not
required. However, if the competent authority considers that an instrument system is required at
certain aerodromes, it may decide so. Therefore, the requirement in MET.TR.210(c)(2) provides this
option, which is consistent with the ICAO Annex 3 approach.
GM1 MET.TR.210(c)(4)(ii)(B) Observing meteorological elements

RUNWAY VISUAL RANGE (RVR) — AVERAGING

A marked discontinuity occurs when there is an abrupt and sustained change in RVR, lasting at least
2 minutes, which reaches or passes through the values 800, 550, 300 and 175 m.
AMC1 MET.TR.210(d)(1) Observing meteorological elements

PRESENT WEATHER — GENERAL

(a) For local routine reports and local special reports, the present weather information should be
representative of the conditions at the aerodrome.
(b) For METAR, the present weather information should be representative of the conditions at the
aerodrome and, for certain specified present weather phenomena, in its vicinity.

SERVICES (MET.TR)
AMC1 MET.TR.210(d)(2) Observing meteorological elements

PRESENT WEATHER — SITING

When instrumented systems are used for observing present weather phenomena listed under
AMC2 MET.TR.205(d), MET.TR.205(d)(3) and AMC1 MET.TR.205(d)(3), representative information
should be obtained by the use of sensors appropriately sited.
AMC1 MET.TR.210(e) Observing meteorological elements

CLOUDS — GENERAL
(a) Cloud observations for local routine reports and local special reports should be representative
of the runway threshold(s) in use.
(b) Cloud observations for METAR should be representative of the aerodrome and its vicinity.
AMC1 MET.TR.210(e)(2) Observing meteorological elements

CLOUDS — SITING
(a) When instrumented systems are used for the measurement of the cloud amount and the height
of cloud base, representative observations should be obtained by the use of sensors
appropriately sited.
(b) For local routine reports and local special reports, in the case of aerodromes with precision
approach runways, sensors for cloud amount and height of cloud base should be sited to give
the best practicable indications of the cloud amount and height of cloud base at the threshold
of the runway in use. For that purpose, a sensor should be installed at a distance of less than
4 000 ft (1 200 m) before the landing threshold.
AMC1 MET.TR.210(f) Observing meteorological elements

AIR TEMPERATURE AND DEW-POINT TEMPERATURE

Observations of air temperature and dew-point temperature for local routine reports and local special
reports and METAR should be representative of the whole runway complex.
AMC1 MET.TR.210(g)(3) Observing meteorological elements

ATMOSPHERIC PRESSURE — REFERENCE LEVEL

(a) The reference level for the computation of QFE should be the aerodrome elevation.
(b) For non-precision approach runways, whose thresholds are 7 ft (2 m) or more below the
aerodrome elevation, and for precision approach runways, the QFE, if required, should refer to
the relevant threshold elevation.

SERVICES (MET.TR)
CHAPTER 2 — TECHNICAL REQUIREMENTS FOR AERODROME METEOROLOGICAL

OFFICES
MET.TR.215 Forecast and other information

(a) Meteorological information for operators and flight crew members shall:
(1) cover the flight in respect of time, altitude and geographical extent;
(2) relate to appropriate fixed times or periods of time;
(3) extend to the aerodrome of intended landing, also covering the meteorological
conditions expected between the aerodrome of intended landing and alternate
aerodromes designated by the operator;
(4) be up to date.
(b) Meteorological information provided to rescue coordination centres shall include the
meteorological conditions that existed in the last known position of a missing aircraft and along
the intended route of that aircraft with particular reference to elements which are not being
distributed routinely.
(c) Meteorological information provided to aeronautical information services units shall include:
(1) information on meteorological service intended for inclusion in the aeronautical
information publication(s) concerned;
(2) information necessary for the preparation of NOTAM or ASHTAM;
(3) information necessary for the preparation of aeronautical information circulars.
(d) Meteorological information included in flight documentation shall be represented as follows:
(1) winds on charts shall be depicted by arrows with feathers and shaded pennants on a
sufficiently dense grid;
(2) temperatures shall be depicted by figures on a sufficiently dense grid;
(3) wind and temperature data selected from the data sets received from a world area
forecast centre shall be depicted in a sufficiently dense latitude/longitude grid;
(4) wind arrows shall take precedence over temperatures and chart background;
(5) height indications referring to en-route meteorological conditions shall be expressed as
determined to be appropriate for the situation, for instance in flight levels, pressure,
altitude or height above ground level, whilst all references referring to aerodrome
meteorological conditions shall be expressed in height above the aerodrome elevation.
(e) Flight documentation shall comprise:
(1) forecasts of upper-wind and upper-air temperature;
(2) SIGWX phenomena;
(3) METAR or, when issued, SPECI for the aerodromes of departure and intended landing,
and for take-off, en-route and destination alternate aerodromes;

SERVICES (MET.TR)
(4) TAF or amended TAF for the aerodromes of departure and intended landing, and for take-
off, en-route and destination alternate aerodromes;
(5) a SIGMET message, and, when issued, an AIRMET message and appropriate special air-
reports relevant to the whole route;
(6) volcanic ash and tropical cyclone advisory information relevant to the whole route.
However, when agreed between the aerodrome meteorological office and the operators
concerned, flight documentation for flights of two hours' duration or less, after a short stop or
turnaround, may be limited to the information operationally needed, but in all cases the flight
documentation shall at least comprise the meteorological information listed in points (3), (4),
(5) and (6).
(f) Charts generated from digital forecasts shall be made available, as required by operators, for
fixed areas of coverage as shown in Appendix 2.
(g) When forecasts of upper-wind and upper-air temperature listed under point MET.OR.275(a)(1)
are supplied in chart form, they shall be fixed-time prognostic charts for flight levels as specified
in points MET.TR.260(b), MET.TR.275(c) and MET.TR.275(d). When forecasts of SIGWX
phenomena listed under point MET.TR.275(a)(2) are supplied in chart form, they shall be fixed-
time prognostic charts for an atmospheric layer limited by flight levels as specified in point
MET.TR.275(b)(3).
(h) The forecasts of upper-wind and upper-air temperature and of SIGWX phenomena above flight
level 100 shall be supplied as soon as they become available, but not later than 3 hours before
departure.
(i) Aeronautical climatological information shall be prepared in the form of aerodrome
climatological tables and aerodrome climatological summaries.
AMC1 MET.TR.215(a) Forecasts and other information

METEOROLOGICAL INFORMATION FOR OPERATORS AND FLIGHT CREW

Meteorological information provided to operators and flight crew members should be provided by
means of one or more of the following:
(a) written or printed material, including specified charts and forms;
(b) data in a digital form;
(c) briefing;
(d) consultation;
(e) display; or
(f) an automated pre-flight information system providing self-briefing and flight documentation
facilities while retaining access by operators and aircrew members to consultation, as
necessary, with the aerodrome meteorological office.

SERVICES (MET.TR)

SPECIFIC INFORMATION FOR HELICOPTER OPERATIONS

(a) Meteorological information for pre-flight planning and in-flight replanning by operators of
helicopters flying to offshore structures should include data covering the layers from sea level
to flight level 100.
(b) Particular mention should be made of the expected surface visibility, the amount, type, where
available, base and tops of cloud below flight level 100, sea state and sea-surface temperature,
mean sea-level pressure, and the occurrence and expected occurrence of turbulence and icing.

AUTOMATED PRE-FLIGHT INFORMATION SYSTEMS

Automated pre-flight information systems for the supply of meteorological information for self-
briefing, pre-flight planning and flight documentation should:
(a) provide for the continuous and timely updating of the system database and monitoring of the
validity and integrity of the meteorological information stored;
(b) permit access to the system by operators and flight crew members and also by other
aeronautical users concerned through suitable telecommunications means;
(c) use access and interrogation procedures based on abbreviated plain language and, as
appropriate, ICAO location indicators, and aeronautical meteorological code data-type
designators prescribed by WMO, or based on a menu-driven user interface, or other
appropriate mechanisms as agreed between the meteorological authority and the operators
concerned; and
(d) provide for rapid response to a user request for information.
GM1 to AMC3 MET.TR.215(a) Forecasts and other information

AUTOMATED PRE-FLIGHT INFORMATION SYSTEMS

(a) ICAO abbreviations and codes and location indicators are given respectively in the Procedures
for Air Navigation Services — ICAO Abbreviations and Codes (PANS-ABC, ICAO Doc 8400) and
Location Indicators (ICAO Doc 7910).
(b) Aeronautical meteorological code data-type designators are given in the WMO Publication No
386, Manual on the Global Telecommunication System.

SERVICES (MET.TR)
GM1 MET.TR.215(b) Forecasts and other information

RESCUE COORDINATION CENTRES

(a) The elements which are not distributed routinely are:
(1) state of ground, and in particular any snow cover or flooding;
(2) sea-surface temperature, state of the sea, ice cover (if any) and ocean currents, if relevant
to the search area; and
(3) sea-level pressure data.
(b) On request from the rescue coordination centre, the designated aerodrome meteorological
office or meteorological watch office should arrange to obtain details of the flight
documentation which was supplied to the missing aircraft, together with any amendments to
the forecast which were transmitted to the aircraft in flight.
GM2 MET.TR.215(b) Forecasts and other information

RESCUE COORDINATION CENTRES

Information to be supplied to rescue coordination centres includes:
(a) significant en-route weather phenomena;
(b) cloud amount and type, particularly cumulonimbus; height indications of bases and tops;
(c) visibility and phenomena reducing visibility;
(d) surface wind and upper wind;
(e) state of ground, in particular, any snow cover or flooding;
(f) sea-surface temperature, state of the sea, ice cover if any and ocean currents, if relevant to the
search area; and
(g) sea-level pressure data.
AMC1 MET.TR.215(d)(5) Forecasts and other information

HEIGHT INDICATIONS REFERENCES TO EN-ROUTE METEOROLOGICAL CONDITIONS

All references to en-route meteorological conditions, such as height indications of upper winds,
turbulence or bases and tops of clouds, should be expressed in flight levels. Height indications referred
to en-route meteorological conditions may also be expressed in pressure, altitude or, for low-level
flights, in height above ground level.

SERVICES (MET.TR)
AMC1 MET.TR.215(e) Forecasts and other information

FLIGHT DOCUMENTATION
(a) Where the forecasts are supplied in chart form, flight documentation for low-level flights,
including those in accordance with the visual flight rules, operating up to flight level 100 or up
to flight level 150 in mountainous areas or higher, where necessary, should contain the
following as appropriate to the flight:
(1) information from relevant SIGMET and AIRMET messages;
(2) upper wind and upper-air temperature charts; and
(3) significant weather charts.
(b) Where the forecasts are not supplied in chart form, flight documentation for low-level flights,
including those in accordance with the visual flight rules, operating up to flight level 100 or up
to flight level 150 in mountainous areas or higher, where necessary, should contain the
following information as appropriate to the flight: SIGMET and AIRMET information.
AMC1 MET.TR.215(e)(1) & (2) Forecasts and other information

FLIGHT DOCUMENTATION — LEGEND FOR THE CHARTS

When the flight documentation related to forecasts of upper wind and upper-air temperature and
SIGWX phenomena is presented in the form of charts, it should be in accordance with the below sheet
of notations used in flight documentation.

SERVICES (MET.TR)

SERVICES (MET.TR)
GM1 MET.TR.215(e)(1) & (2) Forecasts and other information

MODEL CHARTS
This guidance provides examples of model charts.
(a) UPPER WIND AND TEMPERATURE CHART FOR STANDARD ISOBARIC SURFACE
MODEL IS
Example 1. Arrows, feathers and pennants (Mercator projection)

SERVICES (MET.TR)
(b) UPPER WIND AND TEMPERATURE CHART FOR STANDARD ISOBARIC SURFACE
MODEL IS
Example 2. Arrows, feathers and pennants (Polar stereographic projection)

SERVICES (MET.TR)
(c) SIGNIFICANT WEATHER CHART (HIGH LEVEL)

MODEL SWH
Example. Polar stereographic projection (showing the jet stream vertical extent)

SERVICES (MET.TR)
(d) SIGNIFICANT WEATHER CHART (MEDIUM LEVEL)

MODEL SWM

SERVICES (MET.TR)
(e) SIGNIFICANT WEATHER CHART (LOW LEVEL)

MODEL SWL
Example 1

SERVICES (MET.TR)
(f) SIGNIFICANT WEATHER CHART (LOW LEVEL)

MODEL SWL
Example 2

SERVICES (MET.TR)
AMC2 MET.TR.215(e)(1) & (2) Forecasts and other information

FORMAT OF FLIGHT DOCUMENTATION

The location indicators and the abbreviations used should be explained in the flight documentation.
AMC1 MET.TR.215(f) Forecasts and other information

CHARTS
Charts included in flight documentation should have a high standard of clarity and legibility and should
have the following physical characteristics:
(a) For convenience, the largest size of charts should be about 42 × 30 cm (standard A3 size) and
the smallest size should be about 21 × 30 cm (standard A4 size). The choice between these sizes
should depend on the route lengths and the amount of detail that needs to be given in the
charts as agreed between the meteorological authorities and the users concerned;
(b) Major geographical features, such as coastlines, major rivers and lakes, should be depicted in a
way that makes them easily recognisable;
(c) For charts prepared by computer, meteorological data should take preference over basic chart
information, the former cancelling the latter wherever they overlap;
(d) Major aerodromes should be shown as a dot and identified by the first letter of the name of the
city the aerodrome serves as given in Table AOP of the EUR air navigation plan;
(e) A geographical grid should be shown with meridians and parallels represented by dotted lines
at each 10°-latitude and longitude; dots should be spaced one degree apart;
(f) Latitude and longitude values should be indicated at various points throughout the charts; and
(g) Labels on the charts for flight documentation should be clear and simple and should present
the name of the world area forecast centre or, for non-WAFS products, the originating centre,
the type of chart, date and valid time and, if necessary, the types of units used in an
unambiguous way.
AMC2 MET.TR.215(f) Forecasts and other information

CHARTS
(a) The minimum number of charts for flights between flight level 250 and flight level 630 should
include a high-level SIGWX chart (flight level 250 to flight level 630) and a forecast 250 hPa wind
and temperature chart.
(b) The actual charts provided for pre-flight and in-flight planning and for flight documentation
should be agreed between the meteorological providers and the users concerned.

SERVICES (MET.TR)
GM1 MET.TR.215(f) Forecasts and other information

CHARTS — SHORT-HAUL FLIGHTS

For short-haul flights, charts should be prepared covering limited areas at a scale of 1:15 × 10⁶ as
required.
GM1 MET.TR.215(g) Forecasts and other information

CONCATENATED ROUTE-SPECIFIC FORECASTS

(a) The flight documentation related to concatenated route-specific upper wind and upper-air
temperature forecasts should be provided as agreed between the meteorological service
provider and the operator concerned.
(b) Guidance on the design, formulation and use of concatenated charts is given in the Manual of
Aeronautical Meteorological Practice (ICAO Doc 8896).
AMC1 MET.TR.215(i) Forecasts and other information

CLIMATOLOGICAL INFORMATION — PERIOD OF OBSERVATION

Aeronautical climatological information should be based on observations made over a period of at
least five years. The period should be indicated in the information supplied.

CLIMATOLOGICAL DATA RELATED TO SITES FOR NEW AERODROMES

Climatological data related to sites for new aerodromes and to additional runways at existing
aerodromes should be collected starting as early as possible before the commissioning of those
aerodromes or runways.

CLIMATOLOGICAL SUMMARIES
Aerodrome climatological summaries should follow the procedures prescribed by the World
Meteorological Organization and should be made available in a form to meet a specific user request.

SERVICES (MET.TR)

CLIMATOLOGICAL TABLE
An aerodrome climatological table should indicate:
(a) mean values and variations therefrom, including maximum and minimum values, of
meteorological elements; and/or
(b) the frequency of occurrence of present weather phenomena affecting flight operations at the
aerodrome; and/or
(c) the frequency of occurrence of specified values of one, or of a combination of two or more,
elements.

CLIMATOLOGICAL TABLE
Aerodrome climatological tables should include information required for the preparation of
aerodrome climatological summaries.

CLIMATOLOGICAL SUMMARIES
Aerodrome climatological summaries should cover:
(a) frequencies of the occurrence of runway visual range/visibility and/or height of base of the
lowest cloud layer of BKN or OVC extent below specified values at specified times;
(b) frequencies of visibility below specified values at specified times;
(c) frequencies of the height of base of the lowest cloud layer of BKN or OVC extent below specified
values at specified times;
(d) frequencies of occurrence of concurrent wind direction and speed within specified ranges;
(e) frequencies of surface temperature in specified ranges of 5°C at specified times; and
(f) mean values and variations therefrom, including maximum and minimum values of
meteorological elements required for operational planning purposes, including take-off
performance calculations.
GM1 MET.TR.215(i) Forecasts and other information

CLIMATOLOGICAL INFORMATION
In cases where it is impracticable to meet the requirements for aeronautical climatological information
on a national basis, the collection, processing and storage of observational data may be effected
through computer facilities available for international use, and the responsibility for the preparation
of the required aeronautical climatological information may be delegated by agreement between the
competent authorities concerned.

SERVICES (MET.TR)

CLIMATOLOGICAL SUMMARIES — MODELS

Models of climatological summaries related to (a) to (e) of AMC6 MET.TR.215(i) are given in the WMO
Publication No 49, Technical Regulations, Volume II, C.3.2.

CLIMATOLOGICAL DATA FOR AERODROME PLANNING PURPOSES

Climatological data required for aerodrome planning purposes are set out in GM1 ADR-DSN.B.025
‘Data to be used’.
MET.TR.220 Aerodrome forecasts

(a) Aerodrome forecasts and amendments thereto shall be issued as a TAF and shall include, in the
order indicated, the:
(1) identification of the type of forecast;
(2) location indicator;
(3) time of issue of forecast;
(4) identification of a missing forecast, when applicable;
(5) date and period of validity of forecast;
(6) identification of a cancelled forecast, when applicable;
(7) surface wind;
(8) visibility;
(9) weather;
(10) cloud;
(11) expected significant changes to one or more of these elements during the period of
validity.
(b) TAF shall be issued in accordance with the template shown in Appendix 3 and disseminated in
the TAF code form.
(c) The period of validity of a routine TAF shall be either 9 or 24 or 30 hours and shall be filed for
transmission not earlier than 1 hour before the commencement of their period of validity.
(d) TAF, if disseminated in digital form, shall:
(1) be formatted in accordance with a globally interoperable information exchange model;
(2) use geography markup language (GML);
(3) be accompanied by the appropriate metadata.

SERVICES (MET.TR)
(e) The meteorological elements included in TAF shall be:

(1) Surface wind
(i) In forecasting surface wind, the expected prevailing direction shall be given.
(ii) When it is not possible to forecast a prevailing surface wind direction due to its
expected variability, the forecasted wind direction shall be indicated as variable
using ‘VRB’.
(iii) When the wind is forecasted to be less than 1 kt (0,5 m/s), the forecasted wind
speed shall be indicated as calm.
(iv) When the forecasted maximum speed exceeds the forecasted mean wind speed
by 10 kt (5 m/s) or more, the forecasted maximum wind speed shall be indicated.
(v) When a wind speed of 100 kt (50 m/s) or more is forecasted, it shall be indicated
to be more than 99 kt (49 m/s).
(2) Visibility
(i) When the visibility is forecasted to be less than 800 m, it shall be expressed in steps
of 50 m; when it is forecasted to be 800 m or more, but less than 5 km, in steps of
100 m; when it is forecasted to be 5 km or more, but less than 10 km, in kilometre
steps; and when it is forecasted to be 10 km or more, it shall be expressed as 10 km,
except when conditions of CAVOK are forecasted to apply. The prevailing visibility
shall be forecasted.
(ii) When visibility is forecasted to vary in different directions and the prevailing
visibility cannot be forecasted, the lowest forecasted visibility shall be given.
(3) Weather phenomena
(i) One or more, up to a maximum of three, of the following weather phenomena or
combinations thereof, together with their characteristics and, where appropriate,
intensity, shall be forecasted if they are expected to occur at the aerodrome:
(A) freezing precipitation;
(B) freezing fog;
(C) moderate or heavy precipitation (including showers thereof);
(D) low drifting dust, sand or snow;
(E) blowing dust, sand or snow;
(F) dust storm;
(G) sandstorm;
(H) thunderstorm (with or without precipitation);
(I) squall;
(J) funnel cloud (tornado or waterspout);
(K) other weather phenomena, as agreed by the aerodrome meteorological
office with the ATS units and operators concerned.
(ii) The expected end of occurrence of those phenomena shall be indicated by the
abbreviation ‘NSW’.

SERVICES (MET.TR)
(4) Cloud
(i) The cloud amount shall be forecast using the abbreviations ‘FEW’, ‘SCT’, ‘BKN’ or
‘OVC’, as necessary. When it is expected that the sky will remain or become
obscured and clouds cannot be forecasted and information on vertical visibility is
available at the aerodrome, the vertical visibility shall be forecasted in the form
‘VV’ followed by the forecasted value of the vertical visibility.
(ii) When several layers or masses of cloud are forecasted, their amount and height of
base shall be included in the following order:
(A) the lowest layer or mass regardless of amount, to be forecasted as FEW, SCT,
BKN or OVC as appropriate;
(B) the next layer or mass covering more than 2/8, to be forecast as SCT, BKN or
OVC as appropriate;
(C) the next higher layer or mass covering more than 4/8, to be forecast as BKN
or OVC as appropriate;
(D) cumulonimbus clouds and/or towering cumulus clouds, whenever
forecasted and not already included under points (A) to (C).
(iii) Cloud information shall be limited to cloud of operational significance; when no
cloud of operational significance is forecasted and ‘CAVOK’ is not appropriate, the
abbreviation ‘NSC’ shall be used.
(f) Use of change groups
(1) The criteria used for the inclusion of change groups in TAF or for the amendment of TAF
shall be based on any of the following weather phenomena, or combinations thereof,
being forecasted to begin or end or change in intensity:
(i) freezing fog;
(ii) freezing precipitation;
(iii) moderate or heavy precipitation (including showers thereof);
(iv) thunderstorm;
(v) dust storm;
(vi) sandstorm.
(2) When a change in any of the elements given in point (a) is required to be indicated, the
change indicators ‘BECMG’ or ‘TEMPO’ shall be used followed by the time period during
which the change is expected to occur. The time period shall be indicated as the beginning
and end of the period in whole hours UTC. Only those elements for which a significant
change is expected shall be included following a change indicator. However, in the case
of significant changes in respect of cloud, all cloud groups, including layers or masses not
expected to change, shall be indicated.
(3) The change indicator ‘BECMG’ and the associated time group shall be used to describe
changes where the meteorological conditions are expected to reach or pass through
specified threshold values at a regular or irregular rate and at an unspecified time during
the time period. The time period shall not exceed 4 hours.

SERVICES (MET.TR)
(4) The change indicator ‘TEMPO’ and the associated time group shall be used to describe
expected frequent or infrequent temporary fluctuations in the meteorological conditions
which reach or pass specified threshold values and last for a period of less than 1 hour in
each instance and, in the aggregate, cover less than one half of the forecast period during
which the fluctuations are expected to occur. If the temporary fluctuation is expected to
last 1 hour or longer, the change group ‘BECMG’ shall be used in accordance with point
(3), or the validity period should be subdivided in accordance with point (5).
(5) Where one set of prevailing weather conditions is expected to change significantly and
more or less completely to a different set of conditions, the period of validity shall be
subdivided into self-contained periods using the abbreviation ‘FM’ followed immediately
by a six-figure time group in days, hours and minutes UTC indicating the time the change
is expected to occur. The subdivided period following the abbreviation ‘FM’ shall be self-
contained and all forecasted conditions given before the abbreviation shall be
superseded by those following the abbreviation.
(g) The probability of occurrence of an alternative value of a forecast element or elements shall be
included when:
(1) a 30 or 40 % probability of alternative meteorological conditions exists during a specific
forecast time period; or
(2) a 30 or 40 % probability of temporary fluctuations in meteorological conditions exists
during a specific forecast time period.
This shall be indicated in the TAF by using the abbreviation ‘PROB’ followed by the
probability in tens of per cent and, in the case referred to in point (1), the time period
during which the values are expected to apply, or in the case referred to in point (2), by
using the abbreviation ‘PROB’ followed by the probability in tens of per cent, the change
indicator ‘TEMPO’ and associated time group.
GM1 MET.TR.220 Aerodrome forecasts

EXAMPLE OF TAF
TAF for YUDO (Donlon/International)*:
TAF YUDO 151800Z 1600/1618 13005MPS 9000 BKN020 BECMG 1606/1608 SCT015CB BKN020 TEMPO
1608/1612 17006G12MPS 1000 TSRA SCT010CB BKN020 FM161230 15004MPS 9999 BKN020
Meaning of the forecast:
TAF for Donlon/International* issued on the 15th of the month at 1800 UTC valid from 0000 UTC to 1800 UTC
on the 16th of the month; surface wind direction 130 degrees; wind speed 5 knots; visibility 9 kilometres,
broken cloud at 2 000 feet; becoming between 0600 UTC and 0800 UTC on the 16th of the month, broken
cloud at 800 feet; temporarily between 0800 UTC and 1200 UTC on the 16 th of the month surface wind
direction 170 degrees; wind speed 15 knots gusting to 25 knots; visibility 1 000 metres in a thunderstorm with
moderate rain, scattered cumulonimbus cloud at 300 metres and broken cloud at 2 000 feet; from 1230 UTC
on the 16th of the month, surface wind direction 150 degrees; wind speed 4 knots; visibility 10 kilometres or
more; and broken cloud at 2 000 feet.

SERVICES (MET.TR)

EXAMPLE OF CANCELLATION OF TAF

Cancellation of TAF for YUDO (Donlon/International)*:
TAF AMD YUDO 161500Z 1600/1618 CNL
Meaning of the forecast:
Amended TAF for Donlon/International* issued on the 16th of the month at 1500 UTC cancelling the
previously issued TAF valid from 0000 UTC to 1800 UTC on the 16th of the month.

ACCURACY OF TAF
Guidance on operationally desirable accuracy of TAF is given below:
Element to be forecast Operationally desirable Minimum percentage of
accuracy of forecasts cases within range
TAF
Wind direction ± 20° 80 % of cases
Wind speed ± 2.5 m/s (5 kt) 80 % of cases
Visibility ± 200 m up to 800 m 80 % of cases
± 30 % between 800 m and 10 km
Precipitation Occurrence or non-occurrence 80 % of cases
Cloud amount One category below 450 m (1 500 ft) 70 % of cases
Occurrence or non-occurrence of BKN or OVC
between 450 m (1 500 ft) and 3 000 m (10 000 ft)
Cloud height ± 30 m (100 ft) up to 300 m (1 000 ft) 70 % of cases
± 30 % between 300 m (1 000 ft) and 3 000 m
(10 000 ft)
Air temperature ± 1°C 70 % of cases
GM1 MET.TR.220(a)(8) Aerodrome forecasts

VISIBILITY
The visibility included in TAF refers to the forecast prevailing visibility.
AMC1 MET.TR.220(b) Aerodrome forecasts

TAF — DIGITAL FORM

TAF should be disseminated in a digital form.

SERVICES (MET.TR)
GM1 MET.TR.220(b) Aerodrome forecasts

TAF — DIGITAL FORM

When TAF is disseminated in a digital form, this is in addition to the TAF code form.
GM2 MET.TR.220(b) Aerodrome forecasts

TAF CODE FORM

The TAF code form is contained in the WMO Publication No 306, Manual on Codes, Volume I.1, Part A
— Alphanumeric Codes.
AMC1 MET.TR.220(c) Aerodrome forecasts

PERIOD OF VALIDITY
(a) The periods of validity for 9-hour TAF should commence at 00, 03, 06, 09, 12, 15, 18 and 21 UTC
and for 24- and 30-hour TAF at 00, 06, 12 and 18 UTC or 03, 09, 15, and 21 UTC.
(b) The 24- and 30-hour TAF periods of validity should be determined based on the types of
operations, as agreed between the aerodrome meteorological office and the operators
concerned.
At aerodromes with limited hours of operation, the beginning of the period of validity of a TAF
should commence at least 1 hour prior to the aerodrome resuming operations, or more as
agreed between the aerodrome meteorological office and the operators concerned, to meet
planning requirements for flights that arrive at the aerodromes as soon as it is opened for use.
(c) Routine TAF valid for 9 hours should be issued every 3 hours, and those valid for 24 or 30 hours
should be issued every 6 hours.
GM1 MET.TR.220(d) Aerodrome forecasts

FORMAT OF TAF
Guidance on the information exchange model, XML/GML and the metadata profile is provided in the

SERVICES (MET.TR)
AMC1 MET.TR.220(f) Aerodrome forecasts

TAF — USE OF CHANGE GROUPS

The criteria used for the inclusion of change groups in TAF or amendments to TAF should be based on
the following:
(a) when the mean surface wind direction is forecasted to change by 60° or more, the mean speed
before and/or after the change being 10 kt (5 m/s) or more;
(b) when the mean surface wind speed is forecasted to change by 10 kt (5 m/s) or more;
(c) when the variation from the mean surface wind speed (gusts) is forecasted to change by 10 kt
(5 m/s) or more, the mean speed before and/or after the change being 15 kt (7.5 m/s) or more;
(d) when the surface wind is forecasted to change through values of operational significance;
(e) when the visibility is forecasted to improve and change to or pass through one or more of the
following values, or when the visibility is forecasted to deteriorate and pass through one or
more of the following values:
(1) 150, 350, 600, 800, 1 500 or 3 000 m; and
(2) 5 000 m in cases where significant numbers of flights are operated in accordance with
the visual flight rules;
(f) when any of the following weather phenomena, or combinations thereof, are forecasted to
begin or end:
(1) low drifting dust, sand or snow;
(2) blowing dust, sand or snow;
(3) squall; and
(4) funnel cloud (tornado or waterspout);
(g) when the height of base of the lowest layer or mass of cloud of BKN or OVC extent is forecasted
to lift and change to or pass through one or more of the following values, or when the height of
the lowest layer or mass of cloud of BKN or OVC extent is forecasted to lower and pass through
one or more of the following values:
(1) 100, 200, 500 or 1 000 ft (30, 60, 150 or 300 m); or
(2) 1 500 ft (450 m) in cases where significant numbers of flights are operated in accordance
with the visual flight rules;
(h) when the amount of a layer or mass of cloud below 1 500 ft (450 m) is forecasted to change:
(1) from NSC, FEW or SCT to BKN or OVC; or
(2) from BKN or OVC to NSC, FEW or SCT;
(i) when the vertical visibility is forecasted to improve and change to or pass through one or more
of the following values, or when the vertical visibility is forecasted to deteriorate and pass
through one or more of the following values: 100, 200, 500 or 1 000 ft (30, 60, 150 or 300 m);
and
(j) any other criteria based on local aerodrome operating minima, as agreed between the
aerodrome meteorological office and the operators.

SERVICES (MET.TR)
GM1 MET.TR.220(f)(1) Aerodrome forecasts

TAF — USE OF CHANGE AND TIME INDICATORS

Guidance on the use of change and time indicators in TAF is given below:
Change or time indicator Time period Meaning

FM ndndnhnhnmnm Used to indicate a significant change in most weather
elements occurring at ndnd day, nhnh hours and nmnm
minutes (UTC);
all the elements given before ‘FM’ are to be included
following ‘FM’ (i.e. they are all superseded by those
following the abbreviation).
BECMG nd1nd1nh1nh1/nd2 The change is forecast to commence at nd1nd1 day and
nd2nh2nh2 nh1nh1 hours (UTC) and be completed by nd2nd2 day
and nh2nh2 hours (UTC);
only those elements for which a change is forecast are to
be given following ‘BECMG’;
the time period nd1nd1nh1nh1/nd2nd2nh2nh2 should
normally be less than 2 hours and in any case should not
exceed 4 hours.
TEMPO nd1nd1nh1nh1/nd2 Temporary fluctuations are forecast to commence at
nd2nh2nh2 nd1nd1 day and nh1nh1 hours (UTC) and cease by
nd2nd2 day and nh2nh2 hours (UTC);
only those elements for which fluctuations are forecast
are to be given following ‘TEMPO’; temporary
fluctuations should not last more than one hour in each
instance, and in the aggregate, cover less than half of the
period nd1nd1nh1nh1/nd2nd2nh2nh2.
PROBnn — nd1nd1nh1nh1/nd2 probability of occurrence (in —
nd2nh2nh2 %) of an alternative value of a
TEMPO nd1nd1nh1nh1/nd2 forecast element or elements; probability of
nd2nh2nh2 nn = 30 or nn = 40 only; occurrence of
to be placed after the temporary fluctuations
element(s) concerned
AMC1 MET.TR.220(g) Aerodrome forecasts

USE OF PROBABILITY INDICATORS

(a) The number of change and probability groups should be kept to a minimum.
(b) The probability of occurrence of an alternative value of a forecast element or elements should
be placed after the element or elements forecast and be followed by the alternative value of
the element or elements.

SERVICES (MET.TR)
GM1 MET.TR.220(g) Aerodrome forecasts

USE OF PROBABILITY INDICATORS

(a) A probability of an alternative value or change of less than 30 % should not be considered
sufficiently significant to be indicated.
(b) A probability of an alternative value or change of 50 % or more should not be considered a
probability but, instead, should be indicated, as necessary, by use of the change indicators
‘BECMG’ or ‘TEMPO’ or by subdivision of the validity period using the abbreviation ‘FM’. The
probability group should neither be used to qualify the change indicator ‘BECMG’ nor the time
indicator ‘FM’.
MET.TR.225 Forecasts for landing

(a) TREND forecasts shall be issued in accordance with Appendix 1.

(b) The units and scales used in the TREND forecast shall be the same as those used in the report
to which it is appended.
(c) The TREND forecast shall indicate significant changes in respect of one or more of the elements:
surface wind, visibility, weather phenomena and clouds. Only those elements for which a
significant change is expected shall be included. However, in the case of significant changes in
respect of cloud, all cloud groups, including layers or masses not expected to change, shall be
indicated. In the case of a significant change in visibility, the phenomenon causing the reduction
of visibility shall also be indicated. When no change is expected to occur, this shall be indicated
by the term ‘NOSIG’.
(1) Surface wind
The TREND forecast shall indicate changes in the surface wind which involve:
(i) a change in the mean wind direction of 60° or more, the mean speed before and/or
after the change being 10 kt (5 m/s) or more;
(ii) a change in mean wind speed of 10 kt (5 m/s) or more;
(iii) changes in the wind through values of operational significance.
(2) Visibility
(i) When the visibility is expected to improve and change to or pass through one or
more of the following values, or when the visibility is expected to deteriorate and
pass through one or more of the following values: 150, 350, 600, 800, 1 500 or
3000 m, the trend forecast shall indicate the change.
(ii) When significant numbers of flights are conducted in accordance with the visual
flight rules, the forecast shall additionally indicate changes to or passing through
5 000 m.
(iii) In TREND forecasts appended to METAR, visibility shall refer to the forecast
prevailing visibility.

SERVICES (MET.TR)
(3) Weather phenomena

(i) The TREND forecast shall indicate the expected onset, cessation or change in
intensity of any of the following weather phenomena or combinations thereof:
(A) freezing precipitation;
(B) moderate or heavy precipitation, including showers thereof;
(C) thunderstorm, with precipitation;
(D) dust storm;
(E) sandstorm;
(F) other weather phenomena as agreed by the aerodrome meteorological
office with the ATS units and operators concerned.
(ii) The TREND forecast shall indicate the expected onset or cessation of any of the
following weather phenomena or combinations thereof:
(A) freezing fog;
(B) low drifting dust, sand or snow;
(C) blowing dust, sand or snow;
(D) thunderstorm (without precipitation);
(E) squall;
(F) funnel cloud (tornado or waterspout).
(iii) The total number of phenomena reported in points (i) and (ii) shall not exceed
three.
(iv) The expected end of occurrence of the weather phenomena shall be indicated by
the abbreviation ‘NSW’.
(4) Clouds
(i) When the height of base of a cloud layer of BKN or OVC extent is expected to lift
and change to or pass through one or more of the following values, or when the
height of base of a cloud layer of BKN or OVC extent is expected to lower and pass
through one or more of the following values: 100, 200, 500, 1 000 and 1 500 ft (30,
60, 150, 300 and 450 m), the TREND forecast shall indicate the change.
(ii) When the height of base of a cloud layer is below or is expected to fall below or
rise above 1 500 ft (450 m), the TREND forecast shall also indicate changes in cloud
amount from FEW, or SCT increasing to BKN or OVC, or changes from BKN or OVC
decreasing to FEW or SCT.
(iii) When no clouds of operational significance are forecast and ‘CAVOK’ is not
appropriate, the abbreviation ‘NSC’ shall be used.

SERVICES (MET.TR)
(5) Vertical visibility

When the sky is expected to remain or become obscured and vertical visibility
observations are available at the aerodrome, and the vertical visibility is forecast to
improve and change to or pass through one or more of the following values, or when the
vertical visibility is forecast to deteriorate and pass through one or more of the following
values: 100, 200, 500 or 1 000 ft (30, 60, 150 or 300 m), the TREND forecast shall indicate
the change.
(6) Additional criteria
The aerodrome meteorological office and the users may agree on additional criteria to
be used, based on local aerodrome operating minima.
(7) Use of change groups
(i) When a change is expected to occur, the TREND forecast shall begin with one of
the change indicators ‘BECMG’ or ‘TEMPO’.
(ii) The change indicator ‘BECMG’ shall be used to describe forecast changes where
the meteorological conditions are expected to reach or pass through specified
values at a regular or irregular rate. The period during which, or the time at which,
the change is forecast to occur shall be indicated using the abbreviations ‘FM’, ‘TL’
or ‘AT’, as appropriate, each followed by a time group in hours and minutes.
(iii) The change indicator ‘TEMPO’ shall be used to describe forecast temporary
fluctuations in the meteorological conditions which reach or pass specified values
and last for a period of less than 1 hour in each instance and, in the aggregate,
cover less than one half of the period during which the fluctuations are forecast to
occur. The period during which the temporary fluctuations are forecast to occur
shall be indicated using the abbreviations ‘FM’ and/or ‘TL’, as appropriate, each
followed by a time group in hours and minutes.
(8) Use of the probability indicator
The indicator ‘PROB’ shall not be used in TREND forecasts.
AMC1 MET.TR.225(c)(1)(iii) Forecasts for landing

THRESHOLD VALUES
The threshold values should be established by the aerodrome meteorological office in consultation
with the appropriate ATS units and operators concerned, taking into account changes in the wind
which would:
(a) require a change in runway(s) in use; and
(b) indicate that the runway tailwind and crosswind components will change through values
representing the main operating limits for typical aircraft operating at the aerodrome.

SERVICES (MET.TR)
GM1 MET.TR.225(c)(2)(iii) Forecasts for landing

VISIBILITY
In TREND forecasts appended to local routine reports and local special reports, visibility refers to the
forecast visibility along the runway(s).
AMC1 MET.TR.225(c)(7)(ii) Forecasts for landing

USE OF CHANGE GROUPS — BECMG

(a) When the change is forecast to begin and end wholly within the trend forecast period, the
beginning and end of the change should be indicated by using the abbreviations ‘FM’ and ‘TL’,
respectively, with their associated time groups.
(b) When the change is forecast to commence at the beginning of the trend forecast period but be
completed before the end of that period, the abbreviation ‘FM’ and its associated time group
should be omitted and only ‘TL’ and its associated time group should be used.
(c) When the change is forecast to begin during the trend forecast period and be completed at the
end of that period, the abbreviation ‘TL’ and its associated time group should be omitted and
only ‘FM’ and its associated time group should be used.
(d) When the change is forecast to occur at a specified time during the trend forecast period, the
abbreviation ‘AT’ followed by its associated time group should be used.
(e) When the change is forecast to commence at the beginning of the trend forecast period and be
completed by the end of that period, or when the change is forecast to occur within the trend
forecast period but the time is uncertain, the abbreviations ‘FM’, ‘TL’ or ‘AT’ and their associated
time groups should be omitted and the change indicator ‘BECMG’ should be used alone.

SERVICES (MET.TR)
GM1 MET.TR.225(c)(7)(ii) Forecasts for landing

TREND FORECASTS — USE OF CHANGE INDICATORS

Guidance on the use of change indicators in trend forecasts is given in the table below.
Time indicator
Change indicator Meaning
and period
NOSIG — no significant changes are forecast
BECMG FMn1n1n1n1 the change is commence at n1n1n1n1 UTC and be completed by
TLn2n2n2n2 forecast to n2n2n2n2 UTC
TLnnnn commence at the beginning of the trend forecast
period and be completed by nnnn UTC
FMnnnn commence at nnnn UTC and be completed by the
end of the trend forecast period
ATnnnn occur at nnnn UTC (specified time)
— commence at the beginning of the trend forecast
period and be completed by the end of the trend
forecast period; or
the time is uncertain
TEMPO FMn1n1n1n1 temporary commence at n1n1n1n1 UTC and cease by n2n2n2n2
TLn2n2n2n2 fluctuations UTC
TLnnnn are forecast to commence at the beginning of the trend forecast
period and cease by nnnn UTC
FMnnnn commence at nnnn UTC and cease by the end of
the trend forecast period
— commence at the beginning of the trend forecast
period and cease by the end of the trend forecast
period
AMC1 MET.TR.225(c)(7)(iii) Forecasts for landing

USE OF CHANGE GROUPS — TEMPO

(a) When the change is forecast to begin and end wholly within the trend forecast period, the
beginning and end of the change should be indicated by using the abbreviations ‘FM’ and ‘TL’
respectively, with their associated time groups.
(b) When the change is forecast to commence at the beginning of the trend forecast period but be
completed before the end of that period, the abbreviation ‘FM’ and its associated time group
should be omitted and only ‘TL’ and its associated time group should be used.
(c) When the change is forecast to begin during the trend forecast period and be completed at the
end of that period, the abbreviation ‘TL’ and its associated time group should be omitted and
only ‘FM’ and its associated time group should be used.
(d) When the change is forecast to occur at a specified time during the trend forecast period, the
abbreviation ‘AT’ followed by its associated time group should be used.
(e) When the change is forecast to commence at the beginning of the trend forecast period and be
completed by the end of that period, or when the change is forecast to occur within the trend

SERVICES (MET.TR)
forecast period but the time is uncertain, the abbreviations ‘FM’, ‘TL’ or ‘AT’ and their associated
time groups should be omitted and the change indicator ‘TEMPO’ should be used alone.
MET.TR.230 Forecasts for take-off

(a) A forecast for take-off shall refer to a specified period of time and shall contain information on
expected conditions over the runway complex in regard to surface wind direction and speed
and any variations thereof, temperature, pressure, and any other elements as agreed between
the aerodrome meteorological office and the operators.
(b) The order of the elements and the terminology, units and scales used in forecasts for take-off
shall be the same as those used in reports for the same aerodrome.
AMC1 MET.TR.230(a) Forecasts for take-off

AMENDMENTS TO FORECASTS
(a) The criteria for the issuance of amendments to forecasts for take-off for surface wind direction
and speed, temperature and pressure, and any other elements agreed locally should be agreed
between the aerodrome meteorological office and the operators concerned.
(b) The criteria should be consistent with the corresponding criteria for special reports established
for the aerodrome.
MET.TR.235 Aerodrome warnings and wind shear warnings and

alerts
(a) Wind shear warnings shall be issued in accordance with the template in Appendix 4.
(b) The sequence number referred to in the template in Appendix 4 shall correspond to the number
of wind shear warnings issued for the aerodrome since 00.01 UTC on the day concerned.
(c) Wind shear alerts shall give concise, up-to-date information related to the observed existence
of wind shear involving a headwind/tailwind change of 15 kt (7,5 m/s) or more which could
adversely affect aircraft on the final approach path or initial take-off path and aircraft on the
runway during the landing roll or take-off run.
(d) Wind shear alert shall, if practicable, relate to specific sections of the runway and distances
along the approach path or take-off path as agreed between the aerodrome meteorological
office, the appropriate ATS units and the operators concerned.
AMC1 MET.TR.235 Aerodrome warnings and wind shear warnings

and alerts
AERODROME WARNINGS — FORMAT

(a) Aerodrome warnings should be issued in accordance with the template below or in another
format where required by operators or aerodrome meteorological offices.

SERVICES (MET.TR)
Template for aerodrome warnings

Key:
C = inclusion conditional, included whenever applicable.
Element Detailed content Templates Examples
Location indicator ofLocation indicator of the nnnn YUCC
the aerodrome (M) aerodrome
Identification of theType of message and AD WRNG [n]n AD WRNG 2
type of message (M) sequence number
Validity period (M) Day and time of validity VALID nnnnnn/nnnnnn VALID
period in UTC 211230/211530
IF THE AERODROME WARNING IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE.
Phenomenon (M) Description of TC nnnnnnnnnn or TC ANDREW
phenomenon causing [HVY] TS or HVY SN 25CM
the issuance of the GR or SFC WSPD 20MPS
aerodrome warning [HVY] SN [nnCM] or MAX 30
[HVY] FZRA or VA
[HVY] FZDZ or
RIME or
[HVY] SS or TSUNAMI
[HVY] DS or
SA or
DU or
SFC WSPD nn[n]MPS MAX nn[n]
(SFC WSPD nn[n]KT MAX nn[n])
or
SFC WIND nnn/nn[n]MPS MAX
nn[n]
(SFC WIND nnn/nn[n]KT MAX
nn[n]) or
SQ or FROST or
TSUNAMI or
VA[DEPO] or
TOX CHEM or
Free text up to 32 characters
Observed or forecast Indication whether the OBS [AT nnnnZ] or OBS AT 1200Z
phenomenon (M) information is observed FCST OBS
and expected to
continue, or forecast
Changes in intensity Expected changes in INTSF or WKN
(C) intensity WKN or
NC
OR
Cancellation of Cancellation of CNL AD WRNG [n]n CNL AD WRNG 2
aerodrome aerodrome warning nnnnnn/nnnnnn 211230/211530
warning referring to its
identification
(b) When the above template is used, the sequence number referred to in the template should
correspond to the number of aerodrome warnings issued for the aerodrome since 00.01 UTC
on the day concerned.

SERVICES (MET.TR)
GM1 MET.TR.235 Aerodrome warnings and wind shear warnings

and alerts
RANGES AND RESOLUTIONS — AERODROME WARNINGS

(a) The ranges and resolutions for the numerical elements included in aerodrome warnings are
shown below:
Ranges and resolutions for the numerical elements included in volcanic ash and tropical cyclone advisory
messages, SIGMET/AIRMET messages and aerodrome and wind shear warnings
Elements Range Resolution
Summit elevation: M 000–8 100 1
FT 000–27 000 1
Advisory number: for VA (index)* 000–2 000 1
for TC (index)* 00–99 1
Maximum surface wind: MPS 00–99 1
KT 00–199 1
Central pressure: hPa 850–1 050 1
Surface wind speed: MPS 15–49 1
KT 30–99 1
Surface visibility: M 0000–0750 50
M 0800–5 000 100
Cloud: height of base: M 000–300 30
FT 000–1 000 100
Cloud: height of top: M 000–2 970 30
M 3 000–20 000 300
FT 000–9 900 100
FT 10 000–60 000 1 000
Latitudes: ° (degrees) 00–90 1
(minutes) 00–60 1
Longitudes: ° (degrees) 000–180 1
(minutes) 00–60 1
Flight levels: 000–650 10
Movement: KMH 0–300 10
KT 0–150 5
* Non-dimensional
(b) The explanations for the abbreviations can be found in the Procedures for Air Navigation
Services — ICAO Abbreviations and Codes (PANS ABC, ICAO Doc 8400).

SERVICES (MET.TR)
AMC2 MET.TR.235(a) Aerodrome warnings and wind shear

warnings and alerts
FORMAT OF AERODROME WARNINGS

(a) The additional text should be prepared in abbreviated plain language using approved ICAO
abbreviations and numerical values. If no ICAO-approved abbreviations are available, English
plain language text should be used.
(b) When quantitative criteria are necessary for the issuance of aerodrome warnings, the criteria
used should be as agreed between the aerodrome meteorological office and the users
concerned.
AMC1 MET.TR.235(c) Aerodrome warnings and wind shear

warnings and alerts
FORMAT OF WIND SHEAR WARNINGS

(a) The use of text additional to the abbreviations listed in the template in Table 6 of Appendix 1
should be kept to a minimum. The additional text should be prepared in abbreviated plain
language using ICAO-approved abbreviations and numerical values.
(b) When an aircraft report is used to prepare a wind shear warning or to confirm a warning
previously issued, the corresponding aircraft report, including the aircraft type, should be
disseminated unchanged in accordance with the local arrangements to those concerned.
GM1 MET.TR.235(c) Aerodrome warnings and wind shear warnings

and alerts
WIND SHEAR TYPES

Following reported encounters by both arriving and departing aircraft, two different wind shear
warnings may exist: one for arriving aircraft and one for departing aircraft.

and alerts
REPORTING THE INTENSITY OF WIND SHEAR

Specifications for reporting the intensity of wind shear are still under development. It is recognised,
however, that pilots, when reporting wind shear, may use the qualifying terms ‘moderate’, ‘strong’ or
‘severe’, based to a large extent on their subjective assessment of the intensity of the wind shear
encountered.

SERVICES (MET.TR)

and alerts
DETECTION OF WIND SHEAR

Wind shear conditions are normally associated with the following phenomena:
(a) thunderstorms, microbursts, funnel cloud, tornado or waterspout, and gust fronts;
(b) frontal surfaces;
(c) strong surface winds coupled with local topography;
(d) sea breeze fronts;
(e) mountain waves, including low-level rotors in the terminal area;
(f) low-level temperature inversions.
GM1 MET.TR.235(d) Aerodrome warnings and wind shear warnings

and alerts
DISSEMINATION OF WIND SHEAR ALERTS

The wind shear alerts are disseminated from automated, ground-based, wind shear remote-sensing
or detection equipment in accordance with local arrangements to those concerned.

SERVICES (MET.TR)
CHAPTER 3 — TECHNICAL REQUIREMENTS FOR METEOROLOGICAL WATCH

OFFICES
MET.TR.250 SIGMET messages

(a) The content and order of elements in a SIGMET message shall be in accordance with the
template shown in Appendix 5.
(b) SIGMET messages shall consist of three types:
(1) SIGMET for en-route weather phenomena other than volcanic ash or tropical cyclones,
referred as WS SIGMET;
(2) SIGMET for volcanic ash, referred as WV SIGMET;
(3) SIGMET for tropical cyclones, referred as WC SIGMET.
(c) The sequence number of SIGMET messages shall consist of three characters comprising one
letter and two numbers.
(d) Only one of the phenomena listed in Appendix 5 shall be included in a SIGMET message, using
the appropriate abbreviations and the following threshold value of surface wind speed of 34 kt
(17 m/s) or more for tropical cyclone.
(e) SIGMET information concerning thunderstorms or a tropical cyclone shall not include
references to associated turbulence and icing.
(f) SIGMET, if disseminated in digital form, shall be:
(1) formatted in accordance with a globally interoperable information exchange model and
shall use geography markup language (GML);
(2) accompanied by the appropriate metadata.

SERVICES (MET.TR)
AMC1 MET.TR.250(a) SIGMET messages

FORMAT
SIGMET, when issued in graphical format, should be as specified below:
(a) SIGMET FOR TROPICAL CYCLONE — MODEL STC

SERVICES (MET.TR)
(b) SIGMET FOR VOLCANIC ASH — MODEL SVA

SERVICES (MET.TR)
(c) SIGMET FOR PHENOMENA OTHER THAN TROPICAL CYCLONE AND VOLCANIC ASH —
MODEL SGE

SERVICES (MET.TR)
AMC2 MET.TR.250(a) SIGMET messages

AIRSPACE
In cases where the airspace is divided into a flight information region (FIR) and an upper-flight
information region (UIR), the SIGMET message should be identified by the location indicator of the
ATS unit serving the FIR.
GM1 MET.TR.250(a) SIGMET messages

FLIGHT INFORMATION REGION

The SIGMET message applies to the whole airspace within the lateral limits of the FIR, i.e. to the FIR
and to the UIR. The particular areas and/or flight levels affected by the meteorological phenomena
causing the issuance of the SIGMET message are given in the text of the message.

EXAMPLE OF SIGMET MESSAGES, AND THE CORRESPONDING CANCELLATIONS
SIGMET Cancellation of SIGMET

YUDD SIGMET 2 VALID 101200/101600 YUSO – YUDD SIGMET 3 VALID 101345/101600 YUSO –
YUDD SHANLON FIR/UIR OBSC TS FCST S OF N54 YUDD SHANLON FIR/UIR CNL SIGMET 2
AND E OF W012 TOP FL390 MOV E WKN FCST 101200/101600
1600Z S OF N54 AND E OF W010

EXAMPLE OF SIGMET MESSAGE FOR TROPICAL CYCLONE
YUCC SIGMET 3 VALID 251600/252200 YUDO —

YUCC AMSWELL FIR TC GLORIA OBS AT 1600Z N2706 W07306 CB TOP FL500 WI 150NM OF CENTRE MOV NW
10KT NC FCST 2200Z TC CENTRE N2740 W07345
Meaning:
The third SIGMET message issued for the AMSWELL* flight information region (identified by YUCC Amswell
area control centre) by the Donlon/International* meteorological watch office (YUDO) since 0001 UTC; the
message is valid from 1600 UTC to 2200 UTC on the 25th of the month; tropical cyclone Gloria was observed at
1600 UTC at 27 degrees 6 minutes north and 73 degrees 6 minutes west with cumulonimbus top at flight level
500 within 150 nautical miles of the centre; the tropical cyclone is expected to move northwestwards at
10 knots and not to undergo any changes in intensity; the forecast position of the centre of the tropical cyclone
at 2200 UTC is expected to be at 27 degrees 40 minutes north and 73 degrees 45 minutes west.
* Fictitious locations

SERVICES (MET.TR)

EXAMPLE OF SIGMET MESSAGE FOR VOLCANIC ASH
YUDD SIGMET 2 VALID 211100/211700 YUSO –

YUDD SHANLON FIR/UIR VA ERUPTION MT ASHVAL PSN S1500 E07348 VA CLD OBS AT 1100Z
APRX 220KM BY 35KM S1500 E07348 — S1530 E07642 FL310/450 MOV SE 35KT FCST 1700Z VA CLD
APRX S1506 E07500 — S1518 E08112 — S1712 E08330 — S1824 E07836
Meaning:
The second SIGMET message issued for the SHANLON* flight information region (identified by YUDD Shanlon
area control centre/upper flight information region) by the Shanlon/International* meteorological watch office
(YUSO) since 0001 UTC; the message is valid from 1100 UTC to 1700 UTC on the 21st of the month; volcanic ash
eruption of Mount Ashval* located at 15 degrees south and 73 degrees 48 minutes east; volcanic ash cloud
observed at 1100 UTC in an approximate area of 220 km by 35 km between 15 degrees south and 73 degrees
48 minutes east, and 15 degrees 30 minutes south and 76 degrees 42 minutes east; between flight levels 310
and 450, the volcanic ash cloud is expected to move south-eastwards at 35 knots; at 1700 UTC the volcanic ash
cloud is forecast to be located approximately in an area bounded by the following points: 15 degrees 6 minutes
south and 75 degrees east, 15 degrees 18 minutes south and 81 degrees 12 minutes east, 17 degrees
12 minutes south and 83 degrees 30 minutes east, and 18 degrees 24 minutes south and 78 degrees 36 minutes
east.

EXAMPLE OF SIGMET MESSAGE FOR RADIOACTIVE CLOUD

YUCC AMSWELL FIR RDOACT CLD OBS AT 1155Z WI S5000 W14000 — S5000 W13800 — S5200 W13800 —
S5200 W14000 — S5000 W14000 SFC/FL100 STNR WKN
Meaning:
The second SIGMET message issued for the AMSWELL* flight information region (identified by YUCC Amswell
area control centre) by the Donlon/International* meteorological watch office (YUDO) since 0001 UTC; the
message is valid from 1200 UTC to 1600 UTC on the 20th of the month; radioactive cloud was observed at 1155
UTC within an area bounded by 50 degrees 0 minutes south and 140 degrees 0 minutes west to 50 degrees
0 minutes south and 138 degrees 0 minutes west to 52 degrees 0 minutes south and138 degrees 0 minutes
west to 52 degrees 0 minutes south and 140 degrees 0 minutes west to 50 degrees 0 minutes south and
140 degrees 0 minutes west and between the surface and flight level 100; the radioactive cloud is expected to
remain stationary and to weaken in intensity.

SERVICES (MET.TR)

EXAMPLE OF SIGMET MESSAGE FOR SEVERE TURBULENCE

YUCC AMSWELL FIR SEV TURB OBS AT 1210Z N2020 W07005 FL250 MOV E 20KT WKN FCST 1600Z S OF N2020 E
OF W06950
Meaning:
The fifth SIGMET message issued for the AMSWELL* flight information region (identified by YUCC Amswell area
control centre) by the Donlon/International* meteorological watch office (YUDO) since 0001 UTC; the message
is valid from 1215 UTC to 1600 UTC on the 22nd of the month; severe turbulence was observed at 1210 UTC
20 degrees 20 minutes north and 70 degrees 5 minutes west at flight level 250; the turbulence is expected to
move eastwards at 20 knots and to weaken in intensity; forecast position at 1600 UTC south of 20 degrees
20 minutes north and east of 69 degrees 50 minutes west.
AMC1 MET.TR.250(c) SIGMET messages

SEQUENCE NUMBER
The letters to be used as the first character for the sequence number to indicate the specified en-
route weather phenomena which may affect the safety of aircraft operations should be:
Letter to be used in sequence number for
SIGMET Type Specified en-route phenomena
specified en-route phenomena
WC Tropical cyclone C
For WC exchange test purposes X
WV Volcanic ash A
For WV exchange test purposes Y
WS Thunderstorm T
Turbulence U
Icing I
Freezing rain F
Mountain wave M
Dust storm D
Sandstorm S
Radioactive cloud R
For WS exchange test purposes Z
AMC2 MET.TR.250(c) SIGMET messages

SEQUENCE NUMBER
The three-character number to be used in the sequence number should correspond to the number of
SIGMET messages, dependent on the phenomena as indicated by the first character, issued for the
flight information region since 0001 UTC on the day concerned.

SERVICES (MET.TR)
AMC1 MET.TR.250(d) SIGMET messages

CRITERIA RELATED TO PHENOMENA

Sandstorm/dust storm should be considered:
(a) heavy whenever the visibility is below 200 m and the sky is obscured; and
(b) moderate whenever the visibility is:
(1) below 20 m and the sky is not obscured; or
(2) between 200 and 600 m.
GM1 MET.TR.250(d) SIGMET messages


(a) An area of thunderstorms and cumulonimbus clouds is considered:
(1) obscured (OBSC) if it is obscured by haze or smoke or cannot be readily seen due to
darkness;
(2) embedded (EMBD) if it is embedded within cloud layers and cannot be readily recognised;
(3) isolated (ISOL) if it consists of individual features which affect, or are forecast to affect,
an area with a maximum spatial coverage less than 50 % of the area concerned (at a fixed
time or during the period of validity); and
(4) occasional (OCNL) if it consists of well-separated features which affect, or are forecast to
affect, an area with a maximum spatial coverage between 50 and 75 % of the area
concerned (at a fixed time or during the period of validity).
(b) An area of thunderstorms is considered frequent (FRQ) if within that area there is little or no
separation between adjacent thunderstorms with a maximum spatial coverage greater than
75 % of the area affected, or forecast to be affected, by the phenomenon (at a fixed time or
during the period of validity).
(c) Squall line (SQL) indicates a thunderstorm along a line with little or no space between individual
clouds.
(d) Hail (GR) is used as a further description of the thunderstorm, as necessary.
(e) Severe and moderate turbulence (TURB) refers only to: low-level turbulence associated with
strong surface winds; rotor streaming; or turbulence whether in cloud or not (CAT). Turbulence
is not used in connection with convective clouds.
(f) Turbulence is considered:
(1) severe whenever the peak value of the cube root of EDR exceeds 0.7; and
(2) moderate whenever the peak value of the cube root of EDR is above 0.4 and below or
equal to 0.7.
(g) Severe and moderate icing (ICE) refers to icing in other than convective clouds. Freezing rain
(FZRA) should refer to severe icing conditions caused by freezing rain.

SERVICES (MET.TR)
(h) A mountain wave (MTW) is considered:

(1) severe whenever an accompanying downdraft of 600 ft/min (3.0 m/s) or more and/or
severe turbulence is observed or forecast; and
(2) moderate whenever an accompanying downdraft of 350–600 ft/min (1.75–3.0 m/s)
and/or moderate turbulence is observed or forecast.
AMC1 MET.TR.250(f) SIGMET messages

FORM
SIGMET messages should be disseminated in a digital form, in addition to the abbreviated plain
language.
GM1 MET.TR.250(f)(1) SIGMET messages

FORM
Guidance on the information exchange model, GML, and the metadata profile is provided in the
MET.TR.255 AIRMET messages

(a) The content and order of elements in an AIRMET message shall be in accordance with the
template shown in Appendix 5.
(b) The sequence number referred to in the template in Appendix 5 shall correspond to the number
of AIRMET messages issued for the flight information region since 00.01 UTC on the day
concerned.
(c) Only one of the phenomena in Appendix 5 shall be included in an AIRMET message, using the
appropriate abbreviations and the following threshold values, when the phenomena is below
flight level 100, or below flight level 150 in mountainous areas, or higher, where necessary:
(1) wind speed above 30 kt (15 m/s);
(2) widespread areas affected by reduction of visibility to less than 5 000 m, including the
weather phenomenon causing the reduction of visibility;
(3) widespread areas of broken or overcast cloud with height of base less than 1 000 ft
(300 m) above ground level.
(d) AIRMET messages concerning thunderstorms or cumulonimbus clouds shall not include
references to associated turbulence and icing.

SERVICES (MET.TR)
GM1 MET.TR.255(a) AIRMET messages

EXAMPLE OF AIRMET MESSAGE FOR MODERATE MOUNTAIN WAVE
YUCC AIRMET 2 VALID 221215/221600 YUDO —

YUCC AMSWELL FIR MOD MTW OBS AT 1205Z N48 E010 FL080 STNR NC
Meaning:
The second AIRMET message issued for the AMSWELL* flight information region (identified by YUCC Amswell
area control centre) by the Donlon/International* meteorological watch office (YUDO) since 0001 UTC;
the message is valid from 1215 UTC to 1600 UTC on the 22nd of the month; moderate mountain wave was
observed at 1205 UTC at 48 degrees north and 10 degrees east at flight level 080; the mountain wave is
expected to remain stationary and not to undergo any changes in intensity.
GM2 MET.TR.255(a) AIRMET messages

EXAMPLE OF AIRMET MESSAGES, AND THE CORRESPONDING CANCELLATIONS
AIRMET Cancellation of AIRMET

YUDD AIRMET 1 VALID 151520/151800 YUDD AIRMET 2 VALID 151650/151800 YUSO –
YUSO – YUDD SHANLON FIR ISOL TS OBS YUDD SHANLON FIR CNL AIRMET 1
N OF S50 TOP ABV FL100 STNR WKN 151520/151800
GM1 MET.TR.255(b) AIRMET messages

FIR
The flight information region may be divided in sub-areas.
GM1 MET.TR.255(c) AIRMET messages


In reference to the criteria related to phenomena, please refer to GM1 MET.TR.250(d).
AMC1 MET.TR.255(d) AIRMET messages


In reference to sandstorm/dust storm, please refer to AMC1 MET.TR.250(d).

SERVICES (MET.TR)
MET.TR.260 Area forecasts for low-level flights

(a) When chart form is used for area forecasts for low-level flights, the forecast of upper wind and
upper-air temperature shall be issued for points separated by no more than 300 NM and for, as
a minimum, the following altitudes: 2 000, 5 000 and 10 000 ft (600, 1 500 and 3 000 m) and
15 000 ft (4 500 m) in mountainous areas. The issuance of forecasts of upper wind and upper-
air temperature at an altitude of 2 000 ft (600 m) may be subject to local orographic
considerations as determined by the competent authority.
(b) When chart form is used for area forecasts for low-level flights, the forecast of SIGWX
phenomena shall be issued as low-level SIGWX forecast for flight levels up to 100, or up to flight
level 150 in mountainous areas, or higher, where necessary. Low-level SIGWX forecasts shall
include:
(1) the following phenomena warranting the issuance of a SIGMET: icing, turbulence,
cumulonimbus clouds that are obscured, frequent, embedded or occurring at a squall
line, sandstorms/dust storms and volcanic eruptions or a release of radioactive materials
into the atmosphere, and which are expected to affect low-level flights;
(2) the following elements in area forecasts for low-level flights: surface wind, surface
visibility, significant weather phenomena, mountain obscuration, cloud, icing,
turbulence, mountain wave and height of zero-degree isotherm.
(c) When the competent authority has determined that the density of traffic operating below flight
level 100 warrants the issuance of an AIRMET message, the area forecasts shall be issued to
cover the layer between the ground and flight level 100, or up to flight level 150 in mountainous
areas, or higher, where necessary, and shall contain information on en-route weather
phenomena hazardous to low-level flights, in support of the issuance of the AIRMET message
and the additional information required for low-level flights.
AMC1 MET.TR.260 Area forecasts for low-level flights

AMENDMENT OF LOW-LEVEL FORECASTS

(a) In case the AIRMET/low-level forecast concept is not fully implemented, the criteria for
amendments should as a minimum include the weather phenomena hazardous to low-level
flights, which constitute the criteria for the issuance of AIRMET.
(b) When low-level forecast is issued as an SIGWX chart or as a wind and temperature (W+T) chart,
it should, as appropriate, include the cloud/visibility information in the form of visibility/cloud
base category which should be provided for well-defined sub-areas and/or route segments. For
each sub-area and/or route segment, the reference height to which the cloud base information
refers should be specified.
(c) The graphical part of an SIGWX chart should depict the weather situation at the beginning of
the validity period. Significant changes of initial weather parameters should be depicted
together with time intervals determining the duration of expected changes.

SERVICES (MET.TR)
CHAPTER 4 — TECHNICAL REQUIREMENTS FOR VOLCANIC ASH ADVISORY

CENTRES (VAAC)
MET.TR.265 Volcanic ash advisory centre responsibilities

(a) The advisory information on volcanic ash shall be issued in abbreviated plain language and in
accordance with the template shown in Appendix 6. When no abbreviations are available,
English plain language text, to be kept to a minimum, shall be used.
(b) The volcanic ash advisory information, when prepared in graphical format, shall be as specified
below

SERVICES (MET.TR)
and shall be issued using:

(1) the portable network graphics (PNG) format; or
(2) the BUFR code form, when exchanged in binary format.
GM1 MET.TR.265(a) Volcanic ash advisory centres (VAACs)

responsibilities
EXAMPLE OF ADVISORY MESSAGE FOR VOLCANIC ASH

FVFE01 RJTD 230130
VA ADVISORY
DTG: 20080923/0130Z
VAAC: TOKYO
VOLCANO: KARYMSKY 1000-13
PSN: N5403 E15927
AREA: RUSSIA
SUMMIT ELEV: 1536M
ADVISORY NR: 2008/4
INFO SOURCE: MTSAT-1R KVERT KEMSD
AVIATION COLOUR CODE: RED
ERUPTION DETAILS: ERUPTION AT 20080923/0000Z FL300 REPORTED
OBS VA DTG: 23/0100Z
OBS VA CLD: FL250/300 N5400 E15930 — N5400 E16100 — N5300 E15945 MOV SE
20KT SFC/FL200 N5130 E16130 — N5130 E16230 — N5230 E16230 —
N5230 E16130 MOV SE 15KT
FCST VA CLD +6 HR: 23/0700Z FL250/350 N5130 E16030 — N5130 E16230 — N5330 E16230 —
N5330 E16030 SFC/FL180 N4830 E16330 — N4830 E16630 — N5130
E16630 — N5130 E16330
FCST VA CLD +12 HR: 23/1300Z SFC/FL270 N4830 E16130 — N4830 E16600 — N5300 E16600 —
N5300 E16130
FCST VA CLD +18 HR: 23/1900Z NO VA EXP
RMK: LATEST REP FM KVERT (0120Z) INDICATES ERUPTION HAS CEASED. TWO
DISPERSING VA CLD ARE EVIDENT ON SATELLITE IMAGERY
NXT ADVISORY: 20080923/0730Z
GM1 MET.TR.265(b)(2) Volcanic ash advisory centres (VAACs)

responsibilities
BUFR CODE
The BUFR code form is contained in the WMO Publication No 306, Manual on Codes, Volume I.2,
Part B — Binary Codes.

SERVICES (MET.TR)
CHAPTER 5 — TECHNICAL REQUIREMENTS FOR TROPICAL CYCLONE ADVISORY

CENTRES (TCAC)
MET.TR.270 Tropical cyclone advisory centre responsibilities

(a) The advisory information on tropical cyclones shall be issued for tropical cyclones when the
maximum of the 10-minute mean surface wind speed is expected to reach or exceed 34 kt
during the period covered by the advisory.
(b) The advisory information on tropical cyclones shall be in accordance with Appendix 7.
AMC1 MET.TR.270(b) Tropical cyclone advisory centres (TCACs)

responsibilities
FORMAT OF ADVISORY INFORMATION ON TROPICAL CYCLONES

The tropical cyclone advisory information listed in Table 8 of Appendix 1, when prepared in graphical
format, should be as specified below and should be issued using:
(a) the portable network graphics (PNG) format; or
(b) the BUFR code form, when exchanged in binary format.

SERVICES (MET.TR)
GM1 MET.TR.270(b) Tropical cyclone advisory centres (TCACs)

responsibilities
CODE FOR ADVISORY INFORMATION ON TROPICAL CYCLONES

GM2 MET.TR.270(b) Tropical cyclone advisory centres (TCACs)

responsibilities
EXAMPLE FOR ADVISORY MESSAGE FOR TROPICAL CYCLONES

TC ADVISORY
DTG: 20040925/1600Z
TCAC: YUFO
TC: GLORIA
NR: 01
PSN: N2706 W07306
MOV: NW 12KT
C: 965HPA
MAX WIND: 73KT
FCST PSN +6 HR: 25/2200Z N2748 W07350
FCST MAX WIND +6 HR: 73KT
FCST PSN +12 HR: 26/0400Z N2830 W07430
FCST PSN +18 HR: 26/1000Z N2852 W07500
FCST PSN +24 HR: 26/1600Z N2912 W07530
RMK: NIL
NXT MSG: 20040925/2000Z

SERVICES (MET.TR)
CHAPTER 6 — TECHNICAL REQUIREMENTS FOR WORLD AREA FORECAST CENTRES

(WAFCS)
MET.TR.275 World area forecast centre responsibilities

(a) WAFCs shall use processed meteorological data in the form of grid point values expressed in
binary form (GRIB code form) for the supply of gridded global forecasts and BUFR code form for
the supply of forecast of significant weather phenomena.
(b) For global gridded forecasts, WAFCs shall:
(1) prepare forecasts of:
(i) upper wind;
(ii) upper-air temperature;
(iii) humidity;
(iv) direction, speed and flight level of maximum wind;
(v) flight level and temperature of tropopause;
(vi) areas of cumulonimbus clouds;
(vii) icing;
(viii) clear-air and in-cloud turbulence;
(ix) geopotential altitude of flight levels;
four times a day and be valid for fixed valid times at 6, 9, 12, 15, 18, 21, 24, 27, 30, 33 and
36 hours after the time (00.00, 06.00, 12.00 and 18.00 UTC) of the synoptic data on which
the forecasts were based;
(2) issue forecasts in the order referred to in point (1) and complete their dissemination as
soon as technically feasible, but not later than 6 hours after standard time of observation;
(3) provide grid point forecasts in a regular grid with a horizontal resolution of 1,25° of
latitude and longitude and comprising:
(i) wind data for flight levels 50 (850 hPa), 100 (700 hPa), 140 (600 hPa),
180 (500 hPa), 240 (400 hPa), 270 (350 hPa), 300 (300 hPa), 320 (275 hPa),
340 (250 hPa), 360 (225 hPa), 390 (200 hPa), 410 (175 hPa), 450 (150 hPa) and
530 (100 hPa);
(ii) temperature data for flight levels 50 (850 hPa), 100 (700 hPa), 140 (600 hPa),
340 (250 hPa), 360 (225 hPa), 390 (200 hPa), 410 (175 hPa), 450 (150 hPa) and
530 (100 hPa);
(iii) humidity data for flight levels 50 (850 hPa), 100 (700 hPa), 140 (600 hPa) and
180 (500 hPa);
(iv) horizontal extent and flight levels of base and top of cumulonimbus clouds;
(v) icing for layers centred at flight levels 60 (800 hPa), 100 (700 hPa), 140 (600 hPa),
180 (500 hPa), 240 (400 hPa) and 300 (300 hPa);

SERVICES (MET.TR)
(vi) clear-air turbulence for layers centred at flight levels 240 (400 hPa), 270 (350 hPa),
300 (300 hPa), 340 (250 hPa), 390 (200 hPa) and 450 (150 hPa);
(vii) in-cloud turbulence for layers centred at flight levels 100 (700 hPa), 140 (600 hPa),
180 (500 hPa), 240 (400 hPa) and 300 (300 hPa);
(viii) geopotential altitude data for flight levels 50 (850 hPa), 100 (700 hPa),
450 (150 hPa) and 530 (100 hPa).
(c) For global forecasts of en-route significant weather phenomena, WAFCs shall:
(1) prepare SIGWX forecasts four times a day and shall be valid for fixed valid times at
24 hours after the time (00.00, 06.00, 12.00 and 18.00 UTC) of the synoptic data on which
the forecasts were based. The dissemination of each forecast shall be completed as soon
as technically feasible, but not later than 9 hours after standard time of observation;
(2) issue SIGWX forecasts as high-level SIGWX forecasts for flight levels between 250 and
630;
(3) include in SIGWX forecasts the following items:
(i) tropical cyclone provided that the maximum of the 10-minute mean surface wind
speed is expected to reach or exceed 34 kt (17 m/s);
(ii) severe squall lines;
(iii) moderate or severe turbulence (in cloud or clear air);
(iv) moderate or severe icing;
(v) widespread sandstorm/dust storm;
(vi) cumulonimbus clouds associated with thunderstorms and with points (i) to (v);
(vii) non-convective cloud areas associated with in-cloud moderate or severe
turbulence and/or moderate or severe icing;
(viii) flight level of tropopause;
(ix) jet streams;
(x) information on the location of volcanic eruptions that are producing ash clouds of
significance to aircraft operations, comprising: volcanic eruption symbol at the
location of the volcano and, in a separate text box on the chart, the volcanic
eruption symbol, the name of the volcano, if known, and the latitude/longitude of
the eruption. In addition, the legend of SIGWX charts should indicate ‘CHECK
SIGMET, ADVISORIES FOR TC AND VA, AND ASHTAM AND NOTAM FOR VA’;
(xi) information on the location of a release of radioactive materials into the
atmosphere of significance to aircraft operations, comprising: the radioactive
materials in the atmosphere symbol at the location of the release and, in a separate
box on the chart, the radioactive materials in the atmosphere symbol,
latitude/longitude of the site of the release and, if known, the name of the site of
the radioactive source. In addition, the legend of SIGWX charts on which a release
of radiation is indicated should contain ‘CHECK SIGMET AND NOTAM FOR RDOACT
CLD’.

SERVICES (MET.TR)
(4) The following criteria shall be applied for SIGWX forecasts:

(i) points (i) to (vi) of point (3) shall only be included if expected to occur between the
lower and upper levels of the SIGWX forecast;
(ii) the abbreviation ‘CB’ shall only be included when it refers to the occurrence or
expected occurrence of cumulonimbus clouds:
(A) affecting an area with a maximum spatial coverage of 50 % or more of the
area concerned;
(B) along a line with little or no space between individual clouds; or
(C) embedded in cloud layers or concealed by haze;
(iii) the inclusion of ‘CB’ shall be understood to include all weather phenomena
normally associated with cumulonimbus clouds, i.e. thunderstorm, moderate or
severe icing, moderate or severe turbulence, and hail;
(iv) where a volcanic eruption or a release of radioactive materials into the atmosphere
warrants the inclusion of the volcanic activity symbol or the radioactivity symbol in
SIGWX forecasts, the symbols shall be included on SIGWX forecasts irrespective of
the height to which the ash column or radioactive material is reported or expected
to reach;
(v) in the case of coincident or the partial overlapping of points (i), (x) and (xi) of
point (3), the highest priority shall be given to point (x), followed by points (xi) and
(i). The point with the highest priority shall be placed at the location of the event,
and an arrow shall be used to link the location of the other point(s) to its (their)
associated symbol(s) or text box(es).
(d) Medium-level SIGWX forecasts for flight levels between 100 and 250 for limited geographical
areas shall be issued.
AMC1 MET.TR.275(a) World area forecast centres (WAFCs)

responsibilities
GRIDDED GLOBAL FORECASTS

The telecommunications facilities used for the supply of world area forecast system products should:
(a) be the aeronautical fixed service or the public Internet;
(b) be continuous; and
(c) not have interruptions exceeding 10 minutes during any period of 6 hours.
GM1 MET.TR.275(a) World area forecast centres (WAFCs)

responsibilities
GRIB CODE
The GRIB code form is contained in the WMO Publication No 306, Manual on Codes, Volume I.2,

SERVICES (MET.TR)
GM2 MET.TR.275(a) World area forecast centres (WAFCs)

responsibilities
BUFR CODE
GM1 MET.TR.275(b)(3) World area forecast centres (WAFCs)

responsibilities
GRID POINT FORECASTS

(a) Layers centred at a flight level referred to in MET.TR.275(b)(3)(v) and (vii) have a depth of
100 hPa.
(b) Layers centred at a flight level referred to in MET.TR.275(b)(3)(vi) have a depth of 50 hPa.
AMC1 MET.TR.275(d) World area forecast centres (WAFCs)

responsibilities
MEDIUM-LEVEL SIGWX FORECASTS

The medium-level SIGWX forecasts provided for flight levels between 100 and 250 for limited
geographical areas should cover the areas as shown in in Table 2 of Appendix 1.

APPENDICES TO ANNEX V
Appendix 1
Template for METAR

Key:
C = inclusion conditional, dependent on meteorological conditions or method of observation;
Note 1: The ranges and resolutions for the numerical elements included in METAR are shown below this
template.
Note 2: The explanations for the abbreviations can be found in Procedures for Air Navigation Services — ICAO
Abbreviations and Codes (PANS-ABC, Doc 8400).
Element Detailed content Template(s) Examples
Identification Type of report (M) METAR, METAR COR, METAR
of the type of METAR COR
report (M)
Location ICAO location Nnnn YUDO
Time of the Day and actual time of nnnnnnZ 221630Z
observation the observation in UTC
(M) (M)
Identification Automated or missing AUTO or NIL AUTO
of an report identifier (C) NIL
automated or
missing report
(C)
END OF METAR IF THE REPORT IS MISSING.
Surface wind Wind direction (M) Nnn VRB 24004MPS
(M) Wind speed (M) [P]nn[n] (24008KT)
VRB01MPS
(VRB02KT)
19006MPS
(19012KT)
00000MPS
(00000KT)
140P149MPS
(140P99KT)
Significant speed G[P]nn[n] 12003G09MPS
variations (C) (12006G18KT)
Units of measurement MPS (or KT) 24008G14MPS
(M) (24016G28KT)
Significant directional nnnVnnn — 02005MPS
variations (C) 350V070
(02010KT
350V070)


Visibility (M) Prevailing or minimum Nnnn C 0350
visibility (M) A CAVOK
V 7000
O 9999
K 0800
Minimum visibility and nnnn[N] or nnnn[NE] or nnnn[E] or 2000 1200NW
direction of the nnnn[SE] or nnnn[S] or nnnn[SW] or 6000 2800E
minimum visibility (C) nnnn[W] or nnnn[NW] 6000 2800
Runway visual Name of the element R R32/0400
range (C)1 (M) R12R/1700
Runway (M) nn[L]/or nn[C]/or nn[R]/ R10/M0050
R14L/P2000
Runway visual range (M) [P or M]nnnn R16L/0650
R16C/0500
R16R/0450
R17L/0450
Runway visual range U, D or N R12/1100U
past tendency (C) R26/0550N
R20/0800D
R12/0700
Present Intensity or proximity of – or + — VC
weather (C) present weather (C)
Characteristics and type DZ or RA or FG or BR FG or PO or RA
of present weather (M) SN or SG or or SA or FC or DS or HZ
PL or DS or DU or HZ SS or TS or VCFG
SS or FZDZ or FU or SH or BLSN +TSRA
or FZRA or VA or SQ or BLSA or FG
FZUP or FC2 or PO or BLDU or VA VCSH
or SHGR or TS or BCFG +DZ
SHGS or or BLDU or VA
SHRA or BLSA or VCTS
SHSN or BLSN or –SN
SHUP or DRDU or MIFG
TSGR or DRSA or VCBLSA
TSGS or DRSN or +TSRASN
TSRA or FZFG or –SNRA
TSSN or MIFG or DZ FG
TSUP or UP PRFG or // +SHSN BLSN
UP
FZUP
TSUP FZUP
//
1 To be included if visibility or runway visual range < 1 500 m; for up to a maximum of four runways.
2
Heavy used to indicate tornado or waterspout; moderate (no qualifier) to indicate funnel cloud not reaching the ground.


Cloud (M) Cloud amount and FEWnnn or VVnnn or NSC or NCD FEW015
height of cloud base or SCTnnn or VV/// VV005
vertical visibility (M) BKNnnn or OVC030
OVCnnn or VV///
FEW/// or NSC
SCT/// or SCT010
BKN/// or OVC020
OVC/// or BKN///
///nnn or ///015
//////
Cloud type (C) CB or TCU — BKN009TCU
or /// NCD
SCT008
BKN025CB
BKN025///
//////CB
Air and dew- Air and dew-point [M]nn/[M]nn 17/10
point temperature (M) 02/M08
temperature M01/M10
(M)
Pressure Name of the element Q Q0995
values (M) (M) Q1009
QNH (M) Nnnn Q1022
Q0987
Supplementary Recent weather (C) REFZDZ or REFZRA or REDZ or RE[SH]RA or REFZRA
information (C) RERASN or RE[SH]SN or RESG or RESHGR or RETSRA
RESHGS or REBLSN or RESS or REDS or
RETSRA or RETSSN or RETSGR or RETSGS or
RETS or REFC or REVA or REPL or REUP or
REFZUP or RETSUP or RESHUP
Wind shear (C) WS Rnn[L] or WS Rnn[C] or WS Rnn[R] or WS WS R03
ALL RWY WS ALL RWY
WS R18C
Sea–surface W[M]nn/Sn or W[M]nn/Hn[n][n] W15/S2
temperature and state W12/H75
of the sea or significant
wave height (C)
State Runway R nn[L]/ or Rnn[C]/ or Rnn[R]/ R/SNOCLO R99/421594
of the designator R/SNOCLO
runway (M) R14L/CLRD//
(C) Runway n or / CLRD//
deposits (M)
Extent of n or /
runway
contamination
(M)
Depth of nn or //
deposit (M)
Friction nn or //
coefficient or
braking action
(M)


Trend forecast Change indicator (M) NOSIG BECMG or TEMPO NOSIG
(O) Period of change (C) FMnnnn and/or TLnnnn or ATnnnn BECMG
Wind (C) nnn[P]nn[n][G[P]nn[n]]MPS (or FEW020
nnn[P]nn[G[P]nn]KT) TEMPO
Prevailing visibility (C) nnnn C 25018G25MPS
Weather phenomenon: – or + — NSW A (TEMPO
intensity (C) V 25036G50KT)
Weather phenomenon: DZ or RA FG or BR O BECMG
characteristics and type or SN or or SA or K FM1030
(C) SG or PL DU or HZ TL1130 CAVOK
or DS or or FU or BECMG TL1700
SS or VA or SQ 0800 FG
FZDZ or or PO or BECMG
FZRA or FC or TS AT1800 9000
SHGR or or BCFG NSW
SHGS or or BLDU BECMG
SHRA or or BLSA FM1900 0500
SHSN or or BLSN +SNRA
TSGR or or DRDU BECMG
TSGS or or DRSA FM1100 SN
TSRA or or DRSN TEMPO
TSSN or FZFG FM1130 BLSN
or MIFG TEMPO
or PRFG FM0330
TL0430 FZRA
Cloud amount and FEWnnn VVnnn or NSC TEMPO TL1200
height of cloud base or or VV/// 0600 BECMG
vertical visibility (C) SCTnnn AT1200 8000
or NSW NSC
BKNnnn BECMG
or AT1130
OVCnnn OVC010
Cloud type (C) CB or — TEMPO TL1530
TCU +SHRA
BKN012CB

Ranges and resolutions for the numerical elements included in METAR

Element Range Resolution
Runway: (no units) 01–36 1
Wind speed: MPS 00–99 1
KT 00–199 1
Visibility: M 0000–0750 50
M 0800–4 900 100
M 5 000–9 000 1000
0 (fixed value:
M 10 000–
9 999)
Runway visual range: M 0000–0375 25
M 0400–0750 50
M 0800–2 000 100
Vertical visibility: 30's M (100's FT) 000–020 1
Clouds: height of cloud base: 30's M (100's FT) 000–100 1
Air temperature; – 80 - +60 1
Dew-point temperature: °C
QNH: hPa 0850–1 100 1
Sea–surface temperature: °C – 10 - +40 1
State of the sea: (no units) 0–9 1
Significant wave height M 0–999 0,1
State of the runway Runway designator: (no units) 01–36; 88; 99 1
Runway deposits: (no units) 0–9 1
Extent of runway
(no units) 1; 2; 5; 9 —
contamination:
Depth of deposit: (no units) 00–90; 92–99 1
Friction coefficient/
(no units) 00–95; 99 1
braking action:
*There is no aeronautical requirement to report surface wind speeds of 100 kt (50 m/s) or more; however, provision has been made for
reporting wind speeds up to 199 kt (99 m/s) for non-aeronautical purposes, as necessary.

Fixed areas of coverage of WAFS forecasts in chart form

Mercator projection
CHART LATITUDE LONGITUDE CHART LATITUDE LONGITUDE

A N6700 W13724 D N6300 W01500
A N6700 W01236 D N6300 E13200
A S5400 W01236 D S2700 E13200
A S5400 W13724 D S2700 W01500
ASIA N3600 E05300 E N4455 E02446
ASIA N3600 E10800 E N4455 E18000
ASIA 0000 E10800 E S5355 E18000
ASIA 0000 E05300 E S5355 E02446
B N0304 W13557 F N5000 E10000
B N7644 W01545 F N5000 W11000
B N3707 E06732 F S5242 W11000
B S6217 W05240 F S5242 E10000
B1 N6242 W12500 M N7000 E10000
B1 N6242 E04000 M N7000 W11000
B1 S4530 E04000 M S1000 W11000
B1 S4530 W12500 M S1000 E10000
C N7500 W03500 MID N4400 E01700
C N7500 E07000 MID N4400 E07000
C S4500 E07000 MID N1000 E07000
C S4500 W03500 MID N1000 E01700

Polar stereographic projection (northern hemisphere)
CHART LATITUDE LONGITUDE CHART LATITUDE LONGITUDE

EUR N4633 W05634 I N1912 E11130
EUR N5842 E06824 I N3330 W06012
EUR N2621 E03325 I N0126 W12327
EUR N2123 W02136 I S0647 E16601
G N3552 W02822 L N1205 E11449
G N1341 E15711 L N1518 E04500
G S0916 E10651 L N2020 W06900
G S0048 E03447 L N1413 W14338
H N3127 W14836 NAT N4439 W10143
H N2411 E05645 NAT N5042 E06017
H N0127 W00651 NAT N1938 E00957
H N0133 W07902 NAT N1711 W05406

Polar stereographic projection (southern hemisphere)
CHART LATITUDE LONGITUDE

J S0318 W17812
J N0037 W10032
J S2000 W03400
J S2806 E10717
K N1255 E05549
K N0642 E12905
K S2744 W16841
K S1105 E00317

Template for TAF

Key:
C = inclusion conditional, dependent on meteorological conditions or method of observation;
Note 1: The ranges and resolutions for the numerical elements included in TAF are shown below this template.
Identification Type of forecast TAF or TAF AMD or TAF COR TAF
of the type of (M) TAF AMD
forecast (M)
Location ICAO location Nnnn YUDO
Time of issue Day and time of nnnnnnZ 160000Z
of forecast issue of the
(M) forecast in UTC
(M)
Identification Missing forecast NIL NIL
of a missing identifier (C)
forecast (C)
END OF TAF IF THE FORECAST IS MISSING.
Days and Days and period nnnn/nnnn 1606/1624
period of of validity of the 0812/0918
validity of forecast in
forecast (M) UTC (M)
Identification Cancelled CNL CNL
of a cancelled forecast
forecast (C) identifier (C)
END OF TAF IF THE FORECAST IS CANCELLED.
Surface wind Wind nnn or VRB 24004MPS;
(M) direction (M) VRB01MPS
(24008KT);
(VRB02KT)
19005MPS
(19010KT)
Wind speed (M) [P]nn[n] 00000MPS
(00000KT)
140P49MPS
(140P99KT)
Significant speed G[P]nn[n] 12003G09MPS
variations (C) (12006G18KT)
Units of MPS (or KT) 24008G14MPS
measurement (24016G28KT)
(M)


Visibility (M) Prevailing Nnnn CAVOK 0350
visibility (M) CAVOK
7000
9000
9999
Weather (C) Intensity of – or + —
weather
phenomena (C)1
Characteristics DZ or RA or SN or SG or PL FG or BR or RA
and type of or DS or SS or FZDZ or SA or DU or HZ
weather FZRA or SHGR or SHGS or HZ or FU or +TSRA
phenomena (C) SHRA or SHSN or TSGR or VA or SQ or FG
TSGS or TSRA or TSSN PO or FC or –FZDZ PRFG
TS or BCFG +TSRASN
or BLDU or SNRA FG
BLSA or BLSN
or DRDU or
DRSA or
DRSN or
FZFG or
MIFG or
PRFG
Cloud (M)2 Cloud amount FEWnnn VVnnn or NSC FEW010
and height of or SCTnnn VV/// VV005
base or vertical or OVC020
visibility (M) BKNnnn VV///
or NSC
OVCnnn SCT005 BKN012
Cloud type (C) CB or TCU — SCT008
BKN025CB
Temperature Name of the TX TX25/1013Z
(O)3 element (M) TN09/1005Z
Maximum [M]nn/ TX05/2112Z
temperature (M) TNM02/2103Z
Day and time of nnnnZ
occurrence of the
maximum
temperature (M)
Name of the TN
element (M)
Minimum [M]nn/
temperature (M)
Day and time of nnnnZ
occurrence of the
minimum
temperature (M)
1 To be included whenever applicable. No qualifier for moderate intensity.

2 Up to four cloud layers.
3
Consisting of up to a maximum of four temperatures (two maximum temperatures and two minimum temperatures).


Expected Change or PROB30 [TEMPO] or PROB40 [TEMPO] or BECMG or
significant probability TEMPO or FM
changes to indicator (M)
one or more Period of nnnn/nnnn or nnnnnn
of the above occurrence or
elements change (M)
during the Wind (C) nnn[P]nn[n][G[P]nn[n]]MPS or VRBnnMPS (or TEMPO
period of nnn[P]nn[G[P]nn]KT or VRBnnKT) 0815/0818
validity (C) 25017G25MPS
(TEMPO
0815/0818
25034G50KT)
TEMPO
2212/2214
17006G13MPS
1000
TSRA SCT010CB
BKN020
(TEMPO
2212/2214
17012G26KT
1000
TSRA SCT010CB
BKN020)
Prevailing Nnnn CAVOK BECMG
visibility (C) 3010/3011
00000MPS 2400
OVC010
(BECMG
3010/3011
00000KT 2400
OVC010)
PROB30
1412/1414
0800 FG
Weather – or + — NSW BECMG
phenomenon: 1412/1414 RA
intensity (C) TEMPO
2503/2504
FZRA
TEMPO
0612/0615
BLSN
PROB40 TEMPO
2923/3001
0500 FG


Weather DZ or RA FG or BR or
phenomenon: or SN or SA or DU or
characteristics SG or PL HZ or FU or
and type (C) or DS or VA or SQ or
SS or FZDZ PO or FC or
or FZRA or TS or BCFG
SHGR or or BLDU or
SHGS or BLSA or
SHRA or BLSN or
SHSN or DRDU or
TSGR or DRSA or
TSGS or DRSN or
TSRA or FZFG or
TSSN MIFG or
PRFG
Cloud amount FEWnnn VVnnn or NSC FM051230
and height of or SCTnnn VV/// 15015KMH
base or vertical or 9999 BKN020
visibility (C) BKNnnn (FM051230
or 15008KT 9999
OVCnnn BKN020)
BECMG
1618/1620
8000 NSW NSC
Cloud type (C) CB or TCU — BECMG
2306/2308
SCT015CB
BKN020
Ranges and resolutions for the numerical elements included in TAF

Wind speed: MPS 00–99* 1
KT* 0-199 1
Visibility: M 0000–0750 50
M 0800–4900 100
M 5000–9000 1000
M 10000 - 0 (fixed value: 9999)
Vertical visibility: 30's M (100's FT) 000–020 1
Cloud: height of cloud base: 30's M (100's FT) 000–100 1
Air temperature (maximum and minimum): °C – 80 - + 60 1
(*) There is no aeronautical requirement to report surface wind speeds of 100 kt (50 m/s) or more; however, provision has been made
for reporting wind speeds up to 199 kt (99 m/s) for non-aeronautical purposes, as necessary.

Template for wind shear warnings

Key:
C = inclusion conditional, whenever applicable.
Note 1: The ranges and resolutions for the numerical elements included in wind shear warnings are shown in
Appendix 8.
Element Detailed content Template(s) Example
Location indicator of Location indicator of nnnn YUCC
the aerodrome (M) the aerodrome
Identification of the Type of message and WS WRNG [n]n WS WRNG 1
type of message (M) sequence number
Time of origin and Day and time of issue nnnnnn [VALID TL nnnnnn] or
211230 VALID TL
validity period (M) and, where applicable, [VALID nnnnnn/nnnnnn] 211330
validity period in UTC 221200 VALID
221215/221315
IF THE WIND SHEAR WARNING IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE.
Phenomenon (M) Identification of the [MOD] or [SEV] WS IN APCH or WS APCH RWY12
phenomenon and its [MOD] or [SEV] WS [APCH] MOD WS RWY34
location RWYnnn or [MOD] or [SEV] WS IN WS IN CLIMB-OUT
CLIMB-OUT or [MOD] or [SEV] WS MBST APCH RWY26
CLIMB-OUT RWYnnn or MBST IN MBST IN CLIMB-
APCH or MBST [APCH] RWYnnn or OUT
MBST IN CLIMB-OUT or MBST
CLIMB-OUT RWYnnn
Observed, reported Identification whether REP AT nnnn nnnnnnnn or OBS [AT REP AT 1510 B747
or forecast the phenomenon is nnnn] or FCST OBS AT 1205
phenomenon (M) observed or reported FCST
and expected to
continue or forecast
Details of the Description of SFC WIND: nnn/nnMPS (or SFC WIND:
phenomenon (C) phenomenon causing nnn/nnKT) nnnM (nnnFT)-WIND: 320/5MPS
the issuance of the nnn/nnMPS (or nnn/nnKT) 60M-WIND:
wind shear warning or 360/13MPS
nnKMH (or nnKT) LOSS nnKM (or (SFC WIND:
nnNM) FNA RWYnn 320/10KT
or 200FT-WIND:
nnKMH (or nnKT) GAIN nnKM (or 360/26KT)
nnNM) FNA RWYnn 60KMH LOSS 4KM
FNA RWY13
(30KT LOSS 2NM
FNA RWY13)
OR
Cancellation of wind Cancellation of wind CNL WS WRNG [n]n CNL WS WRNG 1
shear warning shear warning nnnnnn/nnnnnn 211230/211330
referring to its
identification

Template for SIGMET and AIRMET messages and special air-reports (uplink)
Key:
C = inclusion conditional, whenever applicable; and
= = a double line indicates that the text following it should be placed on the subsequent line.
Note: The ranges and resolutions for the numerical elements included in SIGMET/AIRMET messages and in
special air-reports are shown in Appendix 8.
Template(s)
Detailed
Elements SPECIAL Examples
content SIGMET AIRMET
AIR-REPORT
Location ICAO location Nnnn — YUCC
indicator of indicator of the YUDD
FIR/CTA (M) ATS unit serving
the FIR or CTA
to which the
SIGMET/AIRMET
refers (M)
Identification Message SIGMET nnn AIRMET [nn]n ARS SIGMET 5
(M) identification SIGMET A3
and sequence AIRMET 2
number (M) ARS
Validity Day-time groups VALID nnnnnn/nnnnnn — VALID
period (M) indicating the 221215/2216
period of 00
validity in UTC VALID
(M) 101520/1018
00
VALID
251600/2522
00
Location Location nnnn– YUDO–
indicator of indicator of YUSO–
MWO (M) MWO
originating the
message with a
separating
hyphen (M)
Name of the Location nnnn nnnnnnnnnn nnnn nnnnnn YUCC
FIR/CTA or indicator and FIR[/UIR] or nnnn nnnnnnnnnn AMSWELL FIR
aircraft name of the nnnnnnnnnn CTA FIR[/n] YUDD
identification FIR/CTA for SHANLON
(M) which the FIR/UIR
SIGMET/AIRMET YUCC
is issued or AMSWELL
aircraft FIR/2
radiotelephony YUDD
call sign (M) SHANLON FIR
VA812
IF THE SIGMET IS TO BE CANCELLED, SEE DETAILS AT THE END OF THE TEMPLATE.

Template(s)
Detailed
AIR-REPORT
Phenomenon Description of OBSC TS[GR] SFC WSPD TS SEV TURB
(M) the EMBD TS[GR] nn[n]MPS TSGR FRQ TS
phenomenon FRQ TS[GR] (or SFC WSPD SEV TURB OBSC TSGR
causing the SQL TS[GR] nn[n]KT) SEV ICE EMBD TSGR
issuance of
SIGMET/AIRMET TC nnnnnnnnnn or SFC VIS nnnnM SEV MTW TC GLORIA
(C) NN (nn) HVY SS TC NN
SEV TURB ISOL TS[GR] VA CLD [FL VA ERUPTION
SEV ICE OCNL TS[GR] nnn/nnn] MT ASHVAL
SEV ICE (FZRA) MT OBSC VA [MT PSN S15
SEV MTW BKN CLD nnnnnnnnn E073 VA CLD
HVY DS nnn/[ABV]nnnn n] MOD TURB
HVY SS M MOD TURB MOD MTW
[VA ERUPTION] (or BKN CLD MOD ICE ISOL CB
[MT] [nnnnnnnnnn] nnn/[ABV]nnnn BKN CLD
[PSN FT) 120/900M
Nnn[nn] or Snn[nn] OVC CLD (BKN CLD
Ennn[nn] or nnn/[ABV]nnnn 400/3000FT)
Wnnn[nn]] M OVC CLD
VA CLD (or OVC CLD 270/ABV3000
RDOACT CLD nnn/[ABV]nnnn M
FT) (OVC CLD
ISOL CB 900/ABV1000
OCNL CB 0FT)
FRQ CB SEV ICE
ISOL TCU RDOACT CLD
OCNL TCU
FRQ TCU
MOD TURB
MOD ICE
MOD MTW
Observed or Indication OBS [AT nnnnZ] OBS AT OBS AT 1210Z
forecast whether the FCST [AT nnnnZ] nnnnZ OBS
phenomenon information is FCST AT
(M) observed and 1815Z
expected to
continue, or
forecast (M)
Location (C) Location Nnn[nn] Wnnn[nn] or NnnnnWnnn S OF N54
(referring to Nnn[nn] Ennn[nn] or nn or N OF N50
latitude and Snn[nn] Wnnn[nn] or NnnnnEnnn N2020
longitude (in Snn[nn] Ennn[nn] nn or W07005
degrees and or SnnnnWnnn N2706
minutes)) N OF Nnn[nn] or nn or W07306
S OF Nnn[nn] or SnnnnEnnnn N48 E010
N OF Snn[nn] or n N OF N1515
S OF Snn[nn] or AND
[AND] W OF E13530
W OF Wnnn[nn] or W OF E1554
E OF Wnnn[nn] or N OF LINE
W OF Ennn[nn] or S2520
E OF Ennn[nn] W11510 —

Template(s)
Detailed
AIR-REPORT
or S2520
[N OF, NE OF, E OF, SE OF, S OF, SW OF, W12010
W OF, NW OF] WI N6030
[LINE] Nnn[nn] or Snn[nn] Wnnn[nn] or E02550 —
Ennn[nn] — N6055
E02500 —
Nnn[nn] or Snn[nn] Wnnn[nn] or N6050
Ennn[nn] E02630
or ENTIRE FIR
WI Nnn[nn] or Snn[nn] Wnnn[nn] or ENTIRE CTA
Ennn[nn] —
Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] —
Ennn[nn] —
[Nnn[nn] or Snn[nn] Wnnn[nn] or
Ennn[nn] —
Ennn[nn]]
or
ENTIRE FIR1
or
ENTIRE CTA1
Level (C) Flight level or [SFC/]FLnnn or [SFC/]nnnnM (or FLnnn or FL180
altitude and [SFC/]nnnnFT) or FLnnn/nnn or TOP nnnnM (or FL050/080
extent (C)2 FLnnn or [TOP] ABV FLnnn or3 nnnnFT) TOP FL390
CB TOP [ABV] FLnnn WI nnnKM OF SFC/FL070
CENTRE (or CB TOP [ABV] FLnnn WI TOP ABV
nnnNM OF CENTRE) or CB TOP [BLW] FL100
FLnnn WI nnnKM OF CENTRE (or CB TOP FL310/450
[BLW] FLnnn WI nnnNM OF CENTRE) or1 CB TOP FL500
FLnnn/nnn [APRX nnnKM BY nnnKM] WI 270KM OF
[nnKM WID LINE BTN CENTRE
(nnNM WID LINE BTN)] (CB TOP
[Nnn[nn] or Snn[nn] Wnnn[nn] or FL500 WI
Ennn[nn] Nnn[nn] or Snn[nn] Wnnn[nn] 150NM OF
or Ennn[nn] [ — Nnn[nn] or Snn[nn] CENTRE)
Wnnn[nn] or Ennn[nn]] [ — Nnn[nn] or FL310/350
Snn[nn] Wnnn[nn] or Ennn[nn]]] (or APRX
FLnnn/nnn [APRX nnnNM BY nnnNM] 220KM BY
[Nnn[nn] or Snn[nn] Wnnn[nn] or 35KM
Ennn[nn] Nnn[nn] or Snn[nn] Wnnn[nn] FL390
or Ennn[nn] [ — Nnn[nn] or Snn[nn]
Wnnn[nn] or Ennn[nn]] [ — Nnn[nn] or
Snn[nn] Wnnn[nn] or Ennn[nn]]])
1 Only for SIGMET messages for volcanic ash.

2 Only for SIGMET messages for volcanic ash cloud and tropical cyclones.
3
Only for SIGMET messages for tropical cyclones.

Template(s)
Detailed
AIR-REPORT
Movement Movement or MOV N [nnKMH] or MOV NNE [nnKMH] — MOV E
or expected expected or MOV NE [nnKMH] or MOV ENE 40KMH
movement movement [nnKMH] or MOV E [nnKMH] or MOV (MOV E 20KT)
(C) (direction and ESE [nnKMH] or MOV SE [nnKMH] or MOV SE
speed) with MOV SSE [nnKMH] or MOV S [nnKMH] STNR
reference to one or MOV SSW [nnKMH] or MOV SW
of the sixteen [nnKMH] or MOV WSW [nnKMH] or
points MOV W [nnKMH] or MOV WNW
of compass, or [nnKMH] or MOV NW [nnKMH] or MOV
stationary (C) NNW [nnKMH] (or MOV N [nnKT] or
MOV NNE [nnKT] or MOV NE [nnKT] or
MOV ENE [nnKT] or MOV E [nnKT] or
MOV ESE [nnKT] or MOV SE [nnKT] or
MOV SSE [nnKT] or MOV S [nnKT] or
MOV SSW [nnKT] or MOV SW [nnKT] or
MOV WSW [nnKT] or MOV W [nnKT] or
MOV WNW [nnKT] or MOV NW [nnKT]
or MOV NNW [nnKT]) or STNR
Changes in Expected INTSF or WKN or NC — WKN
intensity (C) changes in
intensity (C)
Forecast Forecast FCST nnnnZ TC — — FCST 2200Z
position (C) position of CENTRE Nnn[nn] or TC CENTRE
volcanic ash Snn[nn] Wnnn[nn] or N2740
cloud or the Ennn[nn] W07345
centre of the TC or FCST 1700Z
or other FCST nnnnZ VA CLD VA CLD APRX
hazardous APRX S15 E075 —
phenomena1 at [nnKM WID LINE BTN S15 E081 —
the end of the (nnNM WID LINE S17 E083 —
validity period BTN)] S18 E079 —
of the SIGMET Nnn[nn] or Snn[nn] S15 E075
message (C) Wnnn[nn] or FCST 0500Z
Ennn[nn] ENTIRE FIR
— Nnn[nn] or FCST 0500Z
Snn[nn] Wnnn[nn] or ENTIRE CTA
Ennn[nn] FCST 0500Z
[ — Nnn[nn] or NO VA EXP
Snn[nn] Wnnn[nn] or
Ennn[nn]]
[ — Nnn[nn] or
Snn[nn] Wnnn[nn] or
Ennn[nn]]
[AND]
or2
FCST nnnnZ
ENTIRE FIR3
1 To be used for hazardous phenomena other than volcanic ash cloud and tropical cyclones.
2 To be used for two volcanic ash clouds or two centres of tropical cyclones simultaneously affecting the FIR concerned.
3
Only for SIGMET messages for volcanic ash.

Template(s)
Detailed
AIR-REPORT
or
FCST nnnnZ
ENTIRE CTA3
or
FCST nnnnZ NO VA
EXP
or1
[FCST nnnnZ Nnn[nn]
Wnnn[nn] or
Nnn[nn] Ennn[nn] or
Snn[nn] Wnnn[nn] or
Snn[nn] Ennn[nn]
or
N OF Nnn[nn] or
S OF Nnn[nn] or
N OF Snn[nn] or
S OF Snn[nn]
[AND]
W OF Wnnn[nn] or
E OF Wnnn[nn] or
W OF Ennn[nn] or
E OF Ennn[nn]
or
[N OF, NE OF, E OF,
SE OF, S OF, SW OF,
W OF, NW OF] [LINE]
Nnn[nn] or Snn[nn]
Wnnn[nn] or
Ennn[nn] — Nnn[nn]
or Snn[nn] Wnnn[nn]
or Ennn[nn]
or
WI2 Nnn[nn] or
Snn[nn] Wnnn[nn] or
or Snn[nn] Wnnn[nn]
or Ennn[nn] —
Nnn[nn] or Snn[nn]
Wnnn[nn] or
or Snn[nn] Wnnn[nn]
or Ennn[nn]]
OR
1 To be used for hazardous phenomena other than volcanic ash cloud and tropical cyclones.
2
The number of coordinates should be kept to a minimum and should not normally exceed seven.

Template(s)
Detailed
AIR-REPORT
Cancellation Cancellation of CNL SIGMET [nn]n CNL AIRMET — CNL SIGMET 2
of SIGMET/AIRMET nnnnnn/nnnnnn or [nn]n 101200/1016
SIGMET/AIR referring to its CNL SIGMET [nn]n nnnnnn/nnnnn 00
MET (C) identification nnnnnn/nnnnnn [VA n CNL SIGMET 3
MOV TO nnnn FIR]1 251030/2514
30 VA MOV
TO YUDO FIR
CNL AIRMET
151520/1518
00
1
Only for SIGMET messages for volcanic ash.

Template for advisory message for volcanic ash

Key:
O = inclusion optional;
Note 1: The ranges and resolutions for the numerical elements included in advisory messages for volcanic ash
are shown in Appendix 8.
Note 3: Inclusion of a ‘colon’ after each element heading is mandatory.
Note 4: The numbers 1 to 18 are included only for clarity and they are not part of the advisory message, as
shown in the example.
1 Identification Type of message VA ADVISORY VA ADVISORY
of the type of
message (M)
2 Time of origin Year, month, DTG: nnnnnnnn/nnnnZ DTG: 20080923/0
(M) day, time in UTC 130Z
3 Name of VAAC Name of VAAC VAAC: nnnnnnnnnnnn VAAC: TOKYO
(M)
4 Name of Name and VOLCANO: nnnnnnnnnnnnnnnnn VOLCANO: KARYMSKY
volcano (M) IAVCEI number nnnnn [nnnnnn] or VOLCANO: 1000-13
of volcano UNKNOWN or UNNAMED
UNNAMED
5 Location of Location of PSN: Nnnnn or Snnnn PSN: N5403
volcano (M) volcano in Wnnnnn or Ennnnn or PSN: E15927
degrees and UNKNOWN UNKNOWN
minutes
6 State or region State, or region AREA: nnnnnnnnnnnnnnnn AREA: RUSSIA
(M) if ash is not
reported over a
State
7 Summit Summit SUMMIT nnnnM (or nnnnnFT) SUMMIT 1536M
elevation (M) elevation in m ELEV: ELEV:
(or ft)
8 Advisory Advisory ADVISORY nnnn/nnnn ADVISORY 2008/4
number (M) number: year in NR: NR:
full and message
number
(separate
sequence for
each volcano)
9 Information Information INFO Free text up to 32 INFO MTSAT-1R
source (M) source using free SOURCE: characters SOURCE: KVERT
text KEMSD
10 Colour Aviation colour AVIATION RED or ORANGE or AVIATION RED
code (O) code COLOUR YELLOW or GREEN or COLOUR
CODE: UNKNOWN or NOT CODE:
GIVEN or NIL


11 Eruption Eruption details ERUPTION Free text up to 64 ERUPTION ERUPTION
details (M) (including DETAILS: characters or DETAILS: AT
date/time of UNKNOWN 20080923/0
eruption(s)) 000Z FL300
REPORTED
12 Time of Day and time (in OBS (or nn/nnnnZ OBS VA 23/0100Z
observation UTC) of EST) VA DTG:
(or estimation) observation (or DTG:
of ash (M) estimation) of
volcanic ash
13 Observed or Horizontal (in OBS VA TOP FLnnn or OBS VA FL250/300
estimated ash degrees and CLD or EST SFC/FLnnn or CLD: N5400
cloud (M) minutes) and VA CLD: FLnnn/nnn [nnKM WID E15930 —
vertical extent at LINE BTN (nnNM WID N5400
the time of LINE BTN)] E16100 —
observation of Nnn[nn] or Snn[nn] N5300
the observed or Wnnn[nn] or Ennn[nn] E15945
estimated ash — Nnn[nn] or Snn[nn] MOV SE
cloud or, if the Wnnn[nn] or 20KT
base is Ennn[nn][ — Nnn[nn] SFC/FL200
unknown, the or Snn[nn] Wnnn[nn] N5130
top of the or Ennn[nn] — E16130 —
observed or Nnn[nn] or Snn[nn] N5130
estimated ash Wnnn[nn] or Ennn[nn] E16230 —
cloud; — Nnn[nn] or Snn[nn] N5230
Movement of Wnnn[nn] or E16230 —
the observed or Ennn[nn]] N5230
estimated ash MOV N nnKMH (or KT) E16130
cloud or MOV NE nnKMH (or MOV SE
KT) or MOV E nnKMH 15KT
(or KT) or MOV SE TOP FL240
nnKMH (or KT) or MOV MOV W
S nnKMH (or KT) or 40KMH
MOV SW nnKMH (or VA NOT
KT) or MOV W nnKMH IDENTIFIABL
(or KT) or MOV NW E FM
nnKMH (or KT) or VA SATELLITE
NOT IDENTIFIABLE FM DATA
SATELLITE DATA WIND WIND
FLnnn/nnn FL050/070
nnn/nn[n]MPS (or KT)1 180/12MPS
or WIND FLnnn/nnn
VRBnnMPS (or KT) or
WIND SFC/FLnnn
nnn/nn[n]MPS (or KT)
or WIND SFC/FLnnn
VRBnnMPS (or KT)
1
If ash reported (e.g. AIREP) but not identifiable from satellite data.


14 Forecast Day and time (in FCST VA nn/nnnnZ FCST VA 23/0700Z
height and UTC) (6 hours CLD + SFC or FLnnn/[FL]nnn CLD FL250/350
position of the from the ‘Time 6 HR: [nnKM WID LINE BTN + 6 HR: N5130
ash clouds (+ 6 of observation (nnNM WID LINE BTN)] E16030 —
HR) (M) (or estimation) Nnn[nn] or Snn[nn] N5130
of ash’ given in Wnnn[nn] or Ennn[nn] E16230 —
Item 12); — Nnn[nn] or Snn[nn] N5330
Forecast height Wnnn[nn] or E16230 —
and position (in Ennn[nn][ — Nnn[nn] N5330
degrees and or Snn[nn] Wnnn[nn] E16030
minutes) for or Ennn[nn] — SFC/FL180
each cloud mass Nnn[nn] or Snn[nn] N4830
for that fixed Wnnn[nn] or Ennn[nn] E16330 —
valid time — Nnn[nn] or Snn[nn] N4830
Wnnn[nn] or E16630 —
Ennn[nn]]1 or NO VA N5130
EXP or NOT AVBL or E16630 —
NOT PROVIDED N5130
E16330
NO VA EXP
NOT AVBL
NOT
PROVIDED
height and UTC) (12 hours CLD + SFC or FLnnn/[FL]nnn CLD + SFC/FL270
position of the from the ‘Time 12 HR: [nnKM WID LINE BTN 12 HR: N4830
ash clouds (+ of observation (nnNM WID LINE BTN)] E16130 —
12 HR) (M) (or estimation) Nnn[nn] or Snn[nn] N4830
of ash’ given in Wnnn[nn] or Ennn[nn] E16600 —
Item 12); — Nnn[nn] or Snn[nn] N5300
Forecast height Wnnn[nn] or E16600 —
and position (in Ennn[nn][ — Nnn[nn] N5300
degrees and or Snn[nn] Wnnn[nn] E16130
minutes) for or Ennn[nn] — NO VA EXP
each cloud mass Nnn[nn] or Snn[nn] NOT AVBL
for that fixed Wnnn[nn] or Ennn[nn] NOT
valid time — Nnn[nn] or Snn[nn] PROVIDED
Wnnn[nn] or
Ennn[nn]] or NO VA
EXP or NOT AVBL or
NOT PROVIDED
1
Up to four selected layers.


height and UTC) (18 hours CLD + SFC or FLnnn/[FL]nnn CLD + NO VA EXP
position of the from the ‘Time 18 HR: [nnKM WID LINE BTN 18 HR: NOT AVBL
ash clouds (+ of observation (nnNM WID LINE BTN)] NOT
18 HR) (M) (or estimation) Nnn[nn] or Snn[nn] PROVIDED
of ash’ given in Wnnn[nn] or Ennn[nn]
Item 12); — Nnn[nn] or Snn[nn]
Forecast height Wnnn[nn] or
and position (in Ennn[nn][ — Nnn[nn]
degrees and or Snn[nn] Wnnn[nn]
minutes) for or Ennn[nn] —
each cloud mass Nnn[nn] or Snn[nn]
for that fixed Wnnn[nn] or Ennn[nn]
valid time — Nnn[nn] or Snn[nn]
Wnnn[nn] or
Ennn[nn]] or NO VA
EXP or NOT AVBL or
NOT PROVIDED
17 Remarks (M) Remarks, as RMK: Free text up to RMK: LATEST REP
necessary 256 characters or NIL FM KVERT
(0120Z)
INDICATES
ERUPTION
HAS
CEASED.
TWO
DISPERSING
VA CLD ARE
EVIDENT ON
SATELLITE
IMAGERY
NIL
18 Next Year, month, day NXT ADVIS nnnnnnnn/nnnnZ or NXT ADVIS 20080923/0
advisory (M) and time in UTC ORY: NO LATER THAN ORY: 730Z
nnnnnnnn/nnnnZ or NO LATER
NO FURTHER THAN
ADVISORIES or WILL nnnnnnnn/n
BE ISSUED BY nnnZ
nnnnnnnn/nnnnZ NO
FURTHER
ADVISORIES
WILL BE
ISSUED BY
nnnnnnnn/n
nnnZ

Template for advisory message for tropical cyclones

Key:
Note 1: The ranges and resolutions for the numerical elements included in advisory messages for tropical
cyclones are shown in Appendix 8.
Note 3: All the elements are mandatory.
Note 4: Inclusion of a ‘colon’ after each element heading is mandatory.
Note 5: The numbers 1 to 19 are included only for clarity and they are not part of the advisory message, as
shown in the example.
1 Identification of the Type of message TC TC
type of message ADVISORY ADVISORY
2 Time of origin Year, month, day DTG: nnnnnnnn/nnn DTG: 20040925/1
and time in UTC of nZ 600Z
issue
3 Name of TCAC Name of TCAC TCAC: nnnn or TCAC: YUFO
(location indicator or nnnnnnnnnn TCAC: MIAMI
full name)
4 Name of tropical Name of tropical TC: nnnnnnnnnnnn TC: GLORIA
cyclone cyclone or‘NN’ for or NN
unnamed tropical
cyclone
5 Advisory number Advisory number NR: nn NR: 01
(starting with ‘01’
for each cyclone)
6 Position of the Position of the PSN: Nnn[nn] or PSN: N2706
centre centre of the Snn[nn] W07306
tropical cyclone (in Wnnn[nn] or
degrees and Ennn[nn]
minutes)
7 Direction and Direction and speed MOV: N nnKMH (or MOV: NW 20KMH
speed of of movement given KT) or NNE
movement in sixteen compass nnKMH (or KT)
points and km/h (or or NE nnKMH
kt), respectively, or (or KT) or ENE
moving slowly (< nnKMH (or KT)
6 km/h (3 kt)) or or E nnKMH (or
stationary (< 2 km/h KT) or ESE
(1 kt)) nnKMH (or KT)
or SE nnKMH
(or KT) or SSE
nnKMH (or KT)
or S nnKMH (or
KT) or SSW
nnKMH (or KT)
or SW nnKMH
(or KT) or WSW
nnKMH (or KT)


or W nnKMH
(or KT) or
WNW nnKMH
(or KT) or
NW nnKMH (or
KT) or NNW
nnKMH (or KT)
or SLW or STNR
8 Central pressure Central pressure (in C: nnnHPA C: 965HPA
hPa)
9 Maximum surface Maximum surface MAX nn[n]MPS MAX 22MPS
wind wind near the centre WIND: (or nn[n]KT) WIND:
(mean over 10
minutes, in m/s (or
kt))
10 Forecast of centre Day and time (in FCST PSN nn/nnnnZ FCST PSN 25/2200Z
position (+ 6 HR) UTC) (6 hours from + 6 HR: Nnn[nn] or + 6 HR: N2748
the ‘DTG’ given in Snn[nn] W07350
Item 2); Wnnn[nn] or
Forecast position (in Ennn[nn]
degrees and
minutes) of the
centre of the
tropical cyclone
11 Forecast of Forecast of FCST MAX nn[n]MPS FCST MAX 22MPS
maximum surface maximum surface WIND + (or nn[n]KT) WIND
wind (+ 6 HR) wind (6 hours after 6 HR: + 6 HR:
the ‘DTG’ given in
Item 2)
degrees and
minutes) of the
centre of the
tropical cyclone
Item 2)
degrees and
minutes) of the
centre of the
tropical cyclone


maximum surface maximum surface WIND + (or nn[n]KT) WIND +
wind (+ 18 HR) wind (18 hours after 18 HR: 18 HR:
Item 2)
degrees and
minutes) of the
centre of the
tropical cyclone
Item 2)
18 Remarks Remarks, as RMK: Free text up to RMK: NIL
necessary 256 characters
or NIL
19 Expected time of Expected year, NXT MSG: [BFR] NXT MSG: 20040925/2
issuance of next month, day and time nnnnnnnn/nnn 000Z
advisory (in UTC) of issuance nZ or NO MSG
of next advisory EXP

Ranges and resolutions for the numerical elements included in volcanic ash and tropical cyclone advisory
messages, SIGMET/AIRMET messages and aerodrome and wind shear warnings
Summit elevation: M 000–8100 1
FT 000–27000 1
1
Advisory number: for VA (index) 000–2000 1
for TC (index)1 00–99 1
Maximum surface wind: MPS 00–99 1
KT 00–199 1
Central pressure: hPa 850–1050 1
Surface wind speed: MPS 15–49 1
KT 30–99 1
Surface visibility: M 0000–0750 50
M 0800–5000 100
Cloud: height of base: M 000–300 30
FT 000–1000 100
Cloud: height of top: M 000–2970 30
M 3000–20000 300
FT 000–9900 100
FT 10000–60000 1000
Latitudes: ° (degrees) 00–90 1
(minutes) 00–60 1
Longitudes: ° (degrees) 000–180 1
(minutes) 00–60 1
Flight levels: 000–650 10
Movement: KMH 0–300 10
KT 0–150 5
1
Non-dimensional

Easy Access Rules for ATM-ANS ANNEX VI — Part-AIS
AERONAUTICAL INFORMATION SERVICES
(AIS.OR)
ANNEX VI — PART-AIS
AERONAUTICAL INFORMATION SERVICES
FOR PROVIDERS OF AERONAUTICAL INFORMATION
SERVICES (AIS.OR)
AIS.OR.100 Technical and operational competence and capability

(a) An aeronautical information services provider shall ensure that information and data are
available for operations in a form suitable for:
(1) flight operating personnel, including flight crew;
(2) flight planning, flight management systems and flight simulators;
(3) air traffic services providers which are responsible for flight information services,
aerodrome flight information services and the provision of pre-flight information.
(b) Aeronautical information services providers shall ensure the integrity of data and confirm the
level of accuracy of the information distributed for operations, including the source of such
information, before such information is distributed.

FOR PROVIDERS OF AERONAUTICAL
INFORMATION SERVICES (AIS.TR)

OF AERONAUTICAL INFORMATION SERVICES (AIS.TR)
AIS.TR.100 Working methods and operating procedures for the

provision of aeronautical information services
An aeronautical information services provider shall be able to demonstrate that their working
methods and operating procedures are compliant with the standards in the following Annexes to the
Chicago Convention as far as they are relevant to the provision of aeronautical information services in
the airspace concerned:
(a) Annex 4 on aeronautical charts in its 11th edition of July 2009, including all amendments up to
and including No 58;
(b) without prejudice to Commission Regulation (EU) No 73/20101, Annex 15 on aeronautical
information services in its 14th edition of July 2013, including all amendments up to and
including No 38.
1 Commission Regulation (EU) No 73/2010 of 26 January 2010 laying down requirements on the quality of aeronautical data and
aeronautical information for the single European sky (OJ L 23, 27.1.2010, p. 6).

ACCEPTABLE MEANS OF COMPLIANCE (AMC) AND GUIDANCE

MATERIAL (GM) TO PART-AIS SPECIFIC REQUIREMENTS FOR
PROVIDERS OF AERONAUTICAL INFORMATION SERVICES
Reserved

Easy Access Rules for ATM-ANS ANNEX VII — Part-DAT
REQUIREMENTS FOR PROVIDERS OF DATA
SERVICES (DAT.OR)
ANNEX VII — PART-DAT

SPECIFIC REQUIREMENTS FOR PROVIDERS OF DATA
SERVICES
FOR PROVIDERS OF DATA SERVICES (DAT.OR)
DAT.OR.100 Aeronautical data and information

(a) The DAT provider shall receive, assemble, translate, select, format, distribute and/or integrate
aeronautical data and information that is released by an authoritative source for use in
aeronautical databases on certified aircraft application/equipment.
In specific cases, if aeronautical data is not provided in the aeronautical information publication
(AIP) or by an authoritative source or does not meet the applicable data quality requirements
(DQRs), that aeronautical data may be originated by the DAT provider itself and/or by other DAT
providers. In this context, that aeronautical data shall be validated by the DAT provider
originating it.
(b) When so requested by its customers, the DAT provider may process tailored data provided by
the aircraft operator or originating from other DAT providers for use by that aircraft operator.
The responsibility for this data and its subsequent update shall remain with the aircraft
operator.
AMC1 DAT.OR.100 Aeronautical data and information

GENERAL
(a) Aeronautical data and information in this context should consist of:
(1) Integrated Aeronautical Information Package (IAIP); and/or
(2) obstacle data; and/or
(3) terrain data; and/or
(4) Aerodrome Mapping Data (AMD); and/or
(5) other data and information that is validated by the DAT provider for the purpose of
provision of its services.
(b) Aeronautical databases should be databases, used on certified aircraft application/equipment,
that support the flight operation where incorrect data leads to failures having at least minor or
higher failure effect.

SERVICES (DAT.OR)
(c) The scope should not include databases that are approved as part of the type design of the
aircraft or engine (e.g. engine power settings (take-off, climb, maximum continuous thrust
(MCT), cruise) and aircraft performance data (e.g. take-off distance, V speeds)).
GM1 DAT.OR.100 Aeronautical data and information

GENERAL
(a) In the context of this Regulation, aeronautical databases should include databases, used on
certified aircraft applications, that support the flight operation of aircraft for the purpose of
primary communication, navigation and surveillance (CNS) or supplementing CNS.
(1) Database used in primary CNS applications (e.g. flight management system (FMS)).
(2) Database used in supplementary CNS applications including but not limited to systems
generating alerts and used for awareness having the following databases:
(i) database for synthetic vision systems;
(ii) terrain database (TAWS);
(iii) obstacle database (TAWS);
(iv) aerodrome mapping database (AMDB);
(v) brake assistance to vacate; and
(vi) surface indication and alert system.
(b) Databases for which the DAT provider is not required to be certified in accordance with this
Regulation include but are not limited to:
(1) databases provided and/or used by the operator of the aircraft that are monitored under
the operator’s responsibility and not loaded into certified aircraft applications (e.g.
airport moving map used in electronic flight bags (EFBs), take-off and landing
performance used in EFBs);
(2) databases not having any safety affect (e.g. used for passenger in-flight entertainment
(IFE) systems outside the flight deck, etc.); and
(3) databases for systems applications/equipment installed on aircraft certified for visual
flight rules (VFR) operation only, except those used for primary navigation to meet the
airspace usage requirements.
AMC1 DAT.OR.100(a) Aeronautical data and information

DATA SOURCE
The DAT provider should use data coming from authoritative sources. If such data is not formally made
available by an authoritative source or does not meet the applicable data quality requirements, but is
required by end users, the DAT provider may use data from other (non-authoritative) sources,
provided these have been verified and validated by the DAT provider itself and/or other DAT providers
to conform with the relevant standards and data quality requirements.
If a non-authoritative source is used for the data release, the DAT provider should issue a statement
at its discretion.

SERVICES (DAT.OR)
GM1 to AMC1 DAT.OR.100(a) Aeronautical data and information

NON-AUTHORITATIVE SOURCE
(a) A non-authoritative source may be an organisation other than those defined in point 32 of
Annex I, but providing and/or publishing data derived from data gathering or measuring
performed (e.g. by aircraft operators, air crew, DAT providers, or other similar operational
organisations, or a combination thereof), transformation of various sources to provide
aeronautical data which conform with relevant standards and data quality requirements as
specified by the airspace end users.
(b) When validating data from a non-authoritative source, the DAT provider should proceed by
using either additional information sources to validate this data (like satellite imagery, data or
manuals from other providers, users, military, etc.), or data which has been tested and
confirmed through operations.

DATA SOURCE
The first known DAT provider that uses data coming from other (non-authoritative) sources in the
aeronautical data chain, accepts the responsibility of the data originator (i.e. ensuring that the data
meets the data quality requirements).

END USER
In the context of this Regulation, the end users should be considered the ‘airspace users’ as defined
in Article 2(8) of Regulation (EC) No 549/2004.
GM1 DAT.OR.100(a) Aeronautical data and information

VALIDATION OF AERONAUTICAL DATA

The processes of validating the aeronautical data by DAT provider should meet the standards specified
in EUROCAE ED-76A/RTCA DO-200B ‘Standards for Processing Aeronautical Data’, dated June 2015,
especially Section 2.4.1 (6) and Appendix C, in particular points C.2.1 and C.2.2. EUROCAE ED-76/RTCA
DO-200A may be also used for the demonstration of compliance.

SERVICES (DAT.OR)
GM1 DAT.OR.100(b) Aeronautical data and information

GENERAL
(a) The full responsibility for the origination and provision of tailored data and its subsequent
updates, as required, should lie with the aircraft operator.
(b) The origination and provision of tailored data by an aircraft operator or on the aircraft
operator’s behalf for the purpose of air operation is not part of the DAT provider’s scope of
activities and this Regulation does not cover its oversight.
(c) The use of tailored data is related and limited to the operational purposes of the aircraft
operator that requested the insertion of the tailored data.
DAT.OR.105 Technical and operational competence and capability

(a) In addition to ATM/ANS.OR.B.001, the DAT provider shall:

(1) perform the reception, assembly, translation, selection, formatting, distribution and/or
integration of aeronautical data and information that is released by aeronautical data
source provider(s) into aeronautical databases for certified aircraft
application/equipment under the applicable requirements. The type 2 DAT provider shall
ensure that the DQRs are compatible with the intended use of the certified aircraft
application/equipment through an appropriate arrangement with the specific equipment
design approval holder or an applicant for an approval of that specific design;
(2) issue a statement of conformity that the aeronautical databases it has produced are
produced in accordance with this Regulation and the applicable industry standards;
(3) provide assistance to the equipment design approval holder in dealing with any
continuing airworthiness actions that are related to the aeronautical databases that have
been produced.
(b) For release of databases, the accountable manager shall nominate attesting staff identified in
point DAT.TR.100(b) and allocate their responsibilities in an independent manner to attest
through the statement of conformity that data meets the DQRs and processes are followed. The
ultimate responsibility for the databases release statements signed by the attesting staff shall
remain with the accountable manager of the DAT provider.
GM1 DAT.OR.105(a)(1) Technical and operational competence and

capability
AERONAUTICAL DATA SOURCE PROVIDER

Aeronautical data source providers should be considered at least, but are not limited to:
(a) organisations providing authoritative data for the purpose of air navigation (e.g. AIS providers);
(b) the DAT provider itself or another DAT provider;
(c) the aircraft operator(s) for tailored data; and
(d) the aerodrome operator(s), in case the information is not provided in the AIPs.

SERVICES (DAT.OR)
GM2 DAT.OR.105(a)(1) Technical and operational competence and

capability
DQR COMPATIBILITY
The Type 2 DAT provider should ensure through an appropriate arrangement that the equipment
design approval holder or an applicant for an approval of that specific design is responsible for
demonstrating (e.g. using system verification tests, sampling checks, etc.) that the DQRs are consistent
with the intended function of the equipment.
AMC1 DAT.OR.105(a)(2) Technical and operational competence and

capability
STATEMENT OF CONFORMITY FOR AERONAUTICAL DATABASES

Logo of the Statement of conformity
DAT provider for aeronautical databases
1. DAT provider certificate number: No …..
2. Type 1/Type 2* DAT provider: Name

* delete as appropriate
3. Address: Address
4. Database identification: Identification
5. Database use: Applications/standards
6. Deviations: Deviations
7. New database release: 8. Additional database release (correction):
9. Declaration of conformity: [XXX] databases released and distributed are produced in compliance with
10. Attesting staff:
Date: Name: Name Signature: Signature
AIRAC cycle/
validity period:
Information to be entered into the statement of conformity for DAT form:

Field 4: List all the identifications of the databases covered under this release, or make reference to the document listing all the
identifications of the released databases.

SERVICES (DAT.OR)
Field 5:
In case of Type 1 DAT provider, list the standard data formats.
In case of Type 2 DAT provider, list the equipment models and part numbers where compatibility has been demonstrated, or make
reference to the document containing equipment models and part numbers where compatibility has been demonstrated.
Field 6: List the deviations or make reference to where the deviation information can be found (e.g. a weblink).
Field 10:Signature of an authorised representative of the applicant.
AMC2 DAT.OR.105(a)(2) Technical and operational competence and

capability
PRODUCING AND UPDATING AERONAUTICAL DATABASES

The processes of producing and updating aeronautical databases should meet the standards specified
in EUROCAE ED-76A/RTCA DO-200B ‘Standards for Processing Aeronautical Data’, dated
June 2015. EUROCAE ED-76/RTCA DO-200A may be also used for the demonstration of compliance.
GM1 DAT.OR.105(b) Technical and operational competence and

capability
INDEPENDENCE
A DAT provider should ensure that the attesting staff and the person involved in the database release
is not a single person (i.e. the four-eye principle).
DAT.OR.110 Management system

In addition to point ATM/ANS.OR.B.005, the DAT provider, as applicable for the type of DAT provision,
shall establish and maintain a management system that includes control procedures for:
(a) document issue, approval or change;
(b) DQRs change;
(c) verification that incoming data has been produced in accordance with the applicable standards;
(d) timely update of the data used;
(e) identification and traceability;
(f) processes for reception, assembly, translation, selection, formatting, distribution and/or
integration of data into a generic database or database compatible with the specific aircraft
application/equipment;
(g) data verification and validation techniques;
(h) identification of tools, including configuration management and tools qualification, as
necessary;
(i) handling of errors/deficiencies;

SERVICES (DAT.OR)
(j) coordination with the aeronautical data source provider(s) and/or DAT provider(s), and with the
equipment design approval holder or an applicant for an approval of that specific design when
providing type 2 DAT services;
(k) issue of statement of conformity;
(l) controlled distribution of databases to users.
AMC1 DAT.OR.110 Management system

ISO 9001/EN 9100 CERTIFICATE(S) FOR TYPE 1 DAT PROVIDERS

In reference to ISO 9001/EN 9100 certificates issued by appropriate accredited organisations, please
refer to AMC1 ATM/ANS.OR.B.005(a) ‘Management system’ ISO 9001/EN 9100 CERTIFICATE(S) FOR
TYPE 1 DAT PROVIDERS.
AMC2 DAT.OR.110 Management system

EN 9100 CERTIFICATE FOR TYPE 2 DAT PROVIDERS

In reference to EN 9100 certificate issued by appropriate accredited organisations, please refer to
AMC1 ATM/ANS.OR.B.005(a) ‘Management system’ EN 9100 CERTIFICATE FOR TYPE 2 DAT
PROVIDERS.
AMC1 DAT.OR.110(h) Management system

TOOLS QUALIFICATION
Tools qualification should meet the standards specified in EUROCAE ED-76A/RTCA DO-200B
‘Standards for Processing Aeronautical Data’, dated June 2015. EUROCAE ED-76/RTCA DO-200A may
be also used for the demonstration of compliance.
DAT.OR.115 Record-keeping
In addition to ATM/ANS.OR.B.030, the DAT provider shall include in its record-keeping system the
elements indicated in DAT.OR.110.

SERVICES (DAT.OR)
DAT.OR.200 Reporting requirements

(a) The DAT provider shall:

(1) report to the customer and, where applicable, the equipment design approval holder all
the cases where aeronautical databases have been released by the DAT provider and
have been subsequently identified to have deficiencies and/or errors, thus not meeting
the applicable data requirements.;
(2) report to the competent authority the deficiencies and/or errors identified according to
point (1), which could lead to an unsafe condition. Such reports shall be made in a form
and manner acceptable to the competent authority;
(3) where the certified DAT provider is acting as a supplier to another DAT provider, report
also to that other organisation all the cases where it has released aeronautical databases
to that organisation and have been subsequently identified to have errors;
(4) report to the aeronautical data source provider instances of erroneous, inconsistent or
missing data in the aeronautical source.
(b) The DAT provider shall establish and maintain an internal reporting system in the interest of
safety to enable the collection and assessment of reports in order to identify adverse trends or
to address deficiencies, and to extract reportable events and actions.
This internal reporting system may be integrated into the management system as required in
point ATM/ANS.OR.B.005.
GM1 DAT.OR.200 Reporting requirements

GENERAL
The DAT provider should notify the competent authority of the following by using the occurrence
reporting form:
(a) errors/deficiencies affecting safe operations in an airspace segment/block;
(b) errors/deficiencies with negative impact on safety stemming from a source in a Member State
or a functional airspace block (FAB); and
(c) errors/deficiencies with negative impact on safety stemming from erroneous processing of the
data or information within the intended aircraft application/equipment.

SERVICES (DAT.OR)
GM1 DAT.OR.200(b) Reporting requirements

UNSAFE CONDITION
‘Unsafe condition’ may be considered as a situation where due to a data error there will be, but is not
limited to:
 aircraft deviation from the published procedure;
 erroneous warning (red colour) in the cockpit (e.g. PULL UP, TERRAIN, RWY TOO SHORT);
 pilot workload increase due to presentation of misleading or conflicting data in the primary
flight display; and
 malfunction or defect of an indication system at a critical phase of the flight, etc.

FOR PROVIDERS OF DATA SERVICES
(DAT.TR)

OF DATA SERVICES (DAT.TR)
DAT.TR.100 Working methods and operating procedures

The DAT provider shall:

(a) with regard to all the necessary aeronautical data:
(1) establish DQRs that are agreed upon with the other DAT provider and in the case of a
type 2 DAT provider, with the equipment design approval holder or an applicant for an
approval of that specific design, to determine the compatibility of these DQRs with the
intended use;
(2) use data from an authoritative source(s) and, if required, other aeronautical data verified
and validated by the DAT provider itself and/or by other DAT provider(s);
(3) establish a procedure to ensure that the data is correctly processed;
(4) establish and implement processes to ensure that the tailored data provided or
requested by an aircraft operator or other DAT provider shall only be distributed to the
requester itself; and
(b) with regard to attesting staff that sign the statements of conformity issued under
DAT.OR.105(b) ensure that:
(1) the knowledge, background (including other functions in the organisation), and
experience of the attesting staff are appropriate to their allocated responsibilities;
(2) it maintains records of all attesting staff which include details of the scope of their
authorisation;
(3) attesting staff are provided with evidence of the scope of their authorisation.
AMC1 DAT.TR.100(a)(1) Working methods and operating

procedures
COMPATIBILITY WITH CERTIFIED AIRCRAFT APPLICATION/EQUIPMENT — TYPE 2 DAT PROVIDER

A Type 2 DAT provider should perform tests to ensure that the database works as intended with the
application by performing sampling checks on individual data sets (e.g. in a simulation/test bench
environment).

(DAT.TR)

procedures
DATA SOURCE
In reference to the ‘data source’, please refer to AMC1 DAT.OR.100(a) ‘Aeronautical data and
information’.
GM1 DAT.TR.100(a)(2) Working methods and operating procedures

DATA EXCHANGE
To support data integrity, the DAT provider may use digital data sets as a preferred means of data
exchange.

procedures
DATA PROCESSING
The DAT provider should keep the records for a period of at least 3 years after the end of the validity
period of the database unless otherwise specified by other applicable requirements.
GM1 DAT.TR.100(b) Working methods and operating procedures

SIGNATURE
The attesting staff, authorised by the DAT provider, may sign the statements issued in accordance with
DAT.OR.105(b) manually or in a digital manner (e.g. digital signature).
AMC1 DAT.TR.100(b)(1) Working methods and operating

procedures
ATTESTING STAFF
(a) To qualify as attesting staff, appropriate knowledge, background, experience and specific
training or assessment established by the DAT provider should be required.
(b) Training should be provided to develop a satisfactory level of knowledge of organisational
procedures, processes and products, aviation law, and associated IRs, AMC and GM, relevant to
the particular role.
(c) In addition to the general training policy, the DAT provider should define its own standards for
training, including qualification standards, for personnel to be identified as attesting staff.
(d) The training should be updated in response to experience gained and technological
advancements.

(DAT.TR)

procedures
RECORDS OF ATTESTING STAFF

(a) The following is the minimum information that should be recorded by the DAT provider in
respect of each attesting staff member:
(1) name;
(2) general training and standard attained;
(3) specific training and standard attained;
(4) continuation training, if appropriate;
(5) background experience;
(6) scope of the authorisation; and
(7) date of first issue of the authorisation.
(b) The record should be kept in an appropriate format and should be controlled through an
internal procedure of the organisation. This procedure could be part of the management
system.
(c) The DAT provider should ensure that the number of persons authorised to access the system of
personnel data record-keeping is limited and an appropriate access control mechanism is in
place.
(d) The attesting staff member should be given access, upon request, to his or her own records.
(e) The DAT provider should keep the record for at least two years after the attesting staff member
has ceased employment with the organisation or the withdrawal of the authorisation,
whichever occurs first.
GM1 DAT.TR.100(b)(2) Working methods and operating procedures

RECORDS OF ATTESTING STAFF

Records of the attesting staff may be stored electronically.

procedures
EVIDENCE OF THE SCOPE OF THE ATTESTING STAFF AUTHORISATION

(a) The authorisation document should clearly indicate the scope of the authorisation to allow
attesting staff and any other authorised persons to verify the privileges.
(b) Attesting staff should make the authorisation document available to the competent authority
upon request.

(DAT.TR)
DAT.TR.105 Required interfaces

The DAT provider shall ensure the necessary formal interfaces with:
(a) aeronautical data source(s) and/or other DAT providers;
(b) the equipment design approval holder for type 2 DAT provision, or an applicant for an approval
of that specific design;
(c) aircraft operators, as applicable.
AMC1 DAT.TR.105(a) Required interfaces

INTERFACES WITH THE AERONAUTICAL DATA SOURCE AND/OR OTHER DAT PROVIDERS
(a) The DAT provider should demonstrate that formal interfaces with aeronautical data sources or
other DAT providers are implemented. Procedures should be established to communicate
instances of erroneous, inconsistent or missing data to such providers and monitor that timely
and effective responses are received.
(b) Where resolution and correction cannot be obtained for data that has been called into question,
the DAT provider’s procedures for dealing with this situation should ensure that the DAT
provider communicates the alteration or removal of data which the aeronautical data source
and/or other DAT provider has not concurred with or resolved. The DAT provider’s procedures
should confirm that effective controls are in place to ensure that an unsafe product is not
released and that such concerns are communicated to customers in accordance with the
requirements laid down in DAT.OR.200.
AMC1 DAT.TR.105(b) Required interfaces

INTERFACES WITH THE AIRCRAFT EQUIPMENT DESIGN APPROVAL HOLDER FOR TYPE 2 DAT PROVISION
The DAT provider should demonstrate that formal interfaces exist with the equipment design approval
holder. In particular, the DAT provider’s procedures should stipulate that the equipment design
approval holder communicates and responds to issues and constraints concerning
compatibility/eligibility for installation between their equipment and the databases of the DAT
provider.
AMC1 DAT.TR.105(c) Required interfaces

INTERFACES WITH AIRCRAFT OPERATORS — TYPE 2 DAT PROVIDERS

The Type 2 DAT provider should demonstrate that a formal interface with aircraft operators is in place
to confirm that operators’ requests are clearly defined and subject to review.

Easy Access Rules for ATM-ANS ANNEX VIII — Part-CNS
COMMUNICATION, NAVIGATION, OR
SURVEILLANCE SERVICES (CNS.OR)
ANNEX VIII — PART-CNS

COMMUNICATION, NAVIGATION, OR SURVEILLANCE
SERVICES
FOR PROVIDERS OF COMMUNICATION, NAVIGATION, OR
SURVEILLANCE SERVICES (CNS.OR)
CNS.OR.100 Technical and operational competence and capability

(a) A communication, navigation or surveillance services provider shall ensure the availability,
continuity, accuracy and integrity of their services.
(b) A communication, navigation or surveillance services provider shall confirm the quality level of
the services they are providing, and shall demonstrate that their equipment is regularly
maintained and, where required, calibrated.

FOR PROVIDERS OF COMMUNICATION,
NAVIGATION OR SURVEILLANCE SERVICES
(CNS.TR)

OF COMMUNICATION, NAVIGATION OR SURVEILLANCE
SERVICES (CNS.TR)
CNS.TR.100 Working methods and operating procedures for

providers of communication, navigation or surveillance services
A communication, navigation or surveillance services provider shall be able to demonstrate that its
working methods and operating procedures are compliant with the standards of Annex 10 to the
Chicago Convention on aeronautical telecommunications in the following versions as far as they are
relevant to the provision of communication, navigation or surveillance services in the airspace
concerned:
(a) Volume I on radio navigation aids in its 6th edition of July 2006, including all amendments up to
and including No 89;
(b) Volume II on communication procedures, including those with PANS status in its 6th edition of
October 2001, including all amendments up to and including No 89;
(c) Volume III on communications systems in its 2nd edition of July 2007, including all amendments
up to and including No 89;
(d) Volume IV on surveillance radar and collision avoidance systems in its 4th edition of July 2007,
including all amendments up to and including No 89;
(e) Volume V on aeronautical radio frequency spectrum utilisation in its 3rd edition of July 2013,
including all amendments up to and including No 89.


MATERIAL (GM) TO PART-CNS SPECIFIC REQUIREMENTS FOR
PROVIDERS OF COMMUNICATION, NAVIGATION, OR SURVEILLANCE
SERVICES
Reserved

Easy Access Rules for ATM-ANS ANNEX IX — Part-ATFM
TECHNICAL REQUIREMENTS FOR
PROVIDERS OF AIR TRAFFIC FLOW
MANAGEMENT (ATFM.TR)
ANNEX IX — PART-ATFM
SPECIFIC REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC
FLOW MANAGEMENT
TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC
FLOW MANAGEMENT (ATFM.TR)
ATFM.TR.100 Working methods and operating procedures for

providers of air traffic flow management
An air traffic flow management provider shall be able to demonstrate that its working methods and
operating procedures are compliant with Commission Regulations (EU) No 255/20101 and (EU)
No 677/2011.
1 Commission Regulation (EU) No 255/2010 of 25 March 2010 laying down common rules on air traffic flow management (OJ L 80,
26.3.2010, p. 10).

Easy Access Rules for ATM-ANS ANNEX IX — Part-ATFM

MATERIAL (GM) TO PART-ATFM
Reserved

Easy Access Rules for ATM-ANS ANNEX X — Part-ASM
TECHNICAL REQUIREMENTS FOR
PROVIDERS OF AIRSPACE MANAGEMENT
(ASM.TR)
ANNEX X — PART-ASM
SPECIFIC REQUIREMENTS FOR PROVIDERS OF AIRSPACE
MANAGEMENT
TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIRSPACE
MANAGEMENT (ASM.TR)
ASM.TR.100 Working methods and operating procedures for

providers of airspace management
An airspace management provider shall be able to demonstrate that its working methods and
operating procedures are compliant with Commission Regulations (EC) No 2150/20051 and (EU)
No 677/2011.
1 Commission Regulation (EC) No 2150/2005 of 23 December 2005 laying down common rules for the flexible use of airspace (OJ L 342,
24.12.2005, p. 20).

Easy Access Rules for ATM-ANS ANNEX X — Part-ASM

MATERIAL (GM) TO PART-ASM SPECIFIC REQUIREMENTS FOR
PROVIDERS OF AIRSPACE MANAGEMENT
Reserved

Easy Access Rules for ATM-ANS ANNEX XI — Part-ASD
ANNEX XI — PART-ASD
SPECIFIC REQUIREMENTS FOR PROVIDERS OF PROCEDURE
DESIGN

Easy Access Rules for ATM-ANS ANNEX XI — Part-ASD

MATERIAL (GM) TO PART-ASD SPECIFIC REQUIREMENTS FOR
PROVIDERS OF FLIGHT PROCEDURE DESIGN
Reserved

Easy Access Rules for ATM-ANS ANNEX XII — Part-NM
TECHNICAL REQUIREMENTS FOR THE
NETWORK MANAGER (NM.TR)
ANNEX XII — PART-NM

SPECIFIC REQUIREMENTS FOR THE NETWORK MANAGER
TECHNICAL REQUIREMENTS FOR THE NETWORK MANAGER
(NM.TR)
NM.TR.100 Working methods and operating procedures for the

Network Manager
The Network Manager shall be able to demonstrate that its working methods and operating
procedures are compliant with other Union legislation and in particular with Regulation (EU)
No 255/2010 and (EU) No 677/2011.

Easy Access Rules for ATM-ANS ANNEX XII — Part-NM

MATERIAL (GM) TO PART-NM SPECIFIC REQUIREMENTS FOR THE
NETWORK MANAGER
Reserved

Easy Access Rules for ATM-ANS ANNEX XIII — Part-PERS
SUBPART A —AIR TRAFFIC SAFETY
ELECTRONIC PERSONNEL
ANNEX XIII — PART-PERS

REQUIREMENTS FOR SERVICE PROVIDERS CONCERNING
PERSONNEL TRAINING AND COMPETENCE ASSESSMENT
SUBPART A —AIR TRAFFIC SAFETY ELECTRONIC PERSONNEL
ATSEP.OR.100 Scope
(a) This Subpart establishes the requirements to be met by the service provider with respect to the
training and the competence assessment of air traffic safety electronics personnel (ATSEP).
(b) For the service providers applying for a limited certificate in accordance with points (a) and (b)
of point ATM/ANS.OR.A.010 and/or declaring its activities in accordance with point
ATM/ANS.OR.A.015, the minimum requirements to be met with respect to the training and the
competence assessment of ATSEP may be determined by the competent authority. Those
minimum requirements shall be based on qualification, experience and recent experience, to
maintain specific equipment or types of equipment and ensuring equivalent level of safety.
GM1 ATSEP.OR.100 Scope

GENERAL
Whilst it is acknowledged that ‘power supply’ and ‘air conditioning’ systems and equipment that can
be critical elements of the aviation safety chain and that personnel should, therefore, be appropriately
trained in those areas, it is not considered that this training should fall within the scope of the ATSEP
training provisions. In general, ATSEP do not work on these systems, but rather control and manage
the release of power and air conditioning systems, to and from operational service. In this situation,
the person does not have, and is not expected to have, extensive knowledge of the aviation
environment to provide the required service. Consequently, the vast majority of the Initial Training
objectives would not be applicable to a power engineer.
ATSEP.OR.105 Training and competence assessment programme

In accordance with point ATM/ANS.OR.B.005(a)(6), the service provider employing ATSEP shall
establish a training and competence assessment programme to cover the duties and responsibilities
to be performed by ATSEP.
When ATSEP are employed by a contracted organisation, the service provider shall ensure that those
ATSEP have received the applicable training and competences foreseen in this Subpart.

GM1 ATSEP.OR.105 Training and competence assessment

programme
GENERAL
The training and competence assessment programme should include:
(a) the training policy;
(b) the description of all training activities and the interrelations between different training
activities;
(c) the description of the function/role of the phase/course supervisor, instructors and assessors;
(d) the description of the qualifications of instructional and competence assessment personnel;
(e) the target group of learners;
(f) the description of the minimum qualification of learners or required entry levels (‘learner’ is the
generic term for a person performing a learning activity without any reference to his or her
status (ab initio/student/trainee));
(g) the description of knowledge outcome and performance objectives;
(h) the record of supervisory, instructional and competence assessment personnel participating in
a course;
(i) the training environment (e.g. infrastructure, equipment, etc.);
(j) the training methodology (e.g. classroom instruction, self-study, computer-based training
(CBT), on-the-job training (OJT), etc.);
(k) the training material;
(l) the training schedule;
(m) the competence assessment method (e.g. pre-course, on-training evaluation, post-course, etc.);
(n) the record of individual learners training and competence assessment; and
(o) the feedback mechanisms.
GM2 ATSEP.OR.105 Training and competence assessment

programme
CHANGE OF ORGANISATION
When already qualified and experienced ATSEP move from one service provider to another, the
receiving service provider may conduct an analysis and/or competence assessment of their previous
training. Any identified training shortcomings, relative to their new duties assignments should be
addressed through additional training.

ATSEP.OR.110 Record-keeping
In addition to point ATM/ANS.OR.B.030, the service provider employing ATSEP shall maintain records
of all the training completed by ATSEP, as well as the competence assessment of ATSEP and make such
records available:
(a) on request, to the ATSEP concerned;
(b) on request, and with the agreement of the ATSEP, to the new employer when the ATSEP is
employed by a new entity.
ATSEP.OR.115 Language proficiency

The service provider shall ensure that ATSEP are proficient in the language(s) required to perform their
duties.
AMC1 ATSEP.OR.115 Language proficiency

LANGUAGE LEVEL
Service providers should determine the level of language proficiency based on the particular ATSEP
duties, the safety criticality of the system ATSEP will need to work on, and taking into account the
language requirements related to operating instructions, manuals, and the need to communicate
across operational boundaries that require a common language.

SECTION 2 — TRAINING REQUIREMENTS
ATSEP.OR.200 Training requirements — General

A service provider shall ensure that ATSEP:

(a) have successfully completed:
(1) the basic training as set out in point ATSEP.OR.205;
(2) the qualification training as set out in point ATSEP.OR.210;
(3) the system/equipment rating training as set out in point ATSEP.OR.215;
(b) have completed continuation training in accordance with point ATSEP.OR.220.
GM1 ATSEP.OR.200 Training requirements — General

ATSEP TRAINING PHASES

The following diagram illustrates the phases of ATSEP training:

GM2 ATSEP.OR.200 Training requirements — General

STRUCTURE SYLLABI
Guidance material on how to read the tables in the appendices contained in this Subpart A of
ANNEX XIII is provided in Appendix 5a.

GM1 ATSEP.OR.200(a) Training requirements — General

BASIC TRAINING
For the purpose of this section, ‘basic training’ is understood as being training designed to impart
fundamental knowledge of the service provider’s operational environment.
QUALIFICATION TRAINING
For the purpose of this section, ‘qualification training’ is understood as being training designed to
impart knowledge and skills appropriate to the qualification stream to be pursued in the service
provider’s operational environment.
SYSTEM/EQUIPMENT RATING TRAINING
For the purpose of this section, ‘system/equipment rating training’ is understood as being training
designed to impart system/equipment-related knowledge and skills leading towards operational
competence.
CONTINUATION TRAINING
For the purpose of this section, ‘continuation training’ is understood as being training designed to
maintain and/or augment existing knowledge and skills related to the ATSEP assigned responsibilities
and duties.
ATSEP.OR.205 Basic training

(a) The basic training of ATSEPs shall comprise:

(1) the subjects, topics, and sub-topics contained in Appendix 1 (Basic training — Shared);
(2) where relevant to service provider's activities, the subjects contained in Appendix 2
(Basic training — Streams).
(b) A service provider may determine the most suitable educational requirements for its candidate
ATSEP and, consequently, adapt the number and/or level of subjects, topics or sub-topics
referred to in point (a) where relevant.
GM1 ATSEP.OR.205 Basic training

MINIMUM TRAINING
The basic training contained within the requirement is the minimum training that needs to be followed
by all who aim at becoming ATSEP. However, service providers may decide to add additional subjects
or topics that may be specific to their national or local environment.
COMPOSITION OF COURSES
Basic training may be provided as a stand-alone course or as part of a larger initial training course
(i.e. basic plus qualification training).

AMC1 ATSEP.OR.205(a) Basic training

GENERAL
The subjects, topics, and sub-topics should be tailored to:
(a) the responsibility of the ATSEP regarding the service provider’s activities; and
(b) prior experience and education of the candidate ATSEP.
AMC1 ATSEP.OR.205(a)(1) Basic training

SHARED
The objectives contained in Appendix 1a to this AMC should be included in the basic training course.
AMC1 ATSEP.OR.205(a)(2) Basic training

STREAMS
The topics, sub-topics and objectives contained in Appendix 2a to this AMC should be included in the
basic training course.
GM1 ATSEP.OR.205(b) Basic training

ENTRY LEVEL
In some instances, only a limited number of training objectives will need to be taught to learners
ATSEP. This is usually the case when the entry level of learners includes some form of previous
qualification (e.g. engineering degree or diploma). In this case, the length of training and the number
of objectives may be less than that of a course directed to learners who have little or no engineering
or technical qualifications. If no engineering or technical qualifications are required prior to starting
the basic training, then it may be necessary to include additional objectives in the training that will
prepare learners to deal with the basic training.
ATSEP.OR.210 Qualification training

The qualification training of ATSEPs shall comprise:

(a) the subjects, topics, and sub-topics contained in Appendix 3 (Qualification training — Shared);
(b) where relevant to its activities, at least one of the qualification streams, contained in Appendix 4
(Qualification training — Streams).

AMC1 ATSEP.OR.210 Qualification training

GENERAL
The subjects, topics, and sub-topics should be tailored to:
(a) the responsibility of the ATSEP regarding the service provider’s activities; and
(b) prior experience and education of the candidate ATSEP.
AMC2 ATSEP.OR.210 Qualification training

SHARED
The objectives contained in Appendix 3a to this AMC should be included in the qualification training
course.
GM1 ATSEP.OR.210 Qualification training

MINIMUM TRAINING
The qualification training contained within the requirement is the minimum training that needs to be
followed by all who aim at becoming ATSEP. However, service providers may decide to add additional
subjects or topics that may be specific to their national or local environment.
COMPOSITION OF COURSES
Qualification training may be provided as (a) stand-alone course(s) or as part of a larger course.
GM2 ATSEP.OR.210 Qualification training

FLEXIBILITY
Service providers may choose to add content to a qualification stream to tailor the training to meet
the needs of the individual organisation.
AMC1 ATSEP.OR.210(a) Qualification training

STREAMS
The objectives contained in Appendix 4a to this AMC should be included in the qualification training
course.
GM1 ATSEP.OR.210(b) Qualification training

STREAMS
For the purpose of this section, ‘streams’ is understood as being a cluster of training objectives that
support a particular area of work.

GM2 ATSEP.OR.210(b) Qualification training

SYSTEM MONITORING AND CONTROL (SMC)

(a) There are two recognised routes to achieve SMC competence. Organisations may choose which
route is most appropriate for their environment.
(b) Both SMC competence routes may be used by individuals and/or service providers at different
times during their careers.
(c) In some organisations, SMC of operational system and equipment tasks are performed after the
initial competence in a stream or collection of streams that make up a domain (e.g. the
Communication domain comprises the COMMUNICATION-VOICE and COMMUNICATION-DATA
streams) has been achieved and appropriate SMC development training has been completed.
This route is considered to be the development route to SMC competence. The objectives
contained within the four qualification training SMC stream(s) may be completed as part of this
development training.
(d) The alternative option, used by some organisations, is to provide training for SMC duties directly
after basic training. This is based on an arrangement where SMC operators perform level A
tasks. If level B tasks are required, these are performed under supervision or are delegated to
appropriately qualified personnel. This route is considered to be the direct route to SMC
competence, and the four qualification training streams relating to SMC apply, such as, for
instance, SMC Communication, SMC Navigation, SMC Surveillance and/or SMC Data. To start
S/E rating training on level A tasks for the monitored and/or controlled S/E, no additional
qualification training stream (e.g. QUAL NAV-VOR) is required because the relevant information
is contained in the related SMC qualification training stream(s) already.
(e) Level tasks represent the categorisation by complexity, knowledge, skills and operational
impact. Three categories will usually suffice, but could be further subdivided for highly complex
or diverse systems:
(1) Level A tasks: Level A maintenance tasks are primarily associated with immediate service
restoration or reconfiguration (‘front-panel level’). They are appropriate for personnel
that have been trained to understand the elements of an equipment or system(s), their
interrelationships and functional purpose, but do not require in-depth knowledge of
these elements.
(2) Level B tasks: Level B maintenance tasks involve in-depth fault analysis at the
system/equipment level (‘functional level’). They are usually carried out by personnel
that have been trained for the more complicated maintenance tasks on the
equipment/system.
(3) Level C tasks: Level C maintenance tasks involve the detailed diagnosis of a software
problem, of a faulty Line Replacement Unit (LRU), Printed Circuit Board (PCB) or module
(‘component level’). They usually require the use of automated test equipment at a
suitable location and are usually carried out by personnel that have been trained in
detailed fault diagnosis and repair techniques. If a Level C task is carried out in an offline
environment (e.g. a workshop), it is not mandatory that the personnel carrying out this
task is trained as ATSEP. However, an organisation may choose to train that personnel as
ATSEP.
(f) The diagram below illustrates the SMC competence routes.

Qualification
Streams
COM-VCE
COM-DAT
NAV-NDB
NAV-DF
Development
route NAV-VOR
SMC is
considered as NAV-DME 1 + n S/E SMC S/E
an extension of rating(s) Development
one of the NAV-ILS training training
other
disciplines. NAV-MLS
BASIC TRAINING
ATSEP
activities may SUR-PSR ATSEP able to ATSEP able to
alternate
perform Level perform SMC
between SMC A and/or B Level A and/or B
SUR-SSR
and specialist and/or C tasks and/or C tasks
tasks. once training once training is
SUR-ADS
is successfully successfully
completed. completed.
DAT-DP
SMC-COM
SMC with S/E
Direct route rating at level
SMC-NAV
SMC S/E A
ATSEP rating
training in relevant
activities are SMC-SUR
stream(s)
SMC only
SMC-DAT
A direct route
SMC relies on
specialists to
execute level B
tasks on S/E.

ATSEP.OR.215 System and equipment rating training

(a) The system and equipment rating training of ATSEPs shall be applicable to the duties to be
performed and include one or several of the following:
(1) theoretical courses;
(2) practical courses;
(3) on-the-job training.
(b) The system and equipment rating training shall ensure that candidate ATSEP acquire knowledge
and skills pertaining to:
(1) the functionality of the system and equipment;
(2) the actual and potential impact of ATSEP actions on the system and equipment;
(3) the impact of the system and equipment on the operational environment.
GM1 ATSEP.OR.215 System and equipment rating training

SYSTEM AND EQUIPMENT RATING

A system and equipment rating is the authorisation which allows the ATSEP to perform operational
tasks on specific system/equipment and may, optionally, include an association with operational
site/s, location/s and/or maintenance task levels. The award of this rating follows the successful
assessment of operational competence.
The term ‘rating’ in the definition of ‘system/equipment rating training’ should not be associated with
the definition of ‘rating’ in Regulation (EC) No 216/2008.
ATSEP.OR.220 Continuation training

The continuation training of ATSEPs shall comprise refresher, equipment/systems upgrades and
modifications, and/or emergency training.
AMC1 ATSEP.OR.220 Continuation training

GENERAL
The frequency and duration of continuation training should be determined by taking into account the
ATSEP task exposure (recency) as well as the complexity of the operation and of the maintenance of
systems.

GM1 ATSEP.OR.220 Continuation training

REFRESHER TRAINING
(a) For the purpose of this section, ‘refresher training’ is understood as being training designed to
review, reinforce or upgrade existing knowledge and skills (including team skills).
(b) Refresher training may periodically include training to refresh and augment ATSEP team skills.
Team skills include but are not limited to communication, negotiation, decision-making, conflict
resolution and listening skills.
EMERGENCY TRAINING
(c) ‘Emergency training’ is understood as being training designed to broaden knowledge, skills, and
behaviour in case of emergency, unusual or degraded situation. Most of the training will be site-
specific or may make use of incident or accident analysis.
(d) The term ‘emergency’ is considered as a serious, unexpected and/or potentially dangerous
situation requiring immediate action(s), e.g. complete loss of any of the following:
 radar display picture;
 Electronic Flight Progress Strip system;
 main, standby and emergency communications on multiple frequencies due to external
interference blocking the radiotelephony channels.
(e) The term ‘unusual situation’ is considered as a set of circumstances which are neither habitually
nor commonly experienced and for which an ATSEP has not developed a practised response.
(f) The term ‘degraded situation’ is considered as a situation that is the result of a technical system
failure or malfunction or a set of circumstances arising from human error or violation of rules
affecting the quality of the service provided (i.e. the service continues to be available, even
though in a reduced or limited way). For instance, external main supply’s failure to a Category III
ILS localiser field site cabin or a normally dual channel DME having a fault on one channel.

SECTION 3 — COMPETENCE ASSESSMENT REQUIREMENTS
ATSEP.OR.300 Competence assessment — General

A service provider shall ensure that ATSEP:

(a) have been assessed as competent before performing their duties;
(b) are subject to ongoing competence assessment in accordance with point ATSEP.OR.305.
GM1 ATSEP.OR.300(a) Competence assessment — General

MEANING
‘Competence’ is understood as a situation where ATSEP possess the required level of knowledge,
technical and behavioural skills and experience, and language proficiency when required, in order to
be authorised to perform duties on the system and equipment they are competent to work on.
ATSEP.OR.305 Assessment of initial and ongoing competence

A service provider employing ATSEP shall:

(a) establish, implement and document processes for:
(1) assessing the initial and ongoing competence of ATSEP;
(2) addressing a failure or degradation of ATSEP competence, including an appeal process;
(3) ensuring the supervision of personnel who have not been assessed as competent;
(b) define the following criteria against which initial and ongoing competence shall be assessed:
(1) technical skills;
(2) behavioural skills;
(3) knowledge.
GM1 ATSEP.OR.305(a)(1) Assessment of initial and ongoing

competence
INITIAL COMPETENCE ASSESSMENT

If the competence assessment is done by the same person training the ATSEP learner during the
S/E training phase, the service provider should have in place a process to reduce biases.

GM1 ATSEP.OR.305(a)(3) Assessment of initial and ongoing

competence
SUPERVISION OF NON-COMPETENT PERSONNEL

Supervision of personnel for lack of competence may be necessary due to a number of circumstances
including but not restricted to:
(a) the ATSEP still being trained;
(b) the ATSEP undergoing remedial training due to loss of competence; and
(c) the ATSEP having lost competence due to extended absence from tasks that require
competence.
GM1 ATSEP.OR.305(b)(2) Assessment of initial and ongoing

competence
BEHAVIOURAL SKILLS
Behavioural skills are non-technical skills and attitudes that ATSEP need to perform effectively.
Examples of potential behavioural skills criteria related to initial and ongoing competence are:
(a) cooperation within a team;
(b) attitudes towards safety and security;
(c) flexibility;
(d) analytical thinking; and
(e) ability to communicate effectively.

SECTION 4 — INSTRUCTORS AND ASSESSORS REQUIREMENTS
ATSEP.OR.400 ATSEP training instructors

A service provider employing ATSEP shall ensure that:

(a) ATSEP training instructors are suitably experienced in the field where instruction is to be given;
(b) on-the-job training instructors have successfully completed an on-the-job-training course and
have the skills to intervene in instances where safety may be compromised during the training.
AMC1 ATSEP.OR.400 ATSEP training instructors

EXPERIENCE
To be considered suitably experienced, technical skills assessors should:
(a) have clear understanding of the service provider’s assessment process and procedures
applicable;
(b) have clear understanding of the performance required of the ATSEP during the assessment
and/or on-going assessment;
(c) have the ability to evaluate, in an objective and independent manner, whether the ATSEP has
achieved or is maintaining the level of performance required;
(d) have the ability to assess and, if required, act when intervention is necessary to ensure that
safety is not compromised;
(e) have the ability to analyse and accurately describe and/or record strengths and weaknesses of
an ATSEP performance; and
(f) use appropriate interpersonal and communication skills to brief and debrief an ATSEP, if
required.
ATSEP.OR.405 Technical skills assessors

A service provider employing ATSEP shall ensure that technical skills assessors have successfully
completed an assessor course and are suitably experienced to assess the criteria defined in point
ATSEP.OR.305(b).
GM1 ATSEP.OR.405 Technical skills assessors

GENERAL
The technical skills assessor is the person who is considered suitable to determine whether an ATSEP
is technically competent to operate, maintain, release from and return into operations systems that
are necessary for the provision of services. This assessment may be in any context where assessment
of technical skills is required, e.g. assessment of first competence, ongoing competence.

GM2 ATSEP.OR.405 Technical skills assessors

ASSESSMENT RESPONSIBILITIES
(a) Where a technical skills assessor works regularly with an ATSEP, he or she is required to assess
the ATSEP. Continuous assessment may be appropriate, i.e. assessment may be achieved by the
technical assessor observing the standard of an ATSEP’s work on a continuous basis as he or she
works with the ATSEP during normal operational duties.
(b) If the appointed technical assessor also acts as line manager to the individual ATSEP, the service
provider should have in place a process to reduce biases. Responsibility for determining
competence lies with the person having the safety accountability for the ATSEP function.

APPENDICES TO ANNEX XIII
Appendix 1 — Basic training — Shared

Subject 1: INDUCTION
TOPIC 1 BASIND — Induction
Sub-topic 1.1 — Training and Assessment Overview
Sub-topic 1.2 — National Organisation
Sub-topic 1.3 — Workplace
Sub-topic 1.4 — ATSEP role
Sub-topic 1.5 — European/Worldwide Dimension
Sub-topic 1.6 — International Standards and Recommended Practices
Sub-topic 1.7 — Data Security
Sub-topic 1.8 — Quality Management
Sub-topic 1.9 — Safety Management System
Sub-topic 1.10 — Health and Safety
Subject 2: AIR TRAFFIC FAMILIARISATION
TOPIC 1 BASATF — Air Traffic Familiarisation
Sub-topic 1.1 — Air Traffic Management
Sub-topic 1.2 — Air Traffic Control
Sub-topic 1.3 — Ground-based Safety Nets
Sub-topic 1.4 — Air Traffic Control Tools and Monitoring Aids
Sub-topic 1.5 — Familiarisation
Appendix 1a — Basic training — Shared

The subjects, topics and sub-topics are repeated in this AMC for the convenience of the reader and do
not form a part of it.
SUBJECT 1: INDUCTION
TOPIC 1: INDUCTION
SUB-TOPIC 1.1: Training and assessment overview
1.1.1 Describe the training scheme and 2 Initial (basic and qualification), S/E rating and
progression towards ATSEP competence continuation training. Course aims, objectives,
and topics.
1.1.2 State the assessment requirements, 1 —
procedures, and methods

SUB-TOPIC 1.2: National organisation

1.2.1 Describe the organisational structure, 2 e.g. headquarters, control centres, training
purpose and functions of the service facilities, airports, outstations, civil/military
provider(s) and regulatory structures interfaces, regulatory interfaces.
1.2.2 Describe the structure and functions of the 2 e.g. organisational handbook (plans, concepts
major departments within the service and structure, finance model).
provider
1.2.3 State appropriate accountabilities and 1 —
responsibilities of the service provider(s) and
competent authority
SUB-TOPIC 1.3: Workplace

1.3.1 State the role of trade unions and 1 e.g. international, European, national, local level
professional organisations
1.3.2 Consider security of site facilities and 2 Environmental, physical and information
personnel against unlawful interference security measures, employee vetting, and
reference checks.
1.3.3 Describe actions when suspecting a security 2 e.g. inform police, security agencies and
breach managers. Security manual and/or contingency
plan.
SUB-TOPIC 1.4: ATSEP role

1.4.1 Describe the key responsibilities of an ATSEP 2 Initial (basic and qualification), S/E rating and
continuation training. Course aims, objectives,
and topics.
SUB-TOPIC 1.5: European/worldwide dimension

1.5.1 Explain the relationship between States and 2 e.g. harmonisation, flow management, bilateral
its relevance to ATM operations agreement, sharing of ATM relevant data, major
studies, research programmes, and policy
documents.
1.5.2 Define the regulatory framework of 1 e.g. ICAO, European and national concepts,
international and national ATM responsibilities.
1.5.3 State the purpose of a range of international 1 ICAO, EU, EASA
bodies e.g. ECAC, EUROCONTROL, FAA RTCA, EUROCAE
SUB-TOPIC 1.6: International Standards and Recommended Practices

1.6.1 Explain how the regulatory environment of 2 Annexes, SARPs
ICAO notifies and implements legislation
1.6.2 State which major/key ATM engineering 1 e.g. ICAO Annex 10, ICAO Doc 8071, ICAO Doc
‘standards’ and ‘practices’ are applicable 9426-3, available EUROCONTROL standards,
guidance material on reliability, maintainability
and availability.

SUB-TOPIC 1.7: Data security

1.7.1 Explain the importance of ATM security 2
1.7.2 Describe the security of operational data 2 Secure, restricted access by authorised
personnel.
1.7.3 Explain security policies and practices for 2 Backup, storing, hacking, confidentiality,
information and data copyright.
1.7.4 Describe the possible external interventions 2 Introduction of software viruses, illegal
which may interrupt or corrupt ATM services broadcasts, jamming, spoofing.
SUB-TOPIC 1.8: Quality management

1.8.1 Explain the need for quality management 2 e.g. ISO, EFQM
1.8.2 Explain the need for configuration 2 Importance for safe operations
management e.g. S/E build state, software adaption/version
SUB-TOPIC 1.9: Safety Management System

1.9.1 Explain why there is a need for high-level 2 Safety policy and rules, system safety cases,
safety requirements for ATM/ANS activities system safety requirements.
SUB-TOPIC 1.10: Health and safety

1.10.1 Explain personal safety responsibilities in 2 Safety statement, first aid, rules about climbing
the work environment
1.10.2 Explain potential hazards to health and 2 e.g. health consequences of electric shock and
safety generated by equipment, or static discharges, precautions with chemical
contained within the work environment products (batteries), mechanical hazards
(rotating machinery/antennas), toxic materials
(beryllium), biological hazards, faulty earthing
1.10.3 Describe fire safety and first-aid regulations 2 Requirements and rules
and practices e.g. standards
1.10.4 State any applicable legal requirements and 1 National, international regulations
safety rules e.g. for working on power supply and/or air
conditioning
1.10.5 Describe the main features and uses of the 2 e.g. VESDA, Type A, B, C, D extinguishers
different types of fire detectors and
extinguishers
SUBJECT 2: AIR TRAFFIC FAMILIARISATION

TOPIC 1: AIR TRAFFIC FAMILIARISATION
SUB-TOPIC 1.1: Air Traffic Management
1.1.1 Define Air Traffic Management 1 ICAO, EU regulations
1.1.2 Describe operational ATM functions 2 ATFCM, ATS, ASM
1.1.3 Describe ATM concepts and associated 2 e.g. concepts: FUA, free flight, gate-to-gate,
terminology performance-based ATM operations (PBN, RCP),
operational concepts (ICAO, EUROCONTROL,
SESAR).
1.1.4 Explain the operational importance of 2 e.g. Regulation (EC) No 552/2004

technical services required for ATM

1.1.5 State future developments in systems 1 e.g. data link, satellite-based navigation, gate-to-
and/or ATM/ANS practices which may gate (CDM), ATC tools, continuous approach, 4D
impact on services provided trajectory, business trajectory, SWIM, NOP,
SESAR (UDPP, modes of separation), ASAS.
1.1.6 List the standard units of measurement used 1 Speed, distance, vertical distance, time,
in aviation direction, pressure, temperature.
SUB-TOPIC 1.2: Air Traffic Control

1.2.1 Define airspace organisation 1 ICAO Annex 11, Regulation (EU) No 923/2012
e.g. FIR, UTA, TMA, CTR, ATS routes
1.2.2 Describe commonly used airspace 2 e.g. sectorisation, identification of ATS routes,
terminologies and concepts restricted airspace, significant points.
1.2.3 State the general organisation of 1 e.g. obstacle limitation surfaces, different
aerodromes departure and arrival trajectories, approach and
landing categories, operational status of radio
navigation aids.
1.2.4 State the purpose of ATC 1 ICAO Doc 4444
1.2.5 State the organisation of ATC services 1 ICAO Doc 4444
SUB-TOPIC 1.3: Ground-based Safety nets

1.3.1 Describe the purpose of ground-based safety 2 e.g. STCA, MSAW, APW, runway incursion alerts
nets
SUB-TOPIC 1.4: Air Traffic Control tools and monitoring aids

1.4.1 Explain the main characteristics and use of 2 e.g. MTCD, sequencing and metering tools
ATC support and monitoring tools (AMAN, DMAN), A-SMGCS, CLAM, RAM, CORA
SUB-TOPIC 1.5: Familiarisation

1.5.1 Take account of ATC tasks 2 e.g. simulation, role play, PC, Part Task Trainer,
observations in the operational environment
1.5.2 Explain the need for good communication, 1 e.g. handovers, MIL/CIV, planner/tactical, SV
coordination and cooperation between Tech (SMC) and SV ATCO, site visit(s) to ATC
operational staff units
1.5.3 Consider the purpose, function and role of 2 Site visit(s) to ATC units
various operational stations in respect of e.g. meteorological services providers, remote
ATM-related operations sites, airport operations
1.5.4 Define the phases of flight 1 Take-off, climb, cruise, descent and initial
approach, final approach and landing
1.5.5 Recognise the cockpit environment and 1 Relevant pilot HMI
associated equipment, in relation to ATC e.g. familiarisation flight or cockpit simulator
training (where practicable), antenna
1.5.6 Define airborne collision avoidance systems 1 ACAS, EGPWS
e.g. TCAS

Appendix 2 — Basic training — Streams

Subject 3: AERONAUTICAL INFORMATION SERVICES

Subject 4: METEOROLOGY
Subject 5: COMMUNICATION
Subject 6: NAVIGATION
Subject 7: SURVEILLANCE
Subject 8: DATA PROCESSING
Subject 9: SYSTEM MONITORING & SYSTEM CONTROL
Subject 10: MAINTENANCE PROCEDURES
Appendix 2a — Basic training — Streams

The Subjects are repeated in this Appendix for the convenience of the reader and do not form a part
of it.
SUBJECT 3: AERONAUTICAL INFORMATION SERVICES (AIS)
TOPIC 1: AERONAUTICAL INFORMATION SERVICES
SUB-TOPIC 1.1: Aeronautical Information Services
1.1.1 State the organisation of the AIS 1 —
1.1.2 Define the AIP 1 e.g. contents of AIP, AIC and types of publication:
AIRAC, non-AIRAC, data collection and
preparation, data format, distribution channels,
supporting systems and tools
1.1.3 Define the aeronautical charting service 1 Types of aeronautical charts, operational use of
charts, supporting systems and tools
1.1.4 Define the NOTAM services 1 —
1.1.5 Define the ATS Reporting Office 1 e.g. purpose of flight plans and other ATS
messages, types of flight plans (FPL and RPL),
contents of flight plans and other ATS messages,
distribution of flight plans and other ATS
messages, supporting systems and tools
1.1.6 Define the European AIS Database 1 e.g. central single source, validation, redundancy,
EAD structure
1.1.7 Define procedures for providing 1 Information of a permanent nature, information
Communications, Navigation and of a temporary nature, status report of NAVAIDs
Surveillance (CNS) data
SUBJECT 4: METEOROLOGY
TOPIC 1: METEOROLOGY
SUB-TOPIC 1.1: Introduction to meteorology
1.1.1 State the relevance of meteorology in 1 Influence on the operation of aircraft, flying
aviation conditions, aerodrome conditions

1.1.2 State the weather prediction and 1 —

measurement systems available
SUB-TOPIC 1.2: Impact on aircraft and ATS operation

1.2.1 State the meteorological conditions and 1 e.g. atmospheric circulation, wind, visibility,
their impact on aircraft operations temperature/humidity, clouds, precipitation
1.2.2 State the meteorological conditions 1 e.g.; turbulence, thunderstorms, icing,
hazardous to aircraft operations microbursts, squall, macro bursts, wind shear,
standing water on runways (aquaplaning)
1.2.3 Explain the impact of meteorological 2 e.g. effects on equipment performance (e.g.
conditions and hazards on ATS operations temperature inversion, rain density), increased
vertical and horizontal separation, low visibility
procedures, anticipation of flights not adhering
to tracks, diversions, missed approaches
1.2.4 Explain the effects of weather on 2 e.g. anaprop, rain noise, sunspots
propagation
SUB-TOPIC 1.3: Meteorological parameters and information

1.3.1 List the main meteorological parameters 1 Wind, visibility, temperature, pressure, humidity
1.3.2 List the most common weather messages 1 e.g. ICAO Annex 3
and broadcasts used in aviation Meteorology messages: TAF, METAR, SNOWTAM
Broadcasts: ATIS/flight meteorology broadcast
(VOLMET)
SUB-TOPIC 1.4: Meteorological systems

1.4.1 Explain the basic principles of the main 2 e.g. weather display and information systems,
meteorological systems in use wind speed (anemometer), wind direction
(weather vane), visibility (types of IRVR, forward
scatter), temperature probes, pressure (aneroid
barometers), humidity, cloud base (laser
ceilometers)
SUBJECT 5: COMMUNICATION
TOPIC 1: GENERAL INTRODUCTION
SUB-TOPIC 1.1: Introduction to communications
1.1.1 State the structure of the communication 1 Voice communication, data communication
domain
1.1.2 State major substructures of the 1 Air-ground, ground-ground, air-air
communication domain communications
1.1.3 State ATS requirements for safe 1 Safety, reliability, availability, coverage, QoS,
communications latency
1.1.4 State the aeronautical communication 1 Mobile, fixed
services

TOPIC 2: VOICE COMMUNICATION

SUB-TOPIC 2.1: Introduction to voice communications
2.1.1 Describe system architecture 2 —
2.1.2 Explain the purpose, principles and role of 2 e.g. audio bandwidth, dynamic range, fidelity,
voice communication systems in ATS routing, switching, lineside/deskside, coverage,
communication chain between controller and
pilot
2.1.3 Describe the way in which voice 2 Analogue/digital comparisons, distortion,
communication systems function harmonics
2.1.4 State methods used to route and switch 1 e.g. multichannels, multi-users, party lines,
voice communications VHF/UHF linkage, HF, SELCAL
2.1.5 State how systems interface to produce an 1 —
integrated service to ATS
2.1.6 State radio spectrum and frequency 1 Spectrum, interference sources, commercial
allocation constraints and procedures allocations, world radio conference, ITU,
common aviation position, efficient utilisation of
frequency bands, channel spacing
2.1.7 State voice recording systems in use 1 e.g. digital recording equipment, analogue
recording
2.1.8 State ICAO and local legal requirements 1 Regulatory requirements, incident recording and
regarding recording and retention of voice playback, recording equipment
communications
2.1.9 State the purpose of ATIS and VOLMET 1 —
SUB-TOPIC 2.2: Air-ground communication

2.2.1 State the functions and basic operation of 1 Voice switching
routing and switching equipment in use in
the ATS environment
2.2.2 Describe the purpose and operation of the 2 Functionality, emergency systems,
elements of a communication chain in use in transmission/reception, CWP, on-board
the ATS environment equipment
e.g. channel spacing, antenna switching, CLIMAX,
voting systems
2.2.3 State ways of achieving quality of service 1 e.g. importance of coverage and redundancy of
equipment, overlapping coverage, backup
system, functional redundancy vs element
redundancy
2.2.4 Recognise the elements of the CWP that are 1 Frequency selection, emergency, station
used for air-ground communication selection, coupling, microphone, headset,
loudspeaker, footswitch, PTT
2.2.5 List future developments and techniques 1 e.g. CPDLC, VDL Modes 2
which may have an impact on ATS voice
communications

SUB-TOPIC 2.3: Ground-ground communication

2.3.1 State the functions and the basic operations 1 General architecture
of routing and switching equipment in use in
ATS environment
2.3.2 Describe how ground-ground systems 2 International/national links, ACC interoperability,
interface to provide an integrated service to voice and data integration
ATS environment
2.3.3 Describe the purpose and operation of the 2 Functionality, emergency systems, PTT interfaces
elements of a system e.g. MFC and ATS-Qsig, switching, local PABX
equipment
2.3.4 Recognise the elements of the CWP used for 1 Selection, emergency, loudspeaker, headset,
ground-ground communication microphone
2.3.5 List developments in ground-ground 1 e.g. protocols (TCP/IP,
technologies which may impact on ATS voice voice-over IP) future development
communication
TOPIC 3: DATA COMMUNICATIONS

SUB-TOPIC 3.1: Introduction to data communications
3.1.1 Explain the purpose, principles and role of 2 e.g. terminology, principles and theory of
data communication systems in ATS networks, layering (e.g.: OSI or TCP/IP), data
links, LAN, WAN
3.1.2 Define the concept of data transmission 1 e.g. packet switching, protocols, multiplexing,
demultiplexing, error detection and correction,
routing, switching, hops, cost, bandwidth/speed
3.1.3 Describe the function of various elements of 2 Switch, router, gateways, end systems,
the data systems in use in ATS environment redundancy
3.1.4 Define protocols in current use 1 e.g. TCP/IP, X.25, frame relay, asynchronous
transfer mode
SUB-TOPIC 3.2: Networks

3.2.1 State ATS requirements for safe data 1 Reliability, availability
communications
3.2.2 Describe the different types of networks 2 LAN, WAN, ATN, national network for ATM
e.g. satellite-dedicated networks, AFTN
3.2.3 State the functions of a network 1 Priorities, rights
management system e.g. SNMP
SUB-TOPIC 3.3: Aviation specific networks, applications and ATM/ANS providers

3.3.1 Name a range of air-ground aviation-related 12 ATN
network concepts e.g. Subnetworks: ATN air-ground subnetwork,
AMSS, VDL, HFDL
Protocols: ACARS
Communication service providers: ARINC, SITA,
States, LINK16
3.3.2 Name a range of ground-ground aviation- 12 ATN, PENS
related network concepts Optional content
e.g. Physical networks: PENS, AFTN/CIDIN,
RAPNET

Communication protocols: IP, X.25, ASTERIX,

FMTP
Communication service providers: SITA, ARINC,
national carriers, ANSPs
Applications: AMHS, AIDC, OLDI
SUBJECT 6: NAVIGATION
TOPIC 1: INTRODUCTION
SUB-TOPIC 1.1: Purpose and use of navigation
1.1.1 Explain the need for navigation in aviation 2 Positioning, guidance, planning
1.1.2 Characterise navigation methods 2 e.g. historical overview, visual, celestial,
electronic (on-board, radio, space-based and
relative)
TOPIC 2: THE EARTH

SUB-TOPIC 2.1: Form of the Earth
2.1.1 Name the shape of the Earth 1 Oblate spheroid
e.g. earth’s parameters
2.1.2 Explain the Earth’s properties and their 2 East, West, North and South, polar axis,
effects direction of rotation
2.1.3 State the accepted conventions for 1 Meridians, parallels of latitude, equatorial plane
describing 2D position on a globe
SUB-TOPIC 2.2: Coordinate systems, direction and distance

2.2.1 State the general principles of reference 1 Geoid, reference ellipsoids, WGS 84
systems Latitude and longitude, undulation
2.2.2 Explain why a global reference system is 2 _
required for aviation
SUB-TOPIC 2.3: Earth’s magnetism

2.3.1 State the general principles of Earth’s 1 True North, magnetic North
magnetism — e.g. variation, declination, deviation,
inclination
TOPIC 3: NAVIGATIONAL SYSTEM PERFORMANCE

SUB-TOPIC 3.1: Factors affecting electronic navigation performance
3.1.1 State how radio waves propagate 1 Ground, sky, direct
3.1.2 State why the siting of a terrestrial 1 Multipath, blanking
navigation aid is important
SUB-TOPIC 3.2: Performance of navigation systems

3.2.1 State the performance of navigation systems 1 Coverage, accuracy, integrity, continuity of
service, availability

3.2.2 Explain the need for redundancy in 2 Ensuring continuity of service, maintainability,
navigation systems reliability
SUB-TOPIC 3.3: Means of navigation

3.3.1 State the different means of navigation 1 Sole, primary, supplementary
TOPIC 4: NAVIGATION SYSTEMS

SUB-TOPIC 4.1: Terrestrial navigation aids
4.1.1 Explain the basic working principles of 2 Distance measurements (time and phase),
electronic positioning angular measurements
4.1.2 Describe ground-based navigation systems 2 NDB, VOR, DME, ILS, DF, MLS
e.g. Loran C, MLS, TACAN, marker beacons
4.1.3 Recognise how the navigation information is 1 _
displayed on the relevant pilot HMI
4.1.4 Explain the operational use of ground-based 2 NDB, VOR, DME, ILS, DF, MLS
navigation systems in the different phases of
flight
4.1.5 Recognise the frequency bands used by the 1 _
ground-based navigation systems
4.1.6 State the need for calibration 1 Flight calibration, ground-based calibration
and/or maintenance
SUB-TOPIC 4.2: On-board navigation systems

4.2.1 State the use of on-board navigation systems 1 e.g. barometric altimetry, radio altimetry,
INS/IRS, compass
SUB-TOPIC 4.3: Space-based navigation systems

4.3.1 Explain the basic working principles of 2 GPS
satellite positioning e.g. Galileo
4.3.2 Recognise the basic architecture of a core 1 GPS
satellite positioning system e.g. Galileo
4.3.3 Recognise the frequency bands used by the 1 —
space-based navigational systems
4.3.4 State the benefits of satellite-based 1 Global coverage, accuracy, time dissemination
navigation e.g. redundancy, interoperability, single set of
avionics
4.3.5 State the current limitations of space-based 1 e.g. single frequency, weak signal, ionospheric
navigation systems delay, institutional, military, multipath
4.3.6 State the basic working principles of satellite 1 e.g. ABAS (RAIM, AAIM), SBAS (WAAS, EGNOS),
augmentation GBAS (GRAS, S-CAT 1)
4.3.7 State the current implementations of 1 GPS, GLONASS, GALILEO and augmentations
satellite-based navigation systems e.g. ABAS, GBAS, SBAS

TOPIC 5: PERFORMANCE-BASED NAVIGATION

SUB-TOPIC 5.1: PBN
5.1.1 Describe the basic principle of area 2 ICAO RNAV definition and PBN concept
navigation Conventional and area navigation
e.g. navigation computer and FMS functionality
5.1.2 List the navigation applications in use in 1 B-RNAV-5, P-RNAV-1, RNP approaches
Europe
SUB-TOPIC 5.2: Future developments

5.2.1 State future navigation developments 21 e.g. 4D-RNAV, free routes, rationalisation plans,
advanced RNP1
SUBJECT 7: SURVEILLANCE
TOPIC 1: INTRODUCTION TO SURVEILLANCE
SUB-TOPIC 1.1: Introduction to surveillance
1.1.1 Define surveillance in the context of ATM 1 What (positioning/identification) and why
(maintain separation)
1.1.2 Define the various surveillance domains 1 Air-air, ground-air, ground-ground
1.1.3 List the surveillance techniques 1 Non-cooperative, cooperative, dependent,
independent techniques
1.1.4 Define the current and emerging surveillance 1 Radar technology, ADS technology,
systems in use in ATM multilateration, TIS
1.1.5 Explain the role and the current use of 2 Separation, vectoring, data acquisition
surveillance equipment by ATM Detection and ranging, safety nets
e.g. weather mapping
1.1.6 State ICAO and any local legal requirements 1 e.g. ICAO Annex 10 Vol. IV
1.1.7 List the main users of surveillance data 1 HMI, safety nets, FDPS, air defence systems, flow
management
SUB-TOPIC 1.2: Avionics

1.2.1 State the avionics used for the surveillance in 1 Transponder, GNSS, data link equipment, ACAS,
ATM and their interdependencies ATC control panel
e.g. FMS
1.2.2 Define the role of TCAS as a safety net 1 e.g. FMS_
SUB-TOPIC 1.3: Primary radar

1.3.1 Describe the need for and the use of primary 2 Non-cooperative detection, improvement of
radar in ATC detection and tracking
e.g. types of PSR (en-route, terminal, SMR,
weather)
1.3.2 Explain the principles of operation, basic 2 Detection, range measurement, azimuth
elements and overall architecture of a indication
primary radar Doppler shift
Antenna system, TX/RX, signal processing, plot
extraction, local tracking, data transmission
e.g. use of the parameters of the radar equation

1.3.3 State the limitations of primary radar 1 Line of sight, environmental, clutter, no
identification of the target, no height information
(in case of 2D radar)
SUB-TOPIC 1.4 Secondary radars

1.4.1 Describe needs for and the use of secondary 2 Cooperative detection, ICAO-defined standard,
radars in ATC IFF, military and civil modes (include Mode S) and
related code protocols, code limitations
e.g. identification, SPI, flight level, BDS, specific
and emergency codes
1.4.2 Explain the principles of operation, basic 2 SSR, MSSR, Mode S antenna, TX/RX, extractor,
elements and overall architecture of a tracking processor
secondary radar
1.4.3 State the limitations of secondary radar 1 FRUIT, garbling, ghost reply, code shortage,
cooperation by the aircraft needed
SUB-TOPIC 1.5: Surveillance data message format

1.5.1 State the need for harmonisation 1 Surveillance data sharing, interoperability
1.5.2 State the techniques used for transmission of 1 e.g. point-to-point, network, microwave, satellite
surveillance data
1.5.3 State main formats in use 1 ASTERIX, etc.
SUB-TOPIC 1.6: Automatic dependent surveillance (ADS)

1.6.1 State surveillance-related FANS concepts and 1 Sources of aircraft parameters (e.g. FMS outputs),
their impact on ATM communication mediums
Application within oceanic and other non-radar
airspace, ATC requirements
1.6.2 Explain the principles of operation, basic 2 Advantages/disadvantages, standards, data
elements and overall architecture of ADS-C update rates
and ADS-B and the differences between them
1.6.3 State the data link technologies proposed and 1 Extended squitter 1 090 MHz
the current situation of deployment e.g. VDL 4, HFDL, UAT, AMSS
SUB-TOPIC 1.7: Weather radar

1.7.1 Define the use of weather radar in ATM 1 e.g. role in adverse weather in dense airspace,
antenna, coverage, polarisation, multi-elevation
scanning, frequency band
SUB-TOPIC 1.8: Integration of surveillance information

1.8.1 Describe complementary use of different 2 _
sensors
SUB-TOPIC 1.9: Multilateration

1.9.1 State the use of MLAT in ATC 1 LAM and WAM
1.9.2 Explain the principles of operation, basic 12 TDOA principle, hyperboloic positioning,
elements and overall architecture of MLAT accuracy, transmissions used

SUB-TOPIC 1.10: Airport surface surveillance

1.10.1 State typical ATC requirements 1 e.g. safety (aircraft and mobiles), clear runway,
low visibility, collision warnings, displays,
mapping, data merging, aircraft identification,
ground mobiles
1.10.2 State the current technologies for airport 1 Radar-based and MLAT-based technologies,
surface surveillance example layout of airport surveillance
infrastructure
e.g. other systems (acoustic, vibration, induction
loop, video, infrared, GNSS, ADS-B)
SUB-TOPIC 1.11: Display of surveillance information

1.11.1 Recognise surveillance information on a 1 e.g. PSR and MSSR tracks, position identification,
display FL, speed vector, RDP and FDP information
SUB-TOPIC 1.12: Analysis Tools

1.12.1 State analysis tools 1 e.g. SASS-C, SASS-S, RAPS
SUBJECT 8: DATA PROCESSING

TOPIC 1: DATA PROCESSING
SUB-TOPIC 1.1: Introduction to data processing
1.1.1 Describe the functions and generic 2 Generic FDP and SDP overall functional block
architecture of the systems diagrams
1.1.2 Describe how the systems interface with 2 Surveillance sensors, displays, CFMU, recording,
other systems international ATM networks
e.g. safety nets, military interfaces
1.1.3 Define basic software functions/applications 1 FDP (IFPS, route processing, code/call sign
correlation, code allocation, strip distribution,
track labelling)
SDP (coordinate conversion, plot and track
processing, MRP, safety nets, track labelling)
1.1.4 State the legal aspects for data processing in 1 Traceability and recording of data and actions,
ATM configuration control
1.1.5 State the additional data used by ATM 1 e.g. MET, airlines
system
1.1.6 State current developments and future 1 e.g. Coflight, iTEC, SESAR, multisensor tracking
possibilities
SUB-TOPIC 1.2: System software and hardware principles

1.2.1 Describe the current hardware 2 Redundancy and backup
configurations used in ATM e.g. driver, interfaces, hardware platforms, fault
tolerant systems
1.2.2 Describe the current software platforms, 2 Operating systems
used in ATM

SUB-TOPIC 1.3: Surveillance data processing

1.3.1 State ATC requirements 1 QoS, mandatory data recording, dependability
1.3.2 Explain the principles of SDP 2 e.g. single, multi, plot, track
1.3.3 Describe the functions of SDP 2 Plot processing, tracking, single sensor and
multisensor tracker (e.g. radar, ADS, MLAT),
estimating limits and accuracy of multisensor
tracker, recording
e.g. ARTAS tracker
1.3.4 Describe radar data inputs/outputs 2 Tracks, plots, messages, code/call sign, time,
control and monitoring, conflict alerts, FDP
interface, maps, adaptation
1.3.5 Describe the surveillance data-based 2 Safety nets, ATC tools
monitoring functions e.g. safety nets: STCA, MSAW, APW, runway
incursion alerts
ATC Tools: MTCD, AMAN, DMAN, A-SMGCS
SUB-TOPIC 1.4: Flight data processing (FDP)

1.4.1 State ATC requirements 1 QoS, unambiguous, accurate, error free, timely
1.4.2 Explain the functions of FDP 2 Flight strip production, flight plan data updates,
code/call sign correlation, flight progress
monitoring, coordination and transfer
e.g. CIV/MIL coordination
1.4.3 Define inputs and outputs 1 Flow control (CFMU/IFPS/FMP, ETFMS), flight
strips/data displays, MRT, environmental data,
static data, airspace adaptation
1.4.4 Describe the basic software 2 FDP (IFPS, route processing, code/call sign
functions/applications correlation, code allocation, strip distribution,
track labelling)
1.4.5 Describe the FPL data update process 2 Automatic and manual update
SUB-TOPIC 1.5: Human machine interface systems

1.5.1 Describe the different display technologies 2 Raster scan, common graphic display interface,
LCD, plasma, TFT, Touch Input Device
1.5.2 Recognise what information is normally 1 —
displayed on the ATCO and ATSEP HMI
SUB-TOPIC 1.6: Miscellaneous information

1.6.1 State the additional data used by ATM 1 e.g. MET, airlines
system
SUBJECT 9: SYSTEM MONITORING AND CONTROL

TOPIC 1: SYSTEM MONITORING AND CONTROL (SMC)
SUB-TOPIC 1.1: Overview of SMC Function
1.1.1 Describe the principles and purpose of the 2 Service requirements, interfaces, boundaries of
operational management of the technical tactical responsibility
services e.g. hierarchy of authority for the technical and
ATC structures

1.1.2 Describe the technical system architecture of 2 Main monitoring and control architecture
the SMC function and its subordinate e.g. Surveillance: Radar stations,
systems communications, processing, display
Communications: TX/RX, circuit management,
networks, HMI, standby facilities, recording
Navigation: NDB, VOR, ILS, DF
DP: FDPS, data communications
Facilities: Power, generators, UPS, battery,
environmental (heating, cooling), fire and
security
1.1.3 Describe the transfer of responsibility for a 2 Operational and technical responsibility
service Configuration and monitoring access and
responsibility
SUB-TOPIC 1.2: System configuration:

1.2.1 Describe the range of configurations that can 2 Equipment or channel switching, parameter
be used settings
1.2.2 Describe the general techniques that are 2 e.g. physical switching
employed to make configuration changes
1.2.3 State procedures required to implement a 1 e.g. safety requirement, authorisation,
planned major system change coordination, implementation plan, fallback
strategies, major system change, activation of
new version of software in a subordinate system,
transfer of a service to a new system, change of a
database
SUB-TOPIC 1.3: Monitoring and control functions

1.3.1 State the monitoring functions that are 1 e.g. BITE, status, parameters, software and
available hardware watchdogs
1.3.2 State the control functions that are available 1 e.g. switching, parameters, set configurations
1.3.3 Explain the importance of SMC management 2 —
and coordination of maintenance activities
1.3.4 State analysis tools associated with SMC 1 e.g. possible malfunctions (SASS-C, SASS-S, RAPS,
track and noise monitoring tools)
SUB-TOPIC 1.4: Coordination and reporting

1.4.1 State why coordination and reporting is 1 Facility interrupts, deconflict multiple outages,
required and how it is achieved legal requirements
e.g. causes: service failure, planned outage, loss
of backup, software upgrade
Relevant parties: external service providers, ATC,
other centres
Relevant information: NOTAM, logbook
SUB-TOPIC 1.5: Emergency coordination

1.5.1 Describe situations where coordination and 2 e.g. hijack, mayday, R/T fail, loss of aircraft, MIL
reporting will be necessary action, fire, flood, security, terrorist threat or
action, medical

1.5.2 State which parties may be involved in the 1 e.g. ATC supervisors (local and remote), ATSEP
coordination and reporting of emergency supervisors (local and remote), management,
situations police, MIL, medical, accident investigation
branch
1.5.3 Explain the responsibilities and/or duties of 2 —
SMC members during an emergency situation
by using an example scenario
1.5.4 State the succession of authorities and 1 Hierarchy of responsibility
responsibilities in the event that the
nominated person or function is not available
SUB-TOPIC 1.6: Equipment operating

1.6.1 Define the principles and ergonomics of the 1 Permissions, control tokens, ergonomic
HMI of the SMC central system and its conventions (e.g. green is good or safe, red is fail
subordinate systems or unsafe)
1.6.2 State the routine tasks required and the 1 e.g. audio circuit voice checking, audio recording
criticality of their completion and any legal checking, archive media changing and storage,
requirements VOLMET
SUBJECT 10: MAINTENANCE PROCEDURES

TOPIC 1: MAINTENANCE PROCEDURES
SUB-TOPIC 1.1: Maintenance procedures
1.1.1 Explain handling precautions to be taken to 2 Isolation, protection devices, electrostatic
ensure equipment protection sensitive devices, power supplies, heavy loads,
high voltage
1.1.2 Explain the classifications of maintenance 2 e.g. preventative, corrective, service
configuration
1.1.3 Explain the maintenance strategy and rules 2 Organisation and planning of maintenance, rules
controlling deviation from planned maintenance,
intervention tracking, return to service
1.1.4 State the scope or responsibility of an S/E 1 e.g. tracing maintenance actions and objectives,
rated person liability of maintenance personnel actions, safety
of service, safety of equipment

Appendix 3 — Qualification training — Shared

Subject 1: SAFETY
TOPIC 1 — Safety Management
Sub-topic 1.1 — Policy and Principles
Sub-topic 1.2 — Concept of Risk and Principles of Risk Assessment
Sub-topic 1.3 — Safety Assessment Process
Sub-topic 1.4 — Air Navigation System Risk Classification Scheme
Sub-topic 1.5 — Safety Regulation
Subject 2: HEALTH AND SAFETY

TOPIC 1 — Hazard Awareness and Legal Rules
Sub-topic 1.1 — Hazard Awareness
Sub-topic 1.2 — Regulations and Procedures
Sub-topic 1.3 — Handling of Hazardous Material
Subject 3: HUMAN FACTORS
TOPIC 1 — Introduction to Human Factors
Sub-topic 1.1 — Introduction
TOPIC 2 — Working Knowledge and Skills
Sub-topic 2.1 — ATSEP knowledge, skills and competence
TOPIC 3 — Psychological Factors
Sub-topic 3.1 — Cognition
TOPIC 4 — Medical
Sub-topic 4.1 — Fatigue
Sub-topic 4.2 — Fitness
Sub-topic 4.3 — Work Environment
TOPIC 5 — Organisational and Social Factors
Sub-topic 5.1 — Basic Needs of People at Work
Sub-topic 5.2 — Team Resource Management
Sub-topic 5.3 — Teamwork and Team Roles
TOPIC 6 — Communication
Sub-topic 6.1 — Written Report
Sub-topic 6.2 — Verbal and Non-verbal Communication

TOPIC 7 — Stress
Sub-topic 7.1 — Stress
Sub-topic 7.2 — Stress Management
TOPIC 8 — Human Error
Sub-topic 8.1 — Human Error
Appendix 3a — Qualification training — Shared

The subjects, topics and sub-topics are repeated in this AMC for the convenience of the reader and do
not form a part of it.
SUBJECT 1: SAFETY
TOPIC 1: SAFETY MANAGEMENT
SUB-TOPIC 1.1: Policy and principles
1.1.1 Explain the underlying need for safety 2 ICAO Annex 19, lessons learnt from events,
management policy and principles evolving environment, requirements
1.1.2 State the safety management policy 1 ICAO Annex 19, priority of safety, the safety
objective of ATM, roles and responsibilities
1.1.3 Explain safety management principles 2 ICAO Annex 19, safety achievement, safety
assurance, safety promotion
1.1.4 Appreciate the reactive and proactive nature 3 e.g. ICAO Annex 19
of safety management policy and principles e.g. nature of events, reason model, events
investigation, safety assessment
1.1.5 Explain the link between safety management 2 ICAO Annex 19, safety occurrences, setting of
principles and the life cycle of an ATM safety levels, system safety assessment, safety
system surveys, safety monitoring, system safety
assessment documentation, lesson
dissemination, safety improvement, use of
safety data to assist in decommissioning or
replacement of system
1.1.6 Relate the ATSEP role and responsibilities to 4 Competency, occurrence reporting
safety management
1.1.7 State the role and content of a typical SMS 1 ICAO Annex 19
within an ANSP
1.1.8 Explain the ‘just culture’ concept 2 Benefits, prerequisites, constraints
SUB-TOPIC 1.2: Concept of risk and principles of risk assessment

1.2.1 Describe the concept of risk 2 Types of risk, components of risk, risk
contributors (people, procedure, organisations
and equipment)
1.2.2 State ways of assessing risk 1 Risk comparisons, risk analysis
1.2.3 Describe the concept of risk tolerability 2 Risk assessment and mitigation, ALARP Principle
e.g. Risk perception, risk management

SUB-TOPIC 1.3: Safety assessment process

1.3.1 Explain the methods for the assessment of 2 e.g. Failure and hazard brainstorm session, Fault
hazards and possible failures tree analysis
1.3.2 Appreciate the importance of adopting a 3 ATM system description (including scope
total system approach covering human, definition and limitation), end-to-end integrity
procedure, organisation and equipment of safety assessment
elements e.g. Concept of TRM
1.3.3 Describe the overall safety assessment 2 Collection and presentation of results,
process and its relationships with risk contingency arrangements, back-up procedures
assessment during the total life cycle of ANS e.g. Risk-based process, FHA, (safety objectives),
system preliminary system safety assessment PSSA
(safety requirements), system safety assessment
SSA (safety monitoring and evidence)
SUB-TOPIC 1.4: Air navigation system risk classification scheme

1.4.1 Describe the ATM system risk classification 2 e.g. Scenario of failure of air navigation system
scheme (incident chain), component of a risk
classification scheme, severity classes,
probability classes (qualitative and quantitative)
SUB-TOPIC 1.5: Safety regulation

1.5.1 Describe the role of safety regulation 2 The purpose of European (EASA, EU) regulations
and international standards, objective of the
national regulator
1.5.2 Explain the relationship between the safety 2 ICAO documentation (SARPS), EASA/EU
regulation documents Regulations, AMCs and GM, national regulation
1.5.3 Explain how the safety regulation documents 2 ICAO documentation (SARPS), EASA/EU
affect ATM service provision Regulations, AMCs and GM, national regulation
1.5.4 Explain the interface between the safety 2 Information to be provided to regulator by ANSP
regulator and the ANSP and vice versa, importance of incident reporting
SUBJECT 2: HEALTH AND SAFETY

TOPIC 1: HAZARD AWARENESS AND LEGAL RULES
SUB-TOPIC 1.1: Hazard awareness
1.1.1 State potential hazards to health and safety 1 e.g. COM/SUR/SMC: mechanical hazards,
generated by equipment used in CNS/ATM electrical hazards (LV, HV, EMI), chemical
hazards
NAV: includes RF energy
DP: none

SUB-TOPIC 1.2: Regulations and procedures

1.2.1 State applicable international requirements 1 e.g. European norms, CENELEC, DIN
1.2.2 State any applicable national requirements 1 —
1.2.3 State safety procedure for the persons 1 e.g. COM/NAV/SUR/SMC: isolation (clothing,
working on or near relevant equipment tools), fire extinction types, safety man
presence, safety interlocks, isolating switches,
security of the site, climbing procedures,
earthing, direct or indirect contact with HV
SUB-TOPIC 1.3: Handling of hazardous material

1.3.1 State European and local regulations for 1 Protection of environment
electronic device disposal e.g. recycling
SUBJECT 3: HUMAN FACTORS

TOPIC 1: INTRODUCTION TO HUMAN FACTORS
SUB-TOPIC 1.1: Introduction
1.1.1 Explain why human factors are particularly 2 Historical background, safety impact on ATM,
important in the ATM environment incidents
1.1.2 Define human factors 1 e.g. ICAO Human Factors Training Manual
1.1.3 Explain the concept of systems and its 2 People, procedures, equipment
relevance in the ATM environment
1.1.4 Explain the use of the SHELL model 2 e.g. ICAO Human Factors Training Manual, visits
to OPS and technical rooms
1.1.5 State the factors which can affect personal 1 e.g. psychological, medical, physiological, social,
and team performance organisational, communication, stress, human
error, working knowledge and skills
TOPIC 2: WORKING KNOWLEDGE AND SKILLS

SUB-TOPIC 2.1: ATSEP knowledge, skills and competence
2.1.1 Explain the importance of maintaining and 2 Assure safety
updating professional knowledge and skills
2.1.2 Explain the importance of maintaining non- 2 e.g. communication, human relationship,
technical skills and professional competence knowledge of environment, human limit
awareness
2.1.3 State the available means to maintain 1 e.g. practice, personal study, briefing, seminars,
professional knowledge and skills courses, technical periodicals, technical books,
OJT, simulation, CBT, e-learning, visits,
feedback, TRM

TOPIC 3: PSYCHOLOGICAL FACTORS

SUB-TOPIC 3.1: Cognition
3.1.1 Describe major aspects of human 2 Perception, attention, memory, judgement,
information processing decision-making, response execution, control of
execution
3.1.2 Describe the factors which influence 2 e.g. stress and strain, experience, knowledge,
information processing distraction, interpersonal relations, working
environment, risk perception, attitude,
workload, fatigue, confidence, job security
3.1.3 Appreciate factors which influence 3 e.g. case study, simulation, role playing
information processing
TOPIC 4: MEDICAL
SUB-TOPIC 4.1: Fatigue
4.1.1 Describe the effect of fatigue on human 2 Physiological, cognitive and relational effects
performance e.g. lack of concentration, irritability, frustration
4.1.2 Recognise the signs of fatigue in oneself and 1 e.g. making frequent mistakes, unable to
in others concentrate, lack of normal humour, sleeping
and/or eating disorders
4.1.3 Explain how to respond to indications of 2 Take time off, rest for short periods of time,
fatigue in an appropriate manner seek professional help
SUB-TOPIC 4.2: Fitness

4.2.1 Describe signs of lack of personal fitness 2 —
4.2.2 Describe actions to prevent or resolve lack of 2 Healthy lifestyle
personal fitness e.g. healthy diet, sleeping, physical and mental
activities
4.2.3 Explain the influence of psychoactive 2 e.g. nervous system, medication, smoking,
substances on human performance alcohol, habitual and occasional use of
psychoactive substances
SUB-TOPIC 4.3: Work environment

4.3.1 Describe the influence of the work 2 Ergonomics, effects of noise, electromagnetic
environment on human performance waves, temperature, working circumstances
TOPIC 5: ORGANISATIONAL AND SOCIAL FACTORS

SUB-TOPIC 5.1: Basic needs of people at work
5.1.1 Explain basic needs of people at work 2 e.g. balance between individual ability and
workload, working time and rest periods;
adequate working conditions, positive working
environment
5.1.2 Characterise the factors of work satisfaction 2 e.g. money, motivation, achievement,
recognition, advancement, challenge

SUB-TOPIC 5.2: Team resource management

5.2.1 State the objectives of TRM 1 Experience sharing, feedback, improved
interpersonal relations, indirect increase in
safety
SUB-TOPIC 5.3: Teamwork and team roles

5.3.1 Describe the differences between social 2 —
human relations and professional
interactions
5.3.2 Identify reasons for loss of team 3 e.g. roles poorly defined, goals poorly
effectiveness and actions to prevent it and identified, bad planning, too many leaders or
prevent repetition not enough, respect for others, divergence in
values, misunderstandings
5.3.3 Describe the principles of teamwork 2 e.g. team membership, group dynamics,
advantages/disadvantages of teamwork
5.3.4 Identify reasons for conflict 3 —
5.3.5 Describe actions to prevent human conflicts 2 —
5.3.6 Describe strategies to cope with human 2 —
conflicts
TOPIC 6: COMMUNICATION
SUB-TOPIC 6.1: Written report
6.1.1 Appreciate the importance of recording 3 ATSEP technical report, logs, system
information by writing effectively degradation reports, specification, system
manager report
6.1.2 Use appropriate terminology to 3 Be concise, clear; common technical terms;
communicate effectively in writing convey key points
SUB-TOPIC 6.2: Verbal and non-verbal communication

6.2.1 Describe the human communication process 2 —
6.2.2 Characterise the factors which affect verbal 2 e.g. Cognitive: lack of knowledge of the
communication procedures, of technical terms, workload, poor
receiver references
Affective: being shy, feelings of not being
listened to, not being part of the group, not
being assertive, poor eye contact while talking,
stress
Physiological: stuttering, low voice level
6.2.3 Describe factors which affect non-verbal 2 e.g. touch, noise, interruption, body language
communication
6.2.4 Use appropriate vocabulary to communicate 3 Technical ‘jargon’, language differences,
effectively on technical matters standard words/phrases
6.2.5 Use appropriate language for professional 3 Term sharing, translation, being concise, simple
communication with non-ATSEP words, selection of information and detail level
according to the receiver

TOPIC 7: STRESS
SUB-TOPIC 7.1: Stress
7.1.1 Explain the process of stress 2 Causes, stress mechanism, consequences in
different work situations (e.g. online
intervention, maintenance, training)
7.1.2 State the symptoms of stress 1 e.g. frustration, anger, irritability, aggressive
and/or irrational behaviour, helplessness
SUB-TOPIC 7.2: Stress management

7.2.1 Act to relieve or minimise stress in self 3 The effect of personality in coping with stress,
and/or others benefits of active stress management
7.2.2 Appreciate how assistance is obtained in 3 Benefits of asking, offering and accepting help
stressful situations in stressful situations
e.g. CISM
7.2.3 Recognise the effects of shocking and 1 For oneself and for others, abnormal situations
stressful situations
7.2.4 Consider the benefits of critical incident 2 —
stress management
TOPIC 8: HUMAN ERROR

SUB-TOPIC 8.1: Human error
8.1.1 Describe human error 2 —
8.1.2 Explain the relationship between human 2 Mechanism, error-prone conditions,
error and safety consequences
e.g. reason model, feedback
8.1.3 State different types of errors using an 1 e.g. Rasmussen model, Gagne model
appropriate model
8.1.4 Differentiate between errors and violations 2 —
8.1.5 Explain how to detect errors 2 e.g. individual and collective strategy, event
report, procedure
8.1.6 Explain, in general terms, how errors are 2 —
mitigated
8.1.7 Appreciate two significant ATM 3 —
incidents/accidents involving
ATSEP/engineering contributory factors

Appendix 4 — Qualification training — Streams

1. COMMUNICATION — VOICE
Subject 1: VOICE
TOPIC 1 — Air-Ground
Sub-topic 1.1 — Transmission/Reception
Sub-topic 1.2 — Radio Antenna Systems
Sub-topic 1.3 — Voice Switch
Sub-topic 1.4 — Controller Working Position
Sub-topic 1.5 — Radio Interfaces
TOPIC 2 — COMVCE — Ground-Ground
Sub-topic 2.1 — Interfaces
Sub-topic 2.2 — Protocols
Sub-topic 2.3 — Switch
Sub-topic 2.4 — Communication chain
Sub-topic 2.5 — Controller working position
Subject 2: TRANSMISSION PATH
TOPIC 1 — Lines
Sub-topic 1.1 — Lines Theory
Sub-topic 1.2 — Digital Transmissions
Sub-topic 1.3 — Types of Lines
TOPIC 2 — Specific Links
Sub-topic 2.1 — Microwave Link
Sub-topic 2.2 — Satellite
Subject 3: RECORDERS
TOPIC 1 — Legal Recorders
Sub-topic 1.1 — Regulations
Sub-topic 1.2 — Principles
Subject 4: FUNCTIONAL SAFETY
TOPIC 1 — Safety Attitude
Sub-topic 1.1 — Safety Attitude
TOPIC 2 — Functional Safety
Sub-topic 2.1 — Functional safety

2. COMMUNICATION — DATA
Subject 1: DATA
TOPIC 1 — Introduction to Networks
Sub-topic 1.1 — Types
Sub-topic 1.2 — Networks
Sub-topic 1.3 — External Network Services
Sub-topic 1.4 — Measuring Tools
Sub-topic 1.5 — Troubleshooting
TOPIC 2 — Protocols
Sub-topic 2.1 — Fundamental Theory
Sub-topic 2.2 — General Protocols
Sub-topic 2.3 — Specific Protocols
TOPIC 3 — National Networks
Sub-topic 3.1 — National Networks
TOPIC 4 — European Networks
Sub-topic 4.1 — Network Technologies
TOPIC 5 — Global Networks
Sub-topic 5.1 — Networks and Standards
Sub-topic 5.2 — Description
Sub-topic 5.3 — Global Architecture
Sub-topic 5.4 — Air-Ground Sub-Networks
Sub-topic 5.5 — Ground-Ground Sub-Networks
Sub-topic 5.6 — Networks on Board of the Aircraft
Sub-topic 5.7 — Air-Ground Applications
Subject 2: TRANSMISSION PATH
TOPIC 1 — Lines
Sub-topic 1.1 — Lines Theory
Sub-topic 1.2 — Digital Transmission
Sub-topic 1.3 — Types of Lines
TOPIC 2 — Specific Links
Sub-topic 2.1 — Microwave Link
Sub-topic 2.2 — Satellite
Subject 3: RECORDERS


TOPIC 1 — Safety Altitude
Sub-topic 2.1 — Functional Safety
3. NAVIGATION — NON-DIRECTIONAL BEACON (NDB)

Subject 1: PERFORMANCE-BASED NAVIGATION
TOPIC 1 — Navigation Concepts
Sub-topic 1.1 — Operational Requirements
Sub-topic 1.2 — Performance-based Navigation
Sub-topic 1.3 — Area Navigation Concept (RNAV)
Sub-topic 1.4 — NOTAM
Subject 2: GROUND-BASED SYSTEMS — NDB
TOPIC 1 — NDB/Locator
Sub-topic 1.1 — Use of the System
Sub-topic 1.2 — Ground Station Architecture
Sub-topic 1.3 — Transmitter Sub-system
Sub-topic 1.4 — Antenna Sub-system
Sub-topic 1.5 — Monitoring and Control Sub-systems
Sub-topic 1.6 — On-board Equipment
Sub-topic 1.7 — System Check and Maintenance
Subject 3: GLOBAL NAVIGATION SATELLITE SYSTEM
TOPIC 1 — GNSS
Sub-topic 1.1 — General View
Subject 4: ON-BOARD EQUIPMENT
TOPIC 1 — On-board Systems
Sub-topic 1.1 — On-board Systems
TOPIC 2 — Autonomous Navigation
Sub-topic 2.1 — Inertial Navigation
TOPIC 3 — Vertical Navigation
Sub-topic 3.1 — Vertical Navigation


4. NAVIGATION — DIRECTION FINDING (DF)

Sub-topic 1.2 — Performance-Based Navigation
Subject 2: GROUND-BASED SYSTEMS — DF
TOPIC 1 — DF
Sub-topic 1.2 — VDF/DDF Equipment Architecture
Sub-topic 1.3 — Receiver Sub-system
Sub-topic 1.5 — Monitoring and Control Sub-systems
TOPIC 1 — GNSS

5. NAVIGATION — VHF OMNIDIRECTIONAL RADIO RANGE (VOR)

Subject 2: GROUND-BASED SYSTEMS — VOR
TOPIC 1 — VOR
Sub-topic 1.2 — Fundamentals of CVOR and/or DVOR
Sub-topic 1.6 — Monitoring and Control Sub-system
TOPIC 1 — GNSS
Subject 5: — FUNCTIONAL SAFETY

6. NAVIGATION — DISTANCE MEASURING EQUIPMENT (DME)

TOPIC 1 — Navigation concepts
Subject 2: GROUND-BASED SYSTEMS — DME
TOPIC 1 — DME
Sub-topic 1.2 — Fundamentals of DME
Sub-topic 1.4 — Receiver Sub-system
Sub-topic 1.5 — Signal Processing
TOPIC 1 — GNSS

7. NAVIGATION — INSTRUMENT LANDING SYSTEM (ILS)

TOPIC 1 — Navigation concepts
Subject 2: GROUND-BASED SYSTEMS — ILS
TOPIC 1 — ILS
Sub-topic 1.2 — Fundamentals of ILS
Sub-topic 1.3 — 2F-Systems
TOPIC 1 — GNSS
TOPIC 2 — Autonomous navigation

8. NAVIGATION — MICROWAVE LANDING SYSTEM (MLS)

Subject 2: GROUND-BASED SYSTEMS — MLS
TOPIC 1 — MLS
Sub-topic 1.2 — Fundamentals of MLS
TOPIC 1 — GNSS
TOPIC 2 — Autonomous navigation
TOPIC 3 — Vertical navigation
TOPIC 1 — Safety attitude
TOPIC 2 — Functional safety

9. SURVEILLANCE — PRIMARY SURVEILLANCE RADAR

Subject 1: PRIMARY SURVEILLANCE RADAR
TOPIC 1 — ATC surveillance
Sub-topic 1.1 — Use of PSR for Air Traffic Services
Sub-topic 1.2 — Antenna (PSR)
Sub-topic 1.3 — Transmitters
Sub-topic 1.4 — Characteristics of Primary Targets
Sub-topic 1.5 — Receivers
Sub-topic 1.6 — Signal Processing and Plot Extraction
Sub-topic 1.7 — Plot Combining
Sub-topic 1.8 — Characteristics of Primary Radar
TOPIC 2 — SURPSR — Surface Movement Radar
Sub-topic 2.1 — Use of SMR for Air Traffic Services
Sub-topic 2.2 — Radar Sensor
TOPIC 3 — SURPSR — Test and Measurement
Sub-topic 3.1 — Test and Measurement
Subject 2: HUMAN MACHINE INTERFACE (HMI)
TOPIC 1 — SURPSR — HMI
Sub-topic 1.1 — ATCO HMI
Sub-topic 1.2 — ATSEP HMI
Sub-topic 1.3 — Pilot HMI
Sub-topic 1.4 — Displays
Subject 3: SURVEILLANCE DATA TRANSMISSION
TOPIC 1 — SDT
Sub-topic 1.1 — Technology and Protocols
Sub-topic 1.2 — Verification Methods
TOPIC 1 — SURPSR — Safety Attitude
TOPIC 2 — SURPSR — Functional Safety
Subject 5: DATA PROCESSING SYSTEMS
TOPIC 1 — System Components
Sub-topic 1.1 — Surveillance Data Processing Systems

10. SURVEILLANCE — SECONDARY SURVEILLANCE RADAR

Subject 1: SECONDARY SURVEILLANCE RADAR (SSR)
TOPIC 1 — SSR and Mono-pulse SSR
Sub-topic 1.1 — Use of SSR for Air Traffic Services
Sub-topic 1.2 — Antenna (SSR)
Sub-topic 1.3 — Interrogator
Sub-topic 1.4 — Transponder
Sub-topic 1.5 — Receivers
Sub-topic 1.6 — Signal Processing and Plot Extraction
Sub-topic 1.7 — Plot Combining
Sub-topic 1.8 — Test and Measurement
TOPIC 2 — Mode S
Sub-topic 2.1 — Introduction to Mode S
Sub-topic 2.2 — Mode S System
TOPIC 3 — Multilateration
Sub-topic 3.1 — MLAT in use
Sub-topic 3.2 — MLAT Principles
TOPIC 4 — SURSSR — Environment
Sub-topic 4.1 — SSR Environment
TOPIC 1 — HMI
TOPIC 1 — SDT
TOPIC 1 — Safety attitude
TOPIC 2 — Functional safety


TOPIC 1 — System components
11. SURVEILLANCE — AUTOMATIC DEPENDENT SURVEILLANCE

Subject 1: AUTOMATIC DEPENDENT SURVEILLANCE (ADS)
TOPIC 1 — General view on ADS
Sub-topic 1.1 — Definition of ADS
TOPIC 2 — SURADS — ADS-B
Sub-topic 2.1 — Introduction to ADS-B
Sub-topic 2.2 — Techniques of ADS-B
Sub-topic 2.3 — VDL Mode 4 (STDMA)
Sub-topic 2.4 — Mode S Extended Squitter
Sub-topic 2.5 — UAT
Sub-topic 2.6 — ASTERIX
TOPIC 3 — ADS-C
Sub-topic 3.1 — Introduction to ADS-C
Sub-topic 3.2 — Techniques in ADS-C
TOPIC 1 — HMI
TOPIC 1 — SDT
TOPIC 2 — SURADS — Functional Safety


TOPIC 1 — System components
12. DATA — DATA PROCESSING

Sub-topic 1.2 — Software Integrity and Security
TOPIC 1 — User requirements
Sub-topic 1.1 — Controller requirements
Sub-topic 1.2 — Trajectories, Prediction and Calculation
Sub-topic 1.4 — Decision Support
TOPIC 2 — System Components Data
Sub-topic 2.1 — Data processing Systems
Sub-topic 2.2 — Flight Data Processing Systems
Subject 3: DATA PROCESS
TOPIC 1 — Software process
Sub-topic 1.1 — Middleware
Sub-topic 1.2 — Operating Systems
Sub-topic 1.3 — Configuration Control
Sub-topic 1.4 — Software Development Process
TOPIC 2 — Hardware platform
Sub-topic 2.1 — Equipment Upgrade
Sub-topic 2.2 — COTS
Sub-topic 2.3 — Interdependence
Sub-topic 2.4 — Maintainability
TOPIC 3 — Testing
Sub-topic 3.1 — Testing

Subject 4: DATA
TOPIC 1 — Data Essential Features
Sub-topic 1.1 — Data Significance
Sub-topic 1.2 — Data Configuration Control
Sub-topic 1.3 — Data Standards
TOPIC 2 — ATM Data — Detailed structure
Sub-topic 2.1 — System Area
Sub-topic 2.2 — Characteristic Points
Sub-topic 2.3 — Aircraft Performances
Sub-topic 2.4 — Screen Manager
Sub-topic 2.5 — Auto-coordination Messages
Sub-topic 2.6 — Configuration Control Data
Sub-topic 2.7 — Physical Configuration Data
Sub-topic 2.8 — Relevant Meteo Data
Sub-topic 2.9 — Alert and Error Messages to ATSEP
Sub-topic 2.10 — Alert and Error Messages to ATCO
Subject 5: COMMUNICATION DATA
TOPIC 1 — Introduction to Networks
Sub-topic 1.1 — Types
Sub-topic 1.2 — Networks
Sub-topic 1.3 — External Network Services
Sub-topic 1.4 — Measuring Tools
Sub-topic 1.5 — Troubleshooting
TOPIC 2 — Protocols
Sub-topic 2.1 — Fundamental Theory
Sub-topic 2.2 — General Protocols
Sub-topic 2.3 — Specific Protocols
TOPIC 3 — DATDP — National Networks
Sub-topic 3.1 — National Networks
Subject 6: SURVEILLANCE — PRIMARY
TOPIC 1 — ATC Surveillance
Subject 7: SURVEILLANCE — SECONDARY
TOPIC 1 — SSR AND MSSR

TOPIC 2 — Mode S
Subject 8: SURVEILLANCE — HMI
TOPIC 1 — HMI
TOPIC 1 — Surveillance Data Transmission
13. SYSTEM MONITORING AND CONTROL — COMMUNICATION

Subject 1: ANS STRUCTURE
TOPIC 1 — ANSP Organisation and Operation
Sub-topic 1.1 — SMCCOM — ANSP Organisation and Operation
TOPIC 2 — ANSP Maintenance Program
Sub-topic 2.1 — Policy
TOPIC 3 — ATM Context
Sub-topic 3.1 — ATM Context
TOPIC 4 — ANSP Administrative Practices
Sub-topic 4.1 — Administration
Subject 2: ANS SYSTEM/EQUIPMENT
TOPIC 1 — Operational Impacts
Sub-topic 1.1— Degradation or Loss of System/Equipment Services
TOPIC 2 — SMCCOM — User Working Position Functionality and Operation
Sub-topic 2.1 — User Working Position
Sub-topic 2.2 — SMC Working Position
Subject 3: TOOLS, PROCESSES AND PROCEDURES
TOPIC 1 — Requirements
Sub-topic 1.1 — SMS
Sub-topic 1.2 — QMS
Sub-topic 1.3 — SMS application in the working environment
TOPIC 2 — Maintenance Agreements with Outside Agencies
Sub-topic 2.1 — Principles of agreements
TOPIC 3 — SMC General Processes

Sub-topic 3.1 — Roles and responsibilities

TOPIC 4 — Maintenance Management Systems
Sub-topic 4.1 — Reporting
Subject 4: TECHNOLOGY
TOPIC 1 — Technologies and Principles
Sub-topic 1.1 — General
Sub-topic 1.2 — Communication
Sub-topic 1.3 — Facilities
Subject 5: COMMUNICATION VOICE
TOPIC 1 — Air-Ground
TOPIC 2 — Ground-Ground
Sub-topic 2.1 — Interfaces
Sub-topic 2.2 — Switch
Subject 6: COMMUNICATION — DATA
Sub-topic 2.4 — Air-Ground Sub-networks
Sub-topic 2.5 — Ground-Ground Sub-networks
Subject 7: COMMUNICATION — RECORDERS
TOPIC 1 —Legal recorders
Subject 8: NAVIGATION — PBN
TOPIC 1 — NAV Concepts

14. SYSTEM MONITORING AND CONTROL — NAVIGATION

Sub-topic 1.1 — ANSP Organisation and Operation
Sub-topic 1.1 — SMCNAV — Degradation or Loss of System/Equipment Services
TOPIC 2 — User Position Functionality and Operation
TOPIC 1 — SMCNAV — Requirements
TOPIC 4 — SMCNAV — Maintenance Management Systems
TOPIC 1 — SMCNAV — Technologies and Principles
TOPIC 1 — SMCNAV — European Networks


Sub-topic 2.5 — Ground-Ground Sub-networks
Subject 8: NAVIGATION — GROUND-BASED SYSTEMS — NDB
TOPIC 1 — NDB/Locator
Subject 9: NAVIGATION — GROUND-BASED SYSTEMS — DFI
TOPIC 1 — SMCNAV — DF
Subject 10: NAVIGATION — GROUND-BASED SYSTEMS — VOR
TOPIC 1 — VOR
Subject 11: NAVIGATION — GROUND-BASED SYSTEMS — DME
TOPIC 1 — DME
Subject 12: NAVIGATION — GROUND-BASED SYSTEMS — ILS
TOPIC 1 — ILS
15. SYSTEM MONITORING AND CONTROL — SURVEILLANCE



Sub-topic 1.1 — SMCSUR — Degradation or Loss of System/Equipment Services
TOPIC 1 — Requirements


Sub-topic 2.5 — Ground-Ground sub-networks
TOPIC 2 — Mode S
TOPIC 1 — HMI
Subject 11: SURVEILLANCE — DATA TRANSMISSION
16. SYSTEM MONITORING AND CONTROL — DATA


TOPIC 4 — ANSP ADMINISTRATIVE PRACTICES

Sub-topic 1.1 — Degradation or Loss of System/Equipment Services
TOPIC 1 — SMCDAT — Requirements
Sub-topic 2.5 — Ground-Ground sub-networks


TOPIC 1 — SMCDAT — NAV Concepts
TOPIC 2 — Mode S
TOPIC 1 — HMI
Subject 11: SURVEILLANCE — DATA TRANSMISSION
Subject 12: SURVEILLANCE — DATA PROCESSING SYSTEMS
TOPIC 1 — User Requirements
Sub-topic 1.1 — Controller requirements
Sub-topic 1.2 — Trajectories, Prediction and Calculation
Sub-topic 1.4 — Decision Support
Subject 13: SURVEILLANCE — DATA PROCESS
TOPIC 1 — Hardware Platform
Sub-topic 1.1 — Equipment Upgrade
Sub-topic 1.2 — COTS
Sub-topic 1.3 — Interdependence

Subject 14: SURVEILLANCE — DATA

TOPIC 1 — Data Essentials Features
Sub-topic 1.1 — Data Significance
Sub-topic 1.2 — Data Configuration Control
Sub-topic 1.2 — Data Standards
Appendix 4a — Qualification training — Streams

Subjects, topics and sub-topics from Appendix 4a are repeated in this AMC for the convenience of the
reader and do not form a part of it.
Stream Communication — Voice

SUBJECT 1: VOICE
TOPIC 1: AIR-GROUND
SUB-TOPIC 1.1: Transmission/reception
1.1.1 Perform typical measurements on a 3 Frequency (single carrier, offset carrier),
transmitter modulation, channel spacing, output power,
SWR
1.1.2 Adjust a generic radio transmitter 4 Noise, intermodulation, harmonics, power,
bandwidth
1.1.3 Analyse the block diagram of a generic radio 4 Characteristics (modulation, single carrier,
transmitter channel spacing), functionalities
1.1.4 Perform typical measurements on a receiver 3 Frequency, modulation, channel spacing,
sensitivity, selectivity
1.1.5 Adjust a generic radio receiver 4 Signal to noise ratio, harmonics
1.1.6 Analyse the block diagram of a generic radio 4 Characteristics (single carrier, channel spacing,
receiver sensitivity, selectivity)
SUB-TOPIC 1.2: Radio antenna systems

1.2.1 Explain antenna parameters 2 Impedance, polar diagram, bandwidth,
polarisation, types of antennas
1.2.2 Characterise the coverage of the radio 2 Polar diagram, types of antennas, frequency
system bands, propagation mode
1.2.3 Characterise budget link according to various 2 Output power, antennae, propagation,
conditions geographic, meteorological, day and night
1.2.4 Characterise the elements of a generic 2 Filters, combiners, multi-cavity system
antenna system
1.2.5 Check the conformity of a system to ITU and 3 Ref.: ICAO Annex 10 (VHF, UHF)
national regulation
1.2.6 Perform measurements with generic radio 3 Spectrum analyser
test equipment e.g. scanner

SUB-TOPIC 1.3: Voice switch

1.3.1 Analyse switching functionalities 4 General architecture, digital, analogue,
multiplex types, PCM
e.g. cross-coupling, split headset (radio both
ears, telephone single ear)
1.3.2 Explain the principles of non-blocking 2 Advantages, disadvantages, delays (digital)
switches
1.3.3 Describe the signal processing all along the 2 Signal tracing treatment, protocols (a few), data
chain flow
SUB-TOPIC 1.4: Controller working position

1.4.1 Describe the most common features of a 2 Frequency selection, emergency, station
controller working position selection, coupling, headset, loudspeaker,
footswitch, Push to Talk
e.g. microphone (noise cancelling), short time
recording
SUB-TOPIC 1.5: Radio interfaces

1.5.1 Describe the different types of interface 2 Internal, external, phantom keying, in-band
signal
TOPIC 2: GROUND-GROUND
SUB-TOPIC 2.1: Interfaces
2.1.1 Describe the different types of interfaces 2 Analogue (2, 4, 6 and 8 wires), digital (ISDN;
64 Kb, 2 Mb)
2.1.2 Explain the advantages and disadvantages of 2 Analogue (2, 4, 6 and 8 wires), digital (ISDN;
each type 64 Kb, 2 Mb)
2.1.3 Operate measuring equipment 3 e.g. dB meters, level meters, generators, sniffer
SUB-TOPIC 2.2: Protocols

2.2.1 Operate standard protocol analysers 3 e.g. MFC R2 and/or ATS QSIG (rerouting),
impulse dialling and DTMF dialling, ISDN
2.2.2 Analyse communication protocol with 4 e.g. MFC R2 , ATS QSIG (rerouting), impulse
appropriate tools and documentation dialling and DTMF dialling, ISDN, national
protocols
SUB-TOPIC 2.3: Switch

2.3.1 State the similarities between ground- 1 Switching techniques
ground and air-ground switches
2.3.2 Describe the most commonly used 2 General architecture, digital, analogue,
functionality of PABX multiplex types, PCM30
2.3.3 Analyse conversion 4 General architecture, analogue-digital-analogue
analogue-digital, digital-analogue

SUB-TOPIC 2.4: Communication chain

2.4.1 Appreciate the replacement of components 3 Continuity of service, communication chain
in a communication chain in a safe way integrity
Additional: for achievement of competence, this
objective shall be applied practically, at the
latest, by the end of the S/E rating training

2.5.1 Describe the most common features of a 2 —
controller working position and the HMI
SUBJECT 2: TRANSMISSION PATH

TOPIC 1: LINES
SUB-TOPIC 1.1: Lines theory
1.1.1 Calculate parameters of a line 3 e.g. equation, attenuation, impedance, S-
parameters, Smith chart, bandwidth, HF
specifics (dipoles, multipoles), SWR
SUB-TOPIC 1.2: Digital transmission

1.2.1 Calculate parameters for digital transmission 3 e.g. signal definition, Fourier Theory, signal
processing (sampling, etc.), bandwidth, carrier,
modulation, noises, S/N, delays, group delay,
line quality (signal distortion, rate of failure),
transmission speed
SUB-TOPIC 1.3: Types of lines

1.3.1 Describe the different types of lines and 2 e.g. copper wires (twisted pairs, symmetrical
their physical characteristics cables), optic fibres (monomodes or
multimodes, connectors, splicer), coaxial
attenuation, losses, bending, characteristic
impedance, EMC and noise immunity
1.3.2 Appreciate the appropriate type of line for a 3 e.g. bandwidth, noise immunity
given specific application
1.3.3 Check the typical parameters of lines 3 e.g. impedance, insulation, signal level, time
delay
TOPIC 2: SPECIFIC LINKS

SUB-TOPIC 2.1: Microwave link
2.1.1 Describe a microwave link 2 e.g. carrier frequency, type of modulation,
Fresnel Theory, loss, atmospheric influences
SUB-TOPIC 2.2: Satellite

2.2.1 Describe the parameters of a satellite link 2 Uplinks, downlinks, antennas, footprint, delays,
atmospheric influences

SUBJECT 3: RECORDERS
TOPIC 1: LEGAL RECORDERS
SUB-TOPIC 1.1: Regulations
1.1.1 Explain the international regulations 2 ICAO (recording and reproducing)
1.1.2 Explain national regulations 2 Appropriate national regulations
1.1.3 Explain how service providers comply with 2 e.g. storage media, access to recording and
the regulations reproducing room, time to store information
(overwrite/erase voice or data), procedure to
reproduce information.
SUB-TOPIC 1.2: Principles
1.2.1 Explain the principles of recording and 2 e.g. storage media (tape, optical and magnetic
reproducing disc), A/D-D/A converters, frequency range (300
to 3 400 Hz), channel capacity, time
synchronisation, connection to a network,
synchronisation of radar and voice recording,
replay limitations
SUBJECT 4: FUNCTIONAL SAFETY

TOPIC 1: SAFETY ATTITUDE
SUB-TOPIC 1.1: Safety attitude
1.1.1 State the role of ATSEP in safety 1 Safety assessment documentation related to
management routines and in reporting communication system, safety reports and
processes occurrences, safety monitoring
TOPIC 2: FUNCTIONAL SAFETY

SUB-TOPIC 2.1: Functional safety
2.1.1 Describe the implications of functional 2 Total or partial, premature or delayed
failures in terms of exposure time, operation, spurious, intermittent, loss or
environment, effect on controller and effect corruption of data, missing or incorrect input or
on pilot output. Ref.: safety policy and implementation
Stream Communication — Data

SUBJECT 1: DATA
TOPIC 1: INTRODUCTION TO NETWORKS
SUB-TOPIC 1.1: Types
1.1.1 State the evolution of network topologies 1 LAN, WAN
e.g. architectures, size of the segments, length
of the systems, quality of service
1.1.2 Explain how networks meet requirements 2 Redundancy, bandwidth, BER, time delay,
network security


1.2.1 Analyse the features of a network 4 Routing scheme, rate, internal networking,
routers, bridges, gateways, modems, switches,
firewalls
e.g. wireless networks
1.2.2 Describe network standards and devices 2 Ethernet, fibre optic, wireless
1.2.3 Appreciate the replacement of components 3 Continuity of service, network integrity
in a network in a safe way Additional: for achievement of competence, this
SUB-TOPIC 1.3: External network services

1.3.1 Define aspects of external network services 1 Provided QoS
e.g. SLAs
SUB-TOPIC 1.4: Measuring tools

1.4.1 Operate the usual set of network measuring 3 Data analyser (sniffer)
or monitoring tools to find the values of the e.g.net scout
main parameters
1.4.2 Perform analysis to support fault-finding for 3 Data analyser (sniffer)
correction e.g.net scout
SUB-TOPIC 1.5: Troubleshooting

1.5.1 Appreciate how to troubleshoot a network 3 Additional: for achievement of competence,
this objective shall be applied practically, at the
e.g. broken lines, unusable network
components, overload, integrity problems
TOPIC 2: PROTOCOLS
SUB-TOPIC 2.1: Fundamental theory
2.1.1 Apply the principles of layers 3 Differences between layers
e.g. layer(s) of sniffer information
2.1.2 Apply the principles of addressing strategy 3 Masks, subnets
IP addressing, MAC addressing
e.g. same logical network computers and
systems
2.1.3 Apply the principles of routing strategy 3 Routing tables, priorities, fault tolerance,
management of routing strategy, static and
dynamic routing
e.g. unicast, multicast, broadcast
SUB-TOPIC 2.2: General protocols

2.2.1 Describe the general protocols 2 TCP/IP (segments, packets, addressing)
e.g. X25, LAPB, pdH, sdH
2.2.2 Analyse the general protocols using the 4 TCP/IP
appropriate tools and documentation e.g. X25, LAPB

SUB-TOPIC 2.3: Specific protocols

2.3.1 Describe the specific protocols 2 e.g. BATAP — ARINC 620, FMTP
TOPIC 3: NATIONAL NETWORKS

SUB-TOPIC 3.1: National networks
3.1.1 Name the national networks to which the 1 e.g. ANSP, MET, military, PTT, airlines, national
organisation is connected network(s)
3.1.2 Describe the interfaces between national 2 —
and global networks
TOPIC 4: EUROPEAN NETWORKS

SUB-TOPIC 4.1: Network technologies
4.1.1 State emerging network technologies 1 e.g.as used in EAN, NEAN, AMHS, PENS
4.1.2 Describe the characteristics of current 2 Surveillance data, flight plan data and AIS
networks networks
e.g. CIDIN, OLDI, CFMU-RCA, quality of service,
architecture, FMTP, AMHS
TOPIC 5: GLOBAL NETWORKS

SUB-TOPIC 5.1: Networks and standards
5.1.1 List the global networks and the standards 1 e.g. ICAO for AFTN/CIDIN/AMHS, ICAO for ATN,
on which they are based FANS 1 and FANS A for ACARS applications (SITA
and ARINC)
SUB-TOPIC 5.2: Description

5.2.1 Describe the characteristics of the AFTN 2 Users and data, architectures, quality of service
networks
SUB-TOPIC 5.3: Global architecture

5.3.1 Describe the architecture of the ATN 2 Air-ground subnetworks, ground-ground
subnetworks, airborne networks
SUB-TOPIC 5.4: Air-ground subnetworks

5.4.1 Describe the air-ground subnetworks 2 VDL (mode 2), HFDL, AMSS, SATCOM
SUB-TOPIC 5.5: Ground-ground subnetworks

5.5.1 Describe the composition of ground-ground 2 PTT, commercial telecom providers, ARINC, SITA
subnetworks
SUB-TOPIC 5.6: Networks on board of the aircraft

5.6.1 State the existence of subnetworks inside 1 e.g. AFDX — ARINC 429
the aircraft relevant for ATM
communications

SUB-TOPIC 5.7: Air-ground applications

5.7.1 State the main communication applications 1 e.g. CPDLC, DLIC/AFN, ATIS, DCL
using data link systems
SUBJECT 2: TRANSMISSION PATH

TOPIC 1: LINES
SUB-TOPIC 1.1: Lines theory
1.1.1 Calculate parameters of a line 3 e.g. equation, attenuation, impedance, S-
parameters, Smith chart, bandwidth, HF
specifics (dipoles, multipoles), SWR
SUB-TOPIC 1.2: Digital transmission

1.2.1 Calculate parameters for digital 3 e.g. signal definition, Fourier Theory, signal
transmission processing (sampling, etc.), bandwidth, carrier,
modulation, noises, S/N, delays, group delay,
line quality (signal distortion, rate of failure),
transmission speed
SUB-TOPIC 1.3: Types of lines

1.3.1 Describe the different types of lines and 2 e.g. copper wires (twisted pairs, symmetrical
their physical characteristics cables), optic fibres (monomodes or
multimodes, connectors, splicer), coaxial
attenuation, losses, bending, characteristic
impedance, EMC and noise immunity
1.3.2 Appreciate the appropriate type of line for a 3 e.g. bandwidth, noise immunity
given specific application
1.3.3 Check the typical parameters of lines 3 e.g. impedance, insulation, signal level, time
delay
TOPIC 2: SPECIFIC LINKS

SUB-TOPIC 2.1: Microwave link
2.1.1 Describe a microwave link 2 e.g. carrier frequency, type of modulation,
Fresnel Theory, loss, atmospheric influences
SUB-TOPIC 2.2: Satellite

2.2.1 Describe the parameters of a satellite link 2 Uplinks, downlinks, antennas, footprint, delays,
atmospheric influences
SUBJECT 3: RECORDERS

1.1.3 Explain how service providers comply with 2 e.g. confidentiality when handling recorders,
the regulations procedures for access to recorders, storage
media, access to recording and reproducing
room, time to store information
reproduce information

replay limitations

management routines and in reporting communication system, safety reports and

on pilot output.
Ref.: safety policy and implementation
Stream Navigation — Non-directional beacon (NDB)

SUBJECT 1: PERFORMANCE-BASED NAVIGATION

TOPIC 1: NAV CONCEPTS
SUB-TOPIC 1.1: Operational requirements
1.1.1 Explain the main performance 2 Accuracy, precision, stability, integrity,
characteristics of a navigation system availability, continuity of service, coverage,
robustness
e.g. Time To First Fix
1.1.2 Explain the relationship between 2 PBN Manual ICAO Doc 9613
performance measures and the phases of
flight

SUB-TOPIC 1.2: Performance-based navigation

1.2.1 Describe the PBN concept 2 ICAO and EUROCONTROL documents, airspace
concept, application supported by navigation
infrastructure and navigation specifications,
functionality of the avionics
1.2.2 Differentiate between an RNAV and an RNP 2 On-Board Performance Monitoring and Alerting
navigation specification
1.2.3 State which navigation applications support 1 PBN Manual ICAO Doc 9613
the different phases of flight
SUB-TOPIC 1.3 Area navigation concept (RNAV)

1.3.1 Differentiate between conventional 2 Fixed route vs flexible route structure
navigation and area navigation
SUB-TOPIC 1.4: NOTAM

1.4.1 Explain the need for NOTAMs 2 —
SUBJECT 2 GROUND-BASED SYSEMS — NDB

TOPIC 1: NDB/LOCATOR
SUB-TOPIC 1.1: Use of the system
1.1.1 Appreciate the principles of NDB 3 Relative bearing, measuring method
1.1.2 Describe the overall performance 2 Coverage, accuracy, availability of the system,
integrity, continuity
1.1.3 Explain the technical limitations of NDB 2 Lack of accuracy, lack of integrity, sensitivity to
interference
1.1.4 Describe the current situation 2 e.g. number, type, users, user groups, European
context
SUB-TOPIC 1.2: Ground station architecture

1.2.1 Describe the main components of an NDB 2 Electronic cabinet, antennas, power supply,
ground station remote controls and monitoring
e.g. auto-tune antenna units
1.2.2 Relate NDB station design to operational 4 Coverage, ID code, VOR backup, double beacon
requirements approach, siting
SUB-TOPIC 1.3: Transmitter subsystem

1.3.1 Characterise the main NDB signal 2 Carrier and ident frequency, output power,
parameters depth of modulation
1.3.2 Perform typical measurements on the main 3 e.g. carrier and ident frequency, power
NDB signal parameters measurements, depth of modulation, audio
distortion, antenna current, spectrum
measurements, ID code

SUB-TOPIC 1.4: Antenna subsystem

1.4.1 Explain NDB antenna characteristics 2 Impedance, polar diagram, polarisation, ground
reflections
1.4.2 Appreciate the interface between power 3 SWR, radiated power
stage and the antenna
SUB-TOPIC 1.5: Monitoring and control subsystems

1.5.1 Describe the purpose of monitoring 2 Integrity, continuity of service, availability
1.5.2 Describe which parameters are used for the 2 Antenna current, ID code, depth of modulation
monitoring
1.5.3 Appreciate how the operational status of 3 System status
the NDB monitoring system is checked Additional: for achievement of competence,
1.5.4 Describe the issues associated with NDB 2 Siting
obstacle limitations and obstacle removal
SUB-TOPIC 1.6: On-board equipment

1.6.1 Describe the on-board equipment (ADF) 2 Receiver, antenna, displays
1.6.2 Describe how NDB information is used on- 2 ADF indicator, RMI, HSI, ND
board
SUB-TOPIC 1.7: System check and maintenance

1.7.1 Appreciate the conformity to international 3 ITU regulations (EMC + SAR), ICAO Annex 10
and national regulations e.g. European regulations
1.7.2 Appreciate calibration tasks and flight 3 Additional: for achievement of competence, this
inspection results objective shall be applied practically, at the
e.g. maintenance and flight inspection manuals,
procedures and reports
1.7.3 Appreciate troubleshooting of an NDB 3 Additional: for achievement of competence, this
1.7.4 Appreciate the origins of NDB errors 3 Additional: for achievement of competence, this
e.g. multipath, EMC, interference with radio
broadcast transmissions

SUBJECT 3: GLOBAL NAVIGATION SATELLITE SYSTEM

TOPIC 1: GNSS
SUB-TOPIC 1.1: General view
1.1.1 Explain the importance and continuing 2 FANS CNS/ATM concept, ICAO Doc 9849,
development of GNSS Navigation Application & NAVAID Infrastructure
Strategy for the ECAC Area up to 2020,
EUROCONTROL GNSS Policy, SESAR ATM Master
Plan
1.1.2 Describe the elements of GNSS within 2 Core constellations, ABAS, SBAS (EGNOS)
Europe e.g. GBAS, SCAT 1, APV, ICAO Annex 10
1.1.3 Appreciate the sources of interference to 3 Intentional, unintentional, ionospheric
GNSS signals interference, solar activity
1.1.4 Explain who has responsibility for GNSS 2 e.g. EASA, GSA, NSA, ANSP
oversight in your State and how it is carried
out
1.1.5 Appreciate the impact of the modernisation 3 Introduction of L5, E5A, E5B
of GNSS on the ARNS bands e.g. COMPASS
1.1.6 Explain the need for a minimum number of 2 e.g. AUGUR
visible satellites needed to provide integrity
monitoring
1.1.7 Describe the purpose of the GNSS NOTAM 2 ICAO Annex 10, Vol. 1
SUBJECT 4: ON-BOARD EQUIPMENT

TOPIC 1: ON-BOARD SYSTEMS
SUB-TOPIC 1.1: On-board systems
1.1.1 Explain the purpose and use of a navigation 2 Sensors, navigation database
computer
1.1.2 Explain the purpose and use of an FMS 2 Sensors, navigation database, path steering,
displays
TOPIC 2: AUTONOMOUS NAVIGATION

SUB-TOPIC 2.1: Inertial navigation
2.1.1 Describe the principles and key features of 2 Gyros, accelerometer, accuracy, drift, updating
INS/IRS navigation
TOPIC 3: VERTICAL NAVIGATION
SUB-TOPIC 3.1: Vertical navigation
3.1.1 Describe the different types of vertical 2 Barometric, radio altimetry, geodetic
sensors and their limitations e.g. air data computers, manual intervention,
dynamic information (AGL), undulation (WGS84)

management routines and in reporting navigation systems, safety monitoring
processes


2.1.1 Describe in terms of exposure time, 2 Total or partial, premature or delayed
environment, effect on controller and effect operation, spurious, intermittent, loss or
on pilot, the types of functional failures corruption of data, missing or incorrect input or
output
Ref.: Safety policy and implementation
Stream Navigation — Direction finding (DF)


1.1.1 Explain the main performance characteristics 2 Accuracy, precision, stability, integrity,
of a navigation system availability, continuity of service, coverage,
robustness
flight

1.2.2 Differentiate between an RNAV and an RNP 2 On-board performance monitoring and alerting
SUB-TOPIC 1.3 Area navigation concept (RNAV)


SUBJECT 2: GROUND-BASED SYSTEMS — DFI

TOPIC 1: DF
1.1.1 State the different types of DF 1 VDF, DDF, IDF
1.1.2 Describe the user HMI 2 Indication on radar picture, DF indicator
1.1.3 Appreciate the principles of DF 3 Bearing, measuring method (standard, Doppler,
interferometry)

1.1.5 Explain the technical limitations of DF 2 Sensitivity to interference
1.1.6 Describe the current situation 2 e.g. number, type, users, national context
SUB-TOPIC 1.2: VDF/DDF equipment architecture

1.2.1 Describe the main components of DF 2 Electronic cabinet, antennas, power supply,
equipment remote controls and monitoring
SUB-TOPIC 1.3: Receiver subsystem

1.3.1 Explain the main signal parameters 2 Frequency band (UHF, VHF)

1.4.1 Explain DF antenna characteristics 2 Impedance, polar diagram, polarisation, types of
antennas
1.4.2 Appreciate protection areas 3 Obstacles, ICAO Annex 10
e.g. manufacturers manuals
SUB-TOPIC 1.5: Monitoring and control subsystems

1.5.2 Describe which parameters are used for the 2 Noise figure, stability of measurement
monitoring
1.5.3 Appreciate how the operational status of the 3 System status
DF monitoring system is checked Additional: for achievement of competence, this
1.5.4 Describe the issues associated with DF 2 Surrounding environment, protection of bearing
obstacle limitations and obstacle removal accuracy

1.6.1 Appreciate the conformity to international 3 ITU regulations (EMV + SAR), ICAO Annex 10
1.6.2 Perform typical measurements on a DF 3 Frequency, channel spacing, sensitivity,
system selectivity, bearing accuracy
1.6.3 Appreciate calibration tasks and flight 3 Ground-based bearing checks, test oscillator
inspection results Additional: for achievement of competence, this
e.g. North setting, range, multipath
Maintenance and flight inspection manuals,
1.6.4 Appreciate troubleshooting of DF 3 Additional: for achievement of competence, this

e.g. sensitivity, local oscillator level

1.6.5 Appreciate the origin of DF errors 3 Additional: for achievement of competence, this
e.g. multipath, EMC, interference with radio
broadcast transmissions
SUBJECT 3: GNSS
TOPIC 1: GNSS
Plan
1.1.4 Explain who has responsibility for GNSS 2 e.g.
oversight in your State and how it is carried e.g. EASA, GSA, NSA, ANSP
out
monitoring

computer
displays

INS/IRS navigation



processes

output
Stream Navigation — VHF Omnidirectional radio range (VOR)


1.1.1 Explain the main performance characteristics 2 Accuracy, precision, stability, integrity,
of a navigation system availability, continuity of service, coverage,
robustness
flight


SUB-TOPIC 1.3: Area navigation concept (RNAV)


SUBJECT 2: GROUND-BASED SYSTEMS — VOR

TOPIC 1: VOR
1.1.1 State the types of VOR Systems 1 Conventional, doppler
1.1.3 Explain the technical limitations of CVOR 2 Type of information (azimuth), accuracy,
integrity, suitable for a network of fixed routes
1.1.4 Appreciate the differences between CVOR 3 Signal broadcast differences, bearing
and DVOR information robustness
1.1.5 Describe the current situation 2 e.g. number, type, users, user groups, national
context, European context
SUB-TOPIC 1.2: Fundamentals of CVOR and/or DVOR

1.2.1 Appreciate the mathematical signal 3 Declination, equations of CVOR and/or DVOR,
description reference and variable signals
1.2.2 Appreciate the principles for generating the 3 CVOR
variable signal Rotating antenna principle
Generating a rotating radiation pattern with
static antennas and/or
DVOR
Frequency modulation through switching
antenna

1.3.1 Describe the main components of a CVOR 2 Electronic cabinet, antenna system, power
and/or DVOR ground station supply, remote controls and monitoring
1.3.2 Relate VOR station design to operational 4 Siting, coverage, ID code, NDB backup
requirements

1.4.1 Characterise main signal 2 Carrier frequency stability, output power,
parameters for a CVOR signals generated
and/or DVOR
1.4.2 Perform typical 3 Radiation pattern accuracy, power and
transmitter modulation measurements, spectrum
measurements on VOR measurements, ID coding
signals


1.5.1 Explain VOR antenna characteristics 2 Impedance, polar diagram, polarisation, types of
antennas
1.5.2 Appreciate the interface between power 3 SWR, radiated power

stage and the antennae
1.5.3 Appreciate protection areas 3 Obstacles, ICAO Annex 10
SUB-TOPIC 1.6: Monitoring and control subsystem

1.6.2 Describe which VOR parameters are 2 ICAO and RTCA/EUROCAE requirements
monitored e.g. NSA requirements
1.6.3 Describe the principles of the CVOR and/or 2 Near field sensors, far field sensors,
DVOR monitoring systems recombination
Local and remote monitoring
1.6.4 Appreciate how the operational status of 3 Near field sensors, far field sensors,
the CVOR and/or DVOR monitoring systems recombination
are checked Local and remote monitoring
objective should be applied practically, at the
e.g. BITE, Watchdog
1.6.5 Describe the issues associated with VOR 2 Surrounding environment, multipath prevention
1.6.6 Explain the optional ILS interface 2 —

1.7.1 Describe the on-board equipment 2 Antenna, receiver
HMI
e.g. CDI, RMI, HSI, ND, PFD
1.7.2 Describe how the VOR information is used 2 e.g. single VOR, VOR-VOR, approach
on board procedures, manual mode, automatic mode

and national regulations
1.8.2 Perform typical system measurements 3 In space modulation, phase sideband/carrier,
ground check for bearing errors
1.8.3 Appreciate calibration tasks and flight 3 Flight inspection (coverage, flight check for
inspection results bearing errors and modulation)
e.g. maintenance manuals, procedures and
reports

1.8.4 Appreciate troubleshooting of a CVOR 3 Carrier frequency deviation, depth of

and/or DVOR modulation, lack of power, harmonics ratio
1.8.5 Analyse the origins of CVOR and/or DVOR 4 CVOR
errors System-dependent, adjustments, drifts,
multipath, on-board errors
and/or
DVOR
North Adjustment
e.g. DVOR: antenna feeding
DVOR and CVOR: multipath, EMC, interference
with radio broadcast transmissions
SUBJECT 3: GNSS
TOPIC 1: GNSS
Plan
out
monitoring

computer
displays


INS/IRS navigation


processes

output
Stream Navigation — Distance measuring equipment (DME)


robustness
flight




SUBJECT 2: GROUND-BASED SYSTEMS — DME

TOPIC 1: DME
1.1.1 Describe the overall performances for DME 2 Coverage, accuracy, availability of the system,
integrity, continuity, number of users
1.1.2 Explain the limitations of DME 2 Accuracy, integrity, capacity
1.1.3 Describe the current situation 2 e.g. number, types, users, user groups, national
1.1.4 State the role of the DME infrastructure in 1 PBN
the future navigation applications
1.1.5 Explain the differences between DME and 2 e.g. azimuth and range
TACAN for civilian use
SUB-TOPIC 1.2: Fundamentals of DME

1.2.1 Describe the key elements of DME system 2 Two-way ranging technique, slant range, time
operation measurement
A/c interrogation, pulse pairs, ground reply,
fixed time delay, interrogation stagger, ‘X’ and
‘Y’ channels
1.2.2 Explain the frequency spectrum and the 2 ICAO Annex 10, L-band
channel spacing allocated

1.3.1 Describe the main components of a DME 2 Electronic cabinet, antenna system, power
ground station supply, remote controls and monitoring
1.3.2 Relate DME station design to operational 4 Coverage, ID code, siting
requirements

SUB-TOPIC 1.4: Receiver subsystem

1.4.1 Explain the main receiver parameters for a 2 Sensitivity, selectivity, dynamic range, jamming
DME immunity
1.4.2 Perform the typical measurements on the 3 Sensitivity, selectivity, dynamic range, jamming
interrogation signals immunity
SUB-TOPIC 1.5: Signal processing

1.5.1 Explain the functions performed by a 2 Decode, Reply Delay, Automatic Reply Rate
DME/N signal processor Control, Encode, priority (Ident, DME signal,
Squitter)
1.5.2 Perform the typical measurement on the 3 Reply delay, Reply delay offset, decode
DME/N transponder signals parameters, rate of replies

1.6.1 Characterise the main signal parameters 2 Carrier frequency, output power, pulse shape,
from the ground station pulse spacing, pulse repetition frequency, main
delay, ID code
1.6.2 Perform the typical measurements on a 3 Power and pulse measurements, spectrum
DME measurements, modulation measurements

1.7.1 Explain DME antenna characteristics 2 Patterns, antennas
1.7.2 Appreciate the interface between power 3 SWR, radiated power, propagation delay,
stage and the antenna distribution circuit (e.g. duplexer, circulator)
1.7.3 Appreciate protection areas 3 ICAO Annex 10, protection area criteria and
enforcement

1.8.1 Describe the purpose of monitoring 2 Integrity, continuity of service
1.8.2 Describe which DME parameters are 2 ICAO and RTCA/EUROCAE requirements
monitored e.g. NSA requirements
1.8.3 Appreciate how the operational status of 3 Additional: for achievement of competence, this
the DME monitoring system is checked objective shall be applied practically, at the
1.8.4 Describe the issues associated with DME 2 Multipath, blanking

1.9.1 Describe the on-board equipment 2 Transmitter, antenna, receiver, HMI
e.g. HSI, DME range indication, ND
1.9.2 Describe how the DME information is used 2 e.g. single DME, multi-DME navigation (rho rho),
on board approach procedures, manual mode, automatic
mode


1.10.2 Appreciate calibration tasks and flight 3 Additional: for achievement of competence, this
inspection results objective shall be applied practically, at the
1.10.3 Appreciate troubleshooting of a DME 3 Carrier frequency deviation, depth of
modulation, lack of power, harmonics ratio
e.g. main delay and monitor shutdown errors,
interference
1.10.4 Appreciate the origin of DME errors 3 Additional: for achievement of competence, this
e.g. Multipath, EMC, interference with radio
broadcast transmissions (harmonics)
SUBJECT 3: GNSS
TOPIC 1: GNSS
Plan
out
monitoring


computer
displays

INS/IRS navigation


processes

output

Stream Navigation — Instrument landing system (ILS)


robustness
flight



SUBJECT 2: GROUND-BASED SYSTEMS — ILS

TOPIC 1: ILS
1.1.1 Describe the overall performance for ILS 2 ICAO Annexes 10 and 14
Coverage, accuracy, availability of the system,
1.1.2 Explain the limitations of ILS 2 ICAO Annexes 10 and 14
Only 40 channels, no segmented paths of
approach, beam corruption due to multipath
1.1.3 Interpret ILS facility performance categories 5 ICAO Annexes 10 and 14
Cat I, Cat II, Cat III
Different operational category depending on
operational minima, equipment and airport
facilities
1.1.4 Define obstacle-free zones for ILS 1 ICAO Annexes 10 and 14
components Dimensions

e.g. national regulations
1.1.5 Explain the importance and need for ILS 2 ILS beam protection, increased significance
obstacle-free zones during LVP conditions
1.1.6 Explain the current situation 2 e.g. number, type, users, national context
1.1.7 Consider the need for ATC ILS status 2 No continuous monitoring by ATSEP
indications
SUB-TOPIC 1.2: Fundamentals of ILS

1.2.1 Explain how to obtain a change in depth of 2 Addition of a carrier signal and a side band
modulation of an amplitude-modulated signal in space
signal as a function of angular position
1.2.2 Characterise the signals to be radiated 2 Amplitude and phase relationship, antenna
systems
1.2.3 Relate the adjustment of signals generated 4 Phases and amplitudes in antenna array,
to the resulting beam patterns and modulations on carrier signal, phase and
standards amplitude of side band
1.2.4 Describe the required performance of an 2 Beam bend potential, coverage, impact on
antenna array location of critical and sensitive area
SUB-TOPIC 1.3: 2F-Systems

1.3.1 Explain the limitations of a 1F system 2 Multipath in adverse environment and terrain
1.3.2 Describe the capture effect 2 Capture effect in receiver circuits
1.3.3 Describe radiation parameters for 2F-LOC 2 Types of antenna arrays, patterns, coverage,
and 2F-GP signal distribution, radiated power

1.4.1 Describe the layout of an ILS 2 —
1.4.2 Describe the main components of the LOC 2 Electronic cabinet, antennas, power supply,
(1F and 2F), GP (1F and 2F), markers and remote controls and monitoring, tower
field monitors indication
e.g. DME
1.4.3 Relate ILS station design to operational 4 Coverage, ID code, siting
requirements

1.5.1 Describe the main components of the LOC 2 Electronic cabinet, antennas, power supply,
(1F and 2F), GP (1F and 2F), markers and remote controls and monitoring, tower
field monitors indication
e.g. DME
1.5.2 Relate ILS station design to operational 4 Coverage, ID code, siting
requirements


1.6.1 Explain ILS antenna characteristics: LOC, GP 2 Types, position, polarisation, patterns,
and Marker Beacons coverage, antenna matching, distribution
circuits, radiated power, ground reflection

1.7.2 Describe the parameters for the monitoring 2 RF level, DDM, SDM on position and width
according to ICAO Annex 10: LOC, GP and
Marker Beacons
1.7.3 Explain the key additional required 2 External, internal and integral monitoring
monitoring: LOC and GP
1.7.4 Explain the purpose, advantages and 2 e.g. content position, width, requirement for
disadvantages of the FFM system Cat III operations (some States)
1.7.5 Draw a diagram of the monitoring system: 1 Near-field, integral network, internal network,
LOC, GP, FFM and Marker Beacons monitor signal processor
e.g. DME
1.7.6 Explain the optional DME interface 2 Identity coding ratio

1.8.1 Describe the on-board equipment 2 Antennas, receiver, pilot interface (cross
associated with LOC, GP and Marker Beacon pointer)
e.g. FMS
1.8.2 Describe how ILS information is used on 2 e.g. approach procedures, landing, roll-out,
board manual, automatic mode (auto-pilot)

1.9.1 Appreciate the conformity of LOC, GP and 3 ITU regulations (EMC + SAR), ICAO Annex 10
marker beacons to international and e.g. European regulations
national regulations
1.9.2 Justify the occasions when it is necessary to 4 e.g. system failures, environmental
downgrade an ILS facility performance changes/disturbance
category
1.9.3 Explain the implications of ILS facility 2 Link with prevailing Instrument RVR, weather
performance categories to the pilot dictating decision height
1.9.4 Perform some typical measurements 3 Output power, spectrum analysis, modulation,
ID code
1.9.5 Appreciate calibration tasks and flight 3 LOC, GP and marker beacons
inspection results Flight inspection and ground calibration results,
LOC Centreline measurement, width and
centreline field measurements
Additional: for achievement of competence,
e.g. RF interference monitoring maintenance
and flight inspection manuals, procedures and
reports

1.9.6 Appreciate troubleshooting of ILS LOC, GP 3 DDM and SDM misalignment, coverage pilot
and marker beacons reported errors, field checks, monitor checks
Additional: for achievement of competence,
e.g. lack of power, carrier frequency deviation,
harmonic ratio, depth of modulation
maintenance and flight inspection manuals,
1.9.7 Appreciate the origin of ILS errors 3 Additional: for achievement of competence,
e.g. Multipath, EMC, interference with radio
broadcast transmissions (harmonics)
SUBJECT 3: GNSS
TOPIC 1: GNSS
EUROCONTROL GNSS Policy, SESAR ATM
Master Plan
out
monitoring

computer
displays


INS/IRS navigation

dynamic information (AGL), undulation
(WGS84)

processes

output
Stream Navigation — Microwave landing system (MLS)


robustness
flight




2. SUBJECT 2: GROUND-BASED SYSTEMS — MLS

TOPIC 1: MLS
1.1.1 Describe approach and landing path 2 Azimuth station, elevation station, back azimuth
station, approach DME, equipment layout, ICAO
defined benchmarks
1.1.2 Describe the overall performances for MLS 2 Coverage, accuracy, availability of the system,
integrity, continuity, category and level
1.1.3 Explain the technical limitations of MLS 2 Sensitivity to weather conditions, complexity,
sensitively to multipath, criticality of signal at
edge of coverage
1.1.4 Explain the advantages of MLS 2 Type of information, accuracy, small critical and
sensitive areas, number of channels, complex
approach paths, less prone to interference,
reduced sensitivity to multipath, size of
antennae array
1.1.5 Interpret MLS facility performance 5 Cat 1, 2, 3
categories Different operational category depending on
facilities
1.1.6 Define MLS critical and sensitive areas 1 Critical and sensitive area dimensions
1.1.7 Explain the importance and need for MLS 2 MLS beam protection, increased significance
critical and sensitive areas during LVP conditions
1.1.8 Describe the current situation 2 Multi-mode receivers, ground and aircraft
equipment
e.g. low equipage, users, number of
manufacturers
1.1.9 Consider the need for ATC MLS status 2 No continuous monitoring by ATSEP
indications

SUB-TOPIC 1.2: Fundamentals of MLS

1.2.1 Explain the principle for generating a 2 Phase changes, phase relations
scanning beam
1.2.2 Describe the relationship between beam 2 Beam width, side lobe level reduction
pattern and accuracy
1.2.3 Explain why data transmission is necessary 2 Station coordinates, ident, function
synchronisation, time reference
1.2.4 Describe the data transmission structure 2 ICAO specification

1.3.1 Describe the layout of an MLS 2 —
1.3.2 Describe the main components of the 2 Electronic cabinet, antennas, power supply,
azimuth, elevation, back azimuth and DME remote controls and monitoring, tower
stations indication
1.3.3 Relate MLS station design to operational 4 Coverage, ID code, siting
requirements

1.4.1 Characterise main signal parameters for 2 Carrier frequency, output power, signals
azimuth, elevation and back azimuth station generated
1.4.2 Explain the main components of the 2 Azimuth, elevation, back azimuth station
transmitters synthesiser, modulator, power amplifier, control
coupler, RF changeover

1.5.1 Explain MLS antenna characteristics: 2 Types, location, polarisation, pattern, coverage,
azimuth, elevation and back azimuth distribution circuits, radiated power
stations

1.6.2 Describe the parameters for the monitoring 2 RF level, beam width, scan speed
according to ICAO Annex 10: azimuth,
elevation and back azimuth stations
1.6.3 Explain how the parameters are monitored: 2 External and internal monitoring
azimuth, elevation and back azimuth station
1.6.4 Explain the FFM system 2 Requirements for CAT 3 operations
1.6.5 Draw a diagram of the monitoring system 1 —

1.7.1 Describe the on-board equipment 2 Antennas, receiver, pilot interface, HMI
e.g. FMS
1.7.2 Describe how the MLS information is used 2 Approach procedures, ILS-like display
on board


1.8.2 Justify the occasions when it is necessary to 4 —
downgrade an MLS facility performance
category
1.8.3 Explain the implications of MLS facility 2 Link with prevailing instrument RVR, weather
performance categories to the pilot dictating decision height
1.8.4 Consider the need for ATSEP MLS remote 2 Control, status, performance monitoring
maintenance and monitoring systems including alarm logging
1.8.5 Perform the typical system measurements 3 Output power, spectrum analysis, data link
modulation, ID code, Ground field checks
1.8.6 Appreciate calibration tasks and flight 3 Azimuth, back azimuth, azimuth centreline
inspection results measurement, width and centreline
measurements, elevation
Flight inspection and ground calibration results
e.g. maintenance manuals, procedures and
reports
1.8.7 Appreciate troubleshooting of an MLS 3 Lack of power, carrier frequency deviation,
harmonic ratio, beam pattern
1.8.8 Appreciate the origin of MLS errors 3 Additional: for achievement of competence, this
e.g. Multipath, EMC, weather influence
SUBJECT 3: GNSS
TOPIC 1: GNSS
Plan
out


monitoring

computer
displays

INS/IRS navigation


processes

output

Stream Surveillance — Primary surveillance radar

SUBJECT 1: PRIMARY SURVEILLANCE RADAR

TOPIC 1: ATC SURVEILLANCE
SUB-TOPIC 1.1: Use of PSR for Air Traffic Services
1.1.1 Describe the operational requirements of an 2 Range, resolution, coverage, availability
en-route or an approach PSR
1.1.2 Relate key parameters of PSR to system 4 Key parameters: PRF, signal energy, frequency
performance diversity, antenna gain, update rate,
polarisation, receiver MDS, beamwidth
Performance: range, accuracy, resolution,
extractor minimum target threshold, weather
influence, PD, blind speed, ambiguities, capacity
e.g. weather channel
SUB-TOPIC 1.2: Antenna (PSR)

1.2.1 Describe antenna types, accuracy and 2 Antenna beam(s), side lobes, reflector antenna,
problems active (phased array) antenna, rotating joints,
waveguide interface, pressurisation,
dehumidification, polarisation, azimuth
encoding, drive systems
SUB-TOPIC 1.3: Transmitters

1.3.1 Describe the basic characteristics of a 2 Supply, EHT, RF source (appropriate to type
transmitter chosen), modulation, interlocks
1.3.2 Describe the signals at all key points 2 Supply, EHT, RF source (appropriate to type
chosen), modulation, interlocks
1.3.3 Describe a generic transmitter block 2 e.g. solid state, klystron, magnetron, travelling
diagram for both compressed and non- wave tube
compressed system
1.3.4 State possible failures and where they can 1 e.g. solid state modules, arcing, corona
occur in the transmitter system discharge, component stress, control loops,
isolation
1.3.5 State constraints and problems on the high 1 e.g. corona discharge, dielectric stress, isolation,
voltage circuitry arcing, ageing, interlocks, stability (including
control loop)
SUB-TOPIC 1.4: Characteristics of primary targets

1.4.1 Appreciate the characteristics of targets 3 Backscatter, radar cross section (such as
detected by PSR reflectivity, stealth technologies, aspect),
Doppler shift, ground speed, wind turbines
e.g. Swerling Case
SUB-TOPIC 1.5: Receivers

1.5.1 Describe the basic characteristics of a 2 Low noise, high dynamic range, bandwidth,
receiver detection, frequency, sensitivity, selectivity

1.5.2 Describe the basic elements of a generic 2 LNA, local oscillator, coherent oscillator, down-
receiver converter, filtering, rejection, IF, PSD, AGC, STC,
beam switching
1.5.3 Appreciate the importance of STC 3 Saturation, RF-IF dynamic range
SUB-TOPIC 1.6: Signal processing and plot extraction

1.6.1 Describe the basic function of data 2 Plot extraction (range bin reports, range
processing correlation, azimuth correlation), target reports,
sliding window, weighted centre, local tracking
1.6.2 Appreciate the basic functions of a current 3 A/D conversion, I/Q matching, target detection,
radar signal processor detection criteria (fixed, adaptive), MTD and
clutter maps
1.6.3 Describe the processing techniques to 2 Tracking, environment mapping, adaptive
improve the quality of target reports using feedback to extraction parameters
scan-to-scan information
SUB-TOPIC 1.7: Plot combining

1.7.1 Describe the basic function of plot 2 Secondary/primary combining,
combining secondary/primary assigning, prime target,
range and azimuth collimation
1.7.2 Describe the basic functions of a current 2 Scan-to-scan correlation, angel filtering, vehicle
radar plot combiner filtering, output format
SUB-TOPIC 1.8: Characteristics of primary radar

1.8.1 Explain the basic principles of 2 Frequency and phase, electromagnetic
electromagnetism, propagation, signal radiation, spectrum and bandwidth, noise, HPA,
detection, RF power generation and waveguide problems
distribution
TOPIC 2: SURFACE MOVEMENT RADAR

SUB-TOPIC 2.1: Use of SMR for Air Traffic Services
2.1.1 Describe the operational requirements of 2 Range, resolution, coverage, MTBF, availability
SMR
2.1.2 Relate key parameters and necessity to 4 Specific equations for ranging and power
achieve performances budget, PRF, frequency with respect to range
and accuracy, PD, frequency diversity, range
with respect to TX power, antenna gain,
receiver MDS, update rate, beamwidth,
extractor minimum target threshold,
polarisation, influence to meteorology
SUB-TOPIC 2.2: Radar sensor

2.2.1 Explain the layout of the SMR 2 Dual system, service display
2.2.2 Describe the basic functions of the 2 Hardware/function overview

receiver/transmitter unit

2.2.3 Describe how to operate a sensor 2 e.g. block diagram, timing relations, video path,
frequency diversity, polarisation, controller
structure
2.2.4 Describe the basic functions of the antenna 2 e.g. hardware function overview, control/switch
unit unit, external interface, azimuth encoding,
monopulse techniques
TOPIC 3: TEST AND MEASUREMENT

SUB-TOPIC 3.1: Test and measurement
3.1.1 Appreciate how measurements can be 3 Additional: for achievement of competence, this
made on PSR and SMR objective shall be applied practically, at the
e.g. spectrum analyser, vector voltmeter,
oscilloscope, SWR meter, sensor analysis tools
SUBJECT 2: HUMAN MACHINE INTERFACE (HMI)

TOPIC 1: HMI
SUB-TOPIC 1.1: ATCO HMI
1.1.1 Describe the display types available 2 Video, synthetic, mixed
1.1.2 State the type of selections available 1 Source, range, maps, filters
1.1.3 Describe the advantages of different display 2 Clarity, configurability, fallback, data integration
types
SUB-TOPIC 1.2: ATSEP HMI

1.2.1 Describe the user interface scope and 2 System management displays characteristics
ergonomics as seen by different users and at both control and monitoring
different locations
1.2.2 Describe the analytical and status data 2 Radar video, front panel and CMS data, HMI on
available to the users each subsystem
SUB-TOPIC 1.3: Pilot HMI

1.3.1 Describe the transponder interface 2 Mode A, change procedure, SPI, Mode C,
deselection, hijack
1.3.2 Be aware of the ACAS/TCAS display and 0 Characteristics, accuracy, alerts, ADS B, CDTI
future potential developments
1.3.3 Be aware of the EGPWS display and of 0 —
SUB-TOPIC 1.4: Displays

1.4.1 Describe the display types available and 2 Raster/rotating, raw/synthetic,
their advantages and disadvantages monochrome/colour, CRT/LCD, performances
(cost, availability, maintainability, ergonomics)

SUBJECT 3: SURVEILLANCE DATA TRANSMISSION

TOPIC 1: SURVEILLANCE DATA TRANSMISSION
SUB-TOPIC 1.1: Technology and protocols
1.1.1 Describe the implementation of formats and 2 Network protocols, Surveillance Data Networks
protocols e.g. RADNET, messages CAT 1+
1.1.2 Decode ASTERIX messages 3 e.g. categories 1, 2, 20, 21, 34, 48, 62
1.1.3 Identify the data transmission architecture 3 Fault tolerance, redundancy of line equipment
in a multisensor environment e.g. software fallback capability, contingency of
service, RADNET
1.1.4 Characterise the degradations of the 2 e.g. saturation, excess latency
surveillance transmission network
SUB-TOPIC 1.2: Verification methods

1.2.1 Identify the causes of a fault, based on test 3 Additional: for achievement of competence, this
tool measurements objective shall be applied practically, at the
e.g. data analyser, line analyser

management routines and in reporting the surveillance systems, safety reports and

on pilot output
SUBJECT 5: DATA PROCESSING SYSTEMS

TOPIC 1: SYSTEM COMPONENTS
SUB-TOPIC 1.1: Surveillance data processing systems
1.1.1 Identify all functions of an SDP system 3 Plot processing, tracking, single-sensor and
multisensor tracker
e.g. radar, ADS, MLAT, estimating limits and
accuracy of multisensor tracker, recording
e.g. ARTAS tracker
1.1.2 Describe all major components of an SDP 2 Functional architecture, technical architecture
1.1.3 Differentiate SDP features in the ATS units 2 Area control centres
Approach control units

Aerodrome control towers
1.1.4 Appreciate how to operate the system 3 e.g. configuration, adjust parameters, start up
and shut down, monitoring
1.1.5 Explain the principles of emergency 2 —
switching
Stream Surveillance — Secondary surveillance radar

SUBJECT 1: SECONDARY SURVEILLANCE RADAR (SSR)

TOPIC 1: SSR AND MONO-PULSE SSR
SUB-TOPIC 1.1: Use of SSR for Air Traffic Services
1.1.1 Describe the operational requirements of 2 Range, coverage, resolution, performance,
an en-route or an approach SSR update rate
ICAO Doc 9684
1.1.2 Relate key parameters of SSR to system 4 Key parameters: rotation rate, PRF, interlaced
performance modes, capacity, frequencies, power budget
(uplink, downlink), monopulse techniques
Consequences: FRUIT, garbling, side lobes
reception and transmission, transponder
availability, PD, 2nd recurrence replies
SUB-TOPIC 1.2: Antenna (SSR)

1.2.1 Describe the principles of SSR/MSSR 2 Monopulse antenna techniques, coaxial
antenna connection, sum, difference and control
pattern, error angle measurement, azimuth
encoding, beam sharpening, side lobes
SUB-TOPIC 1.3: Interrogator

1.3.1 Describe the characteristics of an 2 Frequency, spectrum, interrogation modes,
interrogator duty cycle, ISLS, IISLS, staggering
1.3.2 Explain a generic interrogator 2 Timing, interface, modulator, BITE
1.3.3 Explain the need for integrity monitoring 2 Safeguards against erroneous transmission,
BITE
SUB-TOPIC 1.4: Transponder

1.4.1 Explain the operational use of the 2 Diagram of interaction between transponder
transponder and aeroplane
1.4.2 Define the global performances 1 Range, accuracy, fixed delay to respond
1.4.3 Describe the basic characteristics of a 2 Transceiver, aerial location, switching and polar
transponder diagram, size ACAS Mode S and ADS
compatibility, maximum reply rate, ISLS
compatibility
1.4.4 Explain the advantages of the transponder 2 Longer range, more information
1.4.5 Explain the limitations of the transponder 2 Hundreds of feet precision, 3A limited codes
1.4.6 Describe the conformity to regulations 2 Equipage obligations, ICAO Annex 10

1.4.7 Describe the data format of the received 2 P1, P2, P3, P4, P5, P6 signals and DPSK
transponder messages modulation (P6)
1.4.8 Describe the data format of the transmitted 2 Field lengths, data bits, Gray code, unused bits,
transponder messages Mode S reply (preamble and data)
1.4.9 Describe the basic characteristics of a 2 Timing, modulation, pulse width, power output
transmitter
1.4.10 Describe the use of the transponder as a 2 —
field monitor
SUB-TOPIC 1.5: Receivers

1.5.1 Describe the basic characteristics of an SSR 2 Standard/MSSR receiver, sensibility,
receiver bandwidth, dynamic range, GTC (normal,
sectorised), monopulse processor, RSLS, multi-
path and interferences
SUB-TOPIC 1.6: Signal processing and plot extraction

1.6.1 Describe monopulse extraction 2 Phase and amplitude modulation, off boresight
angle calculation, azimuth encoding
1.6.2 Describe sliding window SSR 2 Leading edge, trailing edge, azimuth accuracy,
extraction azimuth encoding
1.6.3 Describe the signal processing 2 Video digitiser, pulse processor, reply decoder
(bracket pair detector), synchronous reply
correlator
1.6.4 Decode a transponder message 3 Standard message with SPI set
e.g. Mode S
1.6.5 Describe the SSR processing techniques 2 Discrete code correlation, general association,
zones, categories, code swapping, general
correlation Mode A code data, Mode C data,
target position report
1.6.6 Explain the reasons for surveillance 2 False target identification and elimination, data
processing and the key options validation, data correction, reflection
identification and processing, enhanced
resolution performance
SUB-TOPIC 1.7: Plot combining

1.7.1 Describe the basic function of plot 2 Secondary/primary combining,
combining secondary/primary assigning, prime target,
range and azimuth collimation
1.7.2 Describe the basic functions of a current 2 _
radar plot combiner
SUB-TOPIC 1.8: Test and measurement

1.8.1 Appreciate how measurements can be 3 Additional: for achievement of competence,
made on SSR this objective should be applied practically, at
the latest, by the end of the S/E rating training
e.g. spectrum analyser, vector voltmeter,
oscilloscope, SWR meter, sensor analysis tools

TOPIC 2: MODE S
SUB-TOPIC 2.1: Introduction to Mode S
2.1.1 Explain the need for and benefits of Mode S 2 Classical SSR limitations, resolution, accuracy,
integrity, enhanced data (e.g. 25 ft resolution,
aircraft ID, BDS information)
2.1.2 Explain the working principles of Mode S 2 Mode S interrogation, Mode S reply, Mode S
uplink and downlink capability, Mode S
formats/protocols, ELS, EHS
2.1.3 Explain the complementary use of Mode S 2 Mode interlace pattern, operational use of all-
and conventional SSR call, roll-call
2.1.4 Explain Mode S implementation 2 Elementary and enhanced surveillance, II and SI
codes, use of BDS
SUB-TOPIC 2.2: Mode S system

2.2.1 Describe the theory of operation of Mode S 2 Performance of the system, theory of operation
hardware and software of the system, interfaces to customer
equipment
2.2.2 Describe testing possibilities for Mode S 2 e.g. SASS-C, SASS-S
TOPIC 3: MULTILATERATION
SUB-TOPIC 3.1: MLAT in use
3.1.1 Explain how pilot and controller operations 2 Mode A assigned at gate, coverage of MLAT
are impacted by the use of an MLAT system
3.1.2 Describe the ground mode of transponders 2 Aircraft interrogations, squitters, change of
transponder mode
SUB-TOPIC 3.2: MLAT principles

3.2.1 Explain the MLAT system architecture 2 Standards, transmitters and receivers, data
processing/fusion, redundancy, performance,
costs, timing solutions, etc.
3.2.2 Appreciate the principles of MLAT system 3 Triangulation, coverage, position calculation
e.g. SCAS
3.2.3 Describe how to operate the system 2 Tracking, map creation and blanking
3.2.4 Describe testing possibilities for 2 e.g. SASS-C
MLAT
TOPIC 4: SSR ENVIRONMENT

SUB-TOPIC 4.1: SSR Environment
4.1.1 Explain the operational use of ACAS and 2 Traffic Advisories, Resolution Advisories, pilot
implications for pilots and controllers responses and controller information
4.1.2 Describe the users of the 1 030 MHz 2 Modes 1, 3, A, C and S, military, Mode S uplink
1 090 MHz channels and downlink capability, ACAS (TCAS),
acquisition and extended squitter, PRF-FRUIT
ratios, DME and other interferences


TOPIC 1: HMI
types

1.2.1 Describe the user interface scope and 2 System management displays characteristics,
ergonomics as seen by different users and both control and monitoring
at different locations
1.2.2 Describe the analytical and status data 2 Radar video, front panel and CMS data, HMI on
available to the users each subsystem

deselection, hijack


1.1.1 Describe the implementation of formats 2 Network protocols, Surveillance Data Networks
and protocols e.g. RADNET, messages CAT 1+
service, RADNET

1.2.1 Identify the causes of a fault, based on test 3 Additional: for achievement of competence,
tool measurements this objective shall be applied practically, at the


management routines and in reporting the surveillance systems, safety reports and

on pilot output
Ref.: Safety policy and implementation,

tracker, recording
e.g. ARTAS tracker
1.1.3 Differentiate SDP features in the 2 Area control centres
ATS units Approach control units
switching
Stream Surveillance — Automatic dependent surveillance

SUBJECT 1: AUTOMATIC DEPENDENT SURVEILLANCE (ADS)

TOPIC 1: GENERAL VIEW ON ADS
SUB-TOPIC 1.1: Definition of ADS
1.1.1 Describe the basic characteristics of a ADS 2 Performance, integrity, latency, QoS,
implementation options (e.g. ATN/FANS)
1.1.2 List the types of navigation sensors 1 GNSS, INS, radio NAVAIDs, navigation solutions
from FMS, FoM

1.1.3 State the latest developments, 1 e.g. current and recent test and trials, ICAO
implementation plans and projects status, EUROCONTROL, FAA and other
authorities positions, airline and equipment
manufacturer positions, ATC procedures, time
scales
TOPIC 2: ADS-B
SUB-TOPIC 2.1: Introduction to ADS-B
2.1.1 Explain the basic principles of ADS-B 2 Autonomous operation, navigation solutions,
link options, aircraft situation awareness
2.1.2 Identify the major elements of ADS-B 3 e.g. ADS-B global chain (from the aircraft to the
controller HMI), GNSS, FMS, encoding,
scheduling, link
SUB-TOPIC 2.2: Techniques of ADS-B

2.2.1 Explain the characteristics of the data links 2 VDL Mode 4, Mode S extended squitter, UAT
used in ADS B
2.2.2 Describe the major ADS-B applications 2 e.g. ADS-B-NRA, ADS-B-RAD, ASAS
SUB-TOPIC 2.3: VDL Mode 4 (STDMA)

2.3.1 Describe the use of VDL Mode 4 2 High-level description
SUB-TOPIC 2.4: Mode S extended squitter

2.4.1 Describe the use of the Mode S extended 2 High-level description
squitter
2.4.2 Explain the principles related to signals in 2 Modulation scheme, signal structure, key data
space and frequency
2.4.3 Explain the principles related to random 2 Consequences on the RF environment
access technology (1 090 MHz)
2.4.4 Explain the relevant messages 2 Information in each field, information encoding
and decoding
2.4.5 Recognise the structure of a Mode S 1 Signal timing and sequencing, data encoding
extended squitter signal
2.4.6 Explain the interface between the BDS and 2 —
the extended squitter message
SUB-TOPIC 2.5: UAT

2.5.1 State the use of the UAT 1 High-level description
SUB-TOPIC 2.6: ASTERIX

2.6.1 Decode and analyse a signal coded 3 Reference to ASTERIX standard
according to the ASTERIX category 21 Decode position, call sign, Mode S address, etc.
standard

TOPIC 3: ADS-C
SUB-TOPIC 3.1: Introduction to ADS-C
3.1.1 Explain the basic principles of ADS-C 2 Contract, multi-contract, time, event triggering
3.1.2 Identify the major elements of the ADS-C 3 ADS-C global chain (from the aircraft to the
system controller HMI), GNSS, processor, link, ground
station
SUB-TOPIC 3.2: Techniques in ADS-C

3.2.1 Explain the characteristics of the data links 2 e.g. subnetworks (VDLs, AMSS, HFDL)
used in ADS-C

TOPIC 1: HMI
SUB-TOPIC: 1.1 ATCO HMI
1.1.3 Describe the advantages of different 2 Clarity, configurability, fallback, data integration
display types


deselection, hijack


1.1.1 Describe the implementation of formats 2 Network protocols, surveillance data networks
and protocols e.g. RADNET, messages CAT 1+

service, RADNET

1.2.1 Identify the causes of a fault, based on test 3 Additional: for achievement of competence, this
tool measurements objective shall be applied practically, at the

TOPIC 1 SAFETY ATTITUDE
management routines and in reporting surveillance systems, safety monitoring
processes

2.1.1 Describe the implications of functional 2 Total or partial, premature or delayed operation,
failures in terms of exposure time, spurious, intermittent, loss or corruption of
environment, effect on controller and effect data, missing or incorrect input or output
on pilot Ref.: Safety policy and implementation

tracker, recording
e.g. ARTAS tracker
1.1.3 Differentiate SDP features in the 2 Area Control Centres
ATS units Approach Control Units
Aerodrome Control Towers
switching

Stream Data — Data processing


failure in terms of exposure time, operation, spurious, intermittent, loss or
environment, effect on controller and corruption of data, missing or incorrect input or
effect on pilot output
SUB-TOPIC 1.2: Software integrity and security

1.2.1 Appreciate how a system can be defended 3 Input verification, secure sources
against potential hostile intent via the data e.g. leased lines, private networks, eligibility
processing systems
1.2.2 Explain how the normal output of a system 2 e.g. terrorists using radar data to coordinate an
could be used by non-authorised persons attack
with hostile intent
1.2.3 Estimate the impact of security and 3 e.g. system crashes due to incorrect input data,
integrity failure to the operational service main and standby and fallback systems all have
same input, possible loss in total of system,
results in capacity reductions and safety
consequences
1.2.4 Appreciate error detection and handling in 3 Identification, consequence, scope, reporting,
data, hardware and process fault tolerance, soft fail, failsafe, monitoring,
fallback

management routines and in reporting data processing systems, safety monitoring
processes

TOPIC 1: USER REQUIREMENTS
SUB-TOPIC 1.1: Controller requirements
1.1.1 Explain ATCO missions and services needed 2 Operational requirements
in an area control centre e.g. separation, flight progress monitoring and
coordination, trajectory prediction, coordination
with adjacent centres
in an approach control unit e.g. vectoring, sequencing, AMAN, CDM
in an aerodrome control tower e.g. runway management, DMAN

SUB-TOPIC 1.2: Trajectories, prediction and calculation

1.2.1 State different types of trajectories 1 e.g. FPL-based, surveillance data-based, FMS-
based
1.2.2 Explain the main processes for trajectory 2 SDP trajectory, FPL trajectory, merged
prediction trajectory, predicted trajectory
SUB-TOPIC 1.3: Ground safety nets

1.3.1 Describe the function of safety nets and 2 STCA, APW, MSAW, ASMGCS-based safety nets
their legal status
SUB-TOPIC 1.4: Decision support

1.4.1 Explain the major steps in the air traffic 2 ATFCM with strategic, pre-tactical and tactical,
planning process ATC sector planning, tactical control
1.4.2 Explain the principles of trajectory 2 Route adherence monitoring
prediction, conformance monitoring and e.g. CORA, MTCD, CLAM, Level adherence
medium term conflict detection processes monitoring
1.4.3 Explain the benefit of these tools for safety 2 —
and efficiency

SUB-TOPIC 2.1: Processing systems
2.1.1 Describe all major components of a data 2 Functional architecture, technical architecture,
processing system supervision
SUB-TOPIC 2.2: Flight data processing systems

2.2.1 Identify all functions of an FDP system 3 FDPS reference model, message handling, initial
flight data handling, relationship with other
functions, air-ground data link processing,
trajectory prediction, flight data management
and distribution, SSR Mode A code assignment
and management, correlation, coordination and
transfer
2.2.2 Describe all major components of an FDP 2 Functional architecture, technical architecture
e.g. HMI, ATC tools, support tools (technical
supervision, QoS monitors and logging)
2.2.3 Differentiate FDP features in the ATS units 2 Area control centres
switching


2.3.1 Identify all functions of an SDP system 3 Plot processing, tracking, single sensor and
tracker, recording
e.g. ARTAS tracker
2.3.3 Differentiate SDP features in the ATS units 2 Area control centres
switching
SUBJECT 3: DATA PROCESS

TOPIC 1: SOFTWARE PROCESS
SUB-TOPIC 1.1: Middleware
1.1.1 Define middleware 1 Additional specialised functional built on the OS
1.1.2 List the middleware used on the national 1 e.g. CORBA, UBSS, OTM, EJB
major systems
1.1.3 Demonstrate the use of a middleware in an 2 Duel processing system
ATM environment
SUB-TOPIC 1.2: Operating systems

1.2.1 Describe the major aspects of a relevant 2 e.g. design, start-up, configuration, back-up and
operating system restore
1.2.2 Perform relevant operating system 3 —
commands
1.2.3 Characterise typical consequences of an OS 2 Some possible implications on HW
upgrade (performance, memory), middleware
(compatibility) and SW components
1.2.4 Explain downward compatibility 2 Checks on embedded SW modules ability to run
under new OS version
1.2.5 Take account of hardware/software 2 Examples of HW requirements of specific
compatibility SW implementations
1.2.6 Describe interactions between application 2 Examples of OS calls by the application software
and OS if no middleware is in use
1.2.7 Describe the life cycle management of an 2 e.g. versions, releases, patches, migration
operating system
SUB-TOPIC 1.3: Configuration control

1.3.1 Describe the principles of configuration 2 Clear identification of all versions, proof of
control testing and ‘build state’, tool and mechanisms to
aid control, authorisation, audit trail,
appropriate quality standard requirements of
the administration

SUB-TOPIC 1.4: Software development process

1.4.1 State the main software development 1 SWALs
processes e.g. life cycle, waterfall model, RUP
1.4.2 List the main steps of two of the main 1 —
software development processes
1.4.3 Explain the main differences between two 2 e.g. advantages/disadvantages
software development processes
TOPIC 2: HARDWARE PLATFORM

SUB-TOPIC 2.1: Equipment upgrade
2.1.1 Explain the key factors that have to be 2 Specification, compatibility, ‘proven’ or ‘state-of-
considered when data processing the-art’ technology, maintenance and operating
equipment is upgraded or changed consequence (e.g. personnel, training, spares,
procedures), environmental requirements (e.g.
size, power requirements, temperature,
interfaces), testing
SUB-TOPIC 2.2: COTS

2.2.1 Explain the advantages and disadvantages 2 Cost, multiplicity of suppliers, quality,
of commercial off-the-shelf equipment maintainability, life cycle, liability
SUB-TOPIC 2.3: Interdependence

2.3.1 Describe the technical issues regarding the 2 Interface requirements, common point of failure,
interdependence of various equipment and data conditioning, response time
systems
SUB-TOPIC 2.4: Maintainability

2.4.1 Identify the issues that will affect the 3 Commercial product life, commercial support
maintainability of hardware for the planned commitments, company volatility, spares
life of a system provision, shelf life and logistics
TOPIC 3: TESTING
SUB-TOPIC 3.1: Testing
3.1.1 Appreciate the techniques available for 3 e.g. code walkthrough, modelling, simulation
system and performance requirements real time and fast time, black box testing, formal
testing methods, use of independent test personnel,
data corruption simulation, hardware failure
simulation
3.1.2 Appreciate the techniques available for 3 e.g. system integration testing, load testing,
system testing and integration regression testing

SUBJECT 4: — DATA
TOPIC 1: DATA ESSENTIALS FEATURES
SUB-TOPIC 1.1: Data significance
1.1.1 Explain the significance of data 2 Criticality (critical/non critical), legality (ICAO,
CAA, organisation), use (advisory, control)
SUB-TOPIC 1.2: Data configuration control

1.2.1 Explain the control procedures for changes 2 Designated roles/persons for authorising
to operational data changes and verifying/checking changes
SUB-TOPIC 1.3 Data Standards

1.3.1 Name the authority responsible for 1 e.g. EUROCONTROL, ICAO, ISO
standards
1.3.2 State the standards related to ATM data, 1 e.g. ASTERIX, WGS84, OLDI, FMTP, AMHS, ADEX-
their sources and their status P, FPL
1.3.3 Decode a typical OLDI message 3 e.g. ACT, PAC
1.3.4 State the nature of ATM processing 1 Data volatility (e.g. radar), system integrity,
requirements consequence of failure
TOPIC 2: ATM DATA DETAILED STRUCTURE

SUB-TOPIC 2.1: System area
2.1.1 Describe how a system area is defined 2 e.g. size, system centre (reference point)
2.1.2 Describe the data related to the system 2 e.g. radar data, flight plan data, maps,
area coordinates
SUB-TOPIC 2.2: Characteristic points

2.2.1 State types of characteristic points used in 1 Geographic, routing, sector
an ATM system and their structure e.g. Geographic: airports and runways, ILS,
radar, limit points
Routing and sectors: coded routes, SID
allocation parameters, area navigation
waypoints, adjacent FIRs, holding, sectors
2.2.2 Explain the importance of characteristic 2 —
points in the correct presentation of data
2.2.3 Describe the process by which amended 2 —
adaptation files are introduced
SUB-TOPIC 2.3: Aircraft performances

2.3.1 List the performance data used in FDPS 1 Example of data from in-house system
2.3.2 Describe the structure of aircraft 2 —
performance data
2.3.3 Define speeds, rates and levels 1 —
2.3.4 Explain the consequences of the use of the 2 —
wrong type of aircraft

SUB-TOPIC 2.4: Screen manager

2.4.1 Describe how the screen manager is used 2 —
to set up the ATC HMI
SUB-TOPIC 2.5: Auto-coordination messages

2.5.1 Describe the meaning of coordination 2 Coordination parameters, conditions groups,
messages in the control process OLDI conditions groups, characteristics of
remote centres
2.5.2 Describe the characteristics of the remote 2 Civil and military
centres relevant to OLDI
SUB-TOPIC 2.6: Configuration control data

2.6.1 Explain the structure of the configuration 2 Sector CSU link, sectorisation plan, control
data parameters
SUB-TOPIC 2.7: Physical configuration data

2.7.1 Explain the structure of the physical 2 External configuration, device configuration
configuration data
SUB-TOPIC 2.8: Relevant meteorology data

2.8.1 Explain the organisation of the data related 2 Meteorology, QNH TL areas, CB activity
to meteorology
SUB-TOPIC 2.9: Alert and error messages to ATSEP

2.9.1 Explain the importance of alert and error 2 —
messages
2.9.2 Describe different categories of two alert 2 —
and error messages
SUB-TOPIC 2.10 Alert and error messages to ATCO

2.10.1 Describe the structure of the data used in 2 MSAW, conflict alert parameters
these types of message
2.10.2 Explain alerts and error messages, and their 2 e.g. MSAW, conflict alert, MTCD
importance from an ATCO point of view
SUBJECT 5: COMMUNICATION DATA

TOPIC 1: INTRODUCTION TO NETWORKS
SUB-TOPIC: 1.1 Types
1.1.1 State the evolution of network topologies 1 LAN, WAN
e.g. architectures, size of the segments, length
of the systems, quality of service
1.1.2 Explain how networks meet requirements 2 Redundancy, bandwidth, BER, time delay,
network security


1.2.1 Analyse the features of a network 4 Routing scheme, rate, internal networking,
routers, bridges, gateways, modems, switches,
firewalls
e.g. wireless networks
1.2.2 Describe network standards and devices 2 Ethernet, fibre optic, wireless
1.2.3 Appreciate the replacement of components 3 Continuity of service, network integrity
in a network in a safe way Additional: for achievement of competence, this
SUB-TOPIC 1.3: External network services

1.3.1 Define aspects of external network services 1 Provided QoS
e.g. SLAs
SUB-TOPIC 1.4: Measuring tools

1.4.1 Operate the usual set of network 3 Data analyser (sniffer)
measuring or monitoring tools to find the e.g. net scout
values of the main parameters
1.4.2 Perform analysis to support fault-finding 3 Data analyser (sniffer)
for correction e.g. net scout
SUB-TOPIC 1.5: Troubleshooting

1.5.1 Appreciate how to troubleshoot a network 3 Additional: for achievement of competence, this
e.g. broken lines, unusable network
components, overload, integrity problems
TOPIC 2: PROTOCOLS
SUB-TOPIC 2.1: Fundamental theory
2.1.1 Apply the principles of layers 3 Differences between layers
e.g. layer(s) of sniffer information
2.1.2 Apply the principles of the addressing 3 Masks, subnets
strategy IP addressing, MAC addressing
e.g. same logical network computers and
systems
2.1.3 Apply the principles of the routing strategy 3 Routing tables, priorities, fault tolerance,
management of routing strategy, static and
dynamic routing
e.g. unicast, multicast, broadcast
SUB-TOPIC 2.2: General protocols

2.2.1 Describe the general protocols 2 TCP/IP (segments, packets, addressing)
e.g. X25, LAPB, pdH, sdH
2.2.2 Analyse the general protocols using the 4 TCP/IP
appropriate tools and documentation e.g. X25, LAPB

SUB-TOPIC 2.3: Specific protocols

2.3.1 Describe the specific protocols 2 e.g. BATAP — ARINC 620, FMTP
TOPIC 3: NATIONAL NETWORKS

SUB-TOPIC 3.1: National networks
3.1.1 Name the national networks to which the 1 e.g. ANSP, MET, military, PTT, airlines, national
organisation is connected network(s)
3.1.2 Describe the interfaces between national 2 —
and global networks
SUBJECT 6: SURVEILLANCE PRIMARY

1.1.1 Describe the operational requirements of 2 Range, resolution, coverage, availability
an en-route or an approach PSR
SUBJECT 7: SURVEILLANCE SECONDARY

TOPIC 1: SSR AND MSSR
ICAO Doc 9684
1.1.2 Relate key parameters of SSR to system 4 Key parameters: rotation rate, PRF, interlaced
performance modes, capacity, frequencies, power budget
(uplink, downlink), monopulse techniques
Consequences: FRUIT, garbling, side lobes
reception and transmission, transponder
availability, PD, 2nd recurrence replies
TOPIC 2: MODE S
2.1.1 Explain the need for and benefits of Mode 2 Classical SSR limitations, resolution, accuracy,
S integrity, enhanced data (e.g. 25 ft resolution,
2.1.3 Explain the complementary use of Mode S 2 Mode interlace pattern, operational use of all-
and conventional SSR call, roll-call
codes, use of BDS

e.g. SCAS
3.1.4 Describe testing possibilities for MLAT 2 e.g. SASS-C
SUBJECT 8: SURVEILLANCE — HMI

TOPIC 1: HMI
1.1.3 Describe the advantages of different 2 Clarity, configurability, fallback, data integration
display types

1.1.1 Describe the implementation of formats 2 Network protocols, surveillance data networks
and protocols (e.g. RADNET), messages CAT 1+
service, RADNET
Stream System monitoring and control — Communication

SUBJECT 1: SMC — ANS STRUCTURE

TOPIC 1: ANSP ORGANISATION AND OPERATION
SUB-TOPIC 1.1: ANSP organisation and operation
1.1.1 Describe the SMC function within the 2 What the SMC does, interfaces with other
organisation functions, similarities and major differences
between SMC function at different sites
1.1.2 Describe the structure, roles and 2 —
responsibilities of the SMC team and any
direct interfaces
1.1.3 Explain the duties of the ATC supervisor 2 —

TOPIC 2: ANSP MAINTENANCE PROGRAM

SUB-TOPIC 2.1: Policy
2.1.1 Describe, in general terms, the ANSP 2 —
maintenance policy
2.1.2 Describe the aspects of the maintenance 2 —
policy that apply specifically to SMC
TOPIC 3: ATM CONTEXT

SUB-TOPIC 3.1: ATM Context
3.1.1 Describe the ATM requirements and the 2 Service level agreements, working
related services provided by the SMC arrangements
e.g. ASM, ATFCM
TOPIC 4: ANSP ADMINISTRATIVE PRACTICES

SUB-TOPIC 4.1: Administration
4.1.1 Describe any ANSP administrative 2 Any non-technical practices
procedures, specifically applicable to SMC e.g. security, access control (building and
platform), safety, fire
SUBJECT 2: SMC — ANS SYSTEM/EQUIPMENT

TOPIC 1: OPERATIONAL IMPACTS
SUB-TOPIC 1.1: Degradation or loss of system/equipment services
1.1.1 Describe the importance of monitoring 2 —
system performance
1.1.2 Describe possible ways in which the SMC 2 e.g. monitoring systems, telephone calls, aural
may become aware of degradation of alerts, user complaint
services and/or systems
1.1.3 Take account of the end users/customers 2 e.g. ATC Units, airports, airlines
affected
1.1.4 Appreciate the implications for end 3 —
users/customers
1.1.5 Appreciate the appropriate actions to 3 e.g. switching, replacing, reconfiguration,
restore service calling external service provider
1.1.6 Appreciate the need for appropriate 3 e.g. users, customers, external and internal
communication before and after restoring providers
service
TOPIC 2: USER POSITION FUNCTIONALITY AND OPERATION

SUB-TOPIC 2.1 User working position
2.1.1 Appreciate working position performance to 3 e.g. ATCO, Met, ATSEP, airport positions
agreed parameters

SUB-TOPIC 2.2: SMC working position

2.2.1 Appreciate SMC working position 3 —
performance to agreed parameters
SUBJECT 3: SMC — TOOLS, PROCESSES AND PROCEDURES

TOPIC 1: REQUIREMENTS
SUB-TOPIC 1.1: SMS
1.1.1 Describe the ICAO and European 2 ICAO Annex 19, Annex IV to Regulation (EU)
requirements and the national and ATSP 2017/373
SMS
SUB-TOPIC 1.2: QMS

1.2.1 Describe the quality management system 2 e.g. ISO, EFQM
requirements
SUB-TOPIC 1.3: SMS application in the working environment

1.3.1 Describe the relationship between the SMS 2 Reporting procedures
and the application of SMC
1.3.2 Explain which occurrences require incident 2 e.g. national categories for reporting, safety
reporting and follow-up action(s) event processing
1.3.3 Apply incident reporting procedures to 3 e.g. safety event procedure
example occurrence(s)
TOPIC 2: MAINTENANCE AGREEMENTS WITH OUTSIDE AGENCIES REQUIREMENTS

SUB-TOPIC 2.1: Principles of agreements
2.1.1 Describe the principles and need for 2 e.g. types of service level provided
maintenance agreements
2.1.2 Describe within which functional areas 2 e.g. network providers, facilities management,
maintenance agreements will occur communications
2.1.3 Describe where in the SMS manual these 2 —
agreements are included or referenced
TOPIC 3: SMC GENERAL PROCESSES

SUB-TOPIC 3.1: Roles and responsibilities
3.1.1 Describe the role and general method of 2 —
operations of the SMC
3.1.2 Describe the need to monitor service 2 e.g. process to interrupt services for planned
conditions and the way to take appropriate maintenance purposes, management of service
action to ensure service performance provision during corrective maintenance,
continuity of service, availability
3.1.3 Describe the coordination role of the SMC 2 e.g. ATSEPs, ATCOs, external service providers,
ATM stakeholders
3.1.4 Describe how risk analysis can contribute 2 e.g. assessing risk, handling of service
towards decision-making interventions

TOPIC 4: MAINTENANCE MANAGEMENT SYSTEMS

SUB-TOPIC 4.1: Reporting
4.1.1 Describe how maintenance activities and 2 e.g. procedures to follow, terminology to use,
SMC events/actions are recorded record keeping for traceability
4.1.2 Explain the importance of accurate record 2 e.g. information is logged in database or report
keeping and dissemination for handover is generated and distributed according to
and quality management purposes defined procedures
SUBJECT 4: SMC — TECHNOLOGY

TOPIC 1: TECHNOLOGIES AND PRINCIPLES
SUB-TOPIC 1.1: General
1.1.1 Describe the principles of control and 2 e.g. national basis, colour codes, ergonomics
monitoring systems used
SUB-TOPIC 1.2: Communication

1.2.1 Describe the key aspects of control and 2 e.g. parameters presented to the SMC and types
monitoring system capability of actions that can be taken
1.2.2 Appreciate the impact of the replacement 3 Continuity of service, communication chain
of components in a communication chain integrity
SUB-TOPIC 1.3: Facilities

1.3.1 Describe the key aspects of system 2 e.g. parameters presented to the SMC and
management capability types of actions that can be taken
1.3.2 Appreciate the impact of the loss of supply 3 Continuity of service, integrity
and/or replacement of components in
facility equipment
SUBJECT 5: COMMUNICATION VOICE

TOPIC 1: AIR-GROUND
1.1.1 Describe the most common features of a 2 Frequency selection, emergency, station
controller working position selection, coupling, headset, loudspeaker,
footswitch, push to talk
e.g. microphone (noise cancelling), short time
recording
TOPIC 2: GROUND-GROUND
SUB-TOPIC 2.1: Interfaces
2.1.1 Describe the different types of interfaces 2 Analogue (2, 4, 6 and 8 wires), digital ISDN
(64 Kb, 2 Mb)

SUB-TOPIC 2.2: Switch

2.2.1 State the similarities between ground- 1 Switching techniques
ground and air-ground switches
2.2.2 Describe the most commonly used 2 General architecture, digital, analogue,
functionality of PABX multiplex types, PCM30
2.2.3 Analyse conversion 4 General architecture, analogue-digital-analogue
analogue-digital, digital-analogue

2.3.1 Describe the two most common features of 2 —
a controller working position and the HMI

1.1.1 State emerging network technologies 1 e.g. as used in EAN, NEAN, AMHS, PENS
1.1.2 Describe the characteristics of the current 2 Surveillance data, flight plan data and AIS
networks networks

and ARINC)

networks


2.4.1 Describe air-ground subnetworks 2 VDL (mode 2), HFDL, AMSS, SATCOM

2.5.1 Describe the composition of ground-ground 2 PTT, commercial telecom providers, ARINC,
subnetworks SITA


SUBJECT 7: COMMUNICATION RECORDERS

1.1.1 Explain international regulations 2 ICAO (recording and reproducing)
1.1.3 Explain how the service provider complies 2 e.g. storage media, access to recording and
with the regulations reproducing room, time to store information

replay limitations
SUBJECT 8: NAVIGATION — PBN

Stream System monitoring and control — Navigation


direct interfaces


maintenance policy

SUB-TOPIC 3.1: ATM context
e.g. ASM, AFTCM


system performance
1.1.3 Take account of the end users/customers 2 e.g. ATC units, airports, airlines
affected
users/customers
1.1.5 Appreciate the appropriate actions to 3 e.g. switching, replacing, reconfiguration, calling
restore service external service provider
service

SUB-TOPIC 2.1: User working position
2.1.1 Appreciate working position performance 3 e.g. ATCO, MET, ATSEP, airport positions
to agreed parameters



SUB-TOPIC 1.1: SMS
1.1.1 Describe the ICAO and European 2 ICAO Annex 19
requirements and the national and ATSP
SMS
SUB-TOPIC 1.2: QMS

requirements

1.3.2 Explain which occurrences require incident 2 e.g. national categories for reporting, Safety
reporting and follow-up action(s) Event Processing
1.3.3 Apply incident reporting procedures to 3 e.g. Safety Event Procedure

2.1.3 Describe where in the SMS manual these 2 —

ATM stakeholders



SUB-TOPIC 1.3: Navigation

1.3.2 Appreciate the impact of the replacement 3 Continuity of service, navigation aid integrity
of components in navigation equipment

1.6.1 Describe the key aspects of system 2 e.g. parameters presented to the SMC and types
management capability of actions that can be taken
facility equipment

networks networks

and ARINC)


networks


SUB-TOPIC 2.5: Ground-ground subnetworks course

subnetworks


1.1.1 Explain international regulations 2 ICAO (recording and reproducing)
reproduce information.

replay limitations


SUBJECT 8: NAVIGATION — GROUND-BASED SYSTEMS-NDB

TOPIC 1: NDB LOCATOR
1.1.1 Appreciate the principles of NDB 3 Relative bearing, measuring method
1.1.3 Explain the technical limitations of NDB 2 Lack of accuracy, lack of integrity, sensitivity to
interference
1.1.4 Describe the current situation 2 e.g. number, type, users, user groups, European
context
SUBJECT 9: NAVIGATION — GROUND-BASED SYSTEMS-DF

TOPIC 1: DF
1.1.1 State the different types of DF 1 VDF, DDF, IDF
1.1.2 Describe the user HMI 2 Indication on radar picture, DF indicator
1.1.3 Appreciate the principles of DF 3 Bearing, measuring method (standard, Doppler,
interferometry)
1.1.5 Explain the technical limitations of DF 2 Sensitivity to interference
1.1.6 Describe the current situation 2 e.g. number, type, users, national context
SUBJECT 10: NAVIGATION — GROUND-BASED SYSTEMS-VOR

TOPIC 1 VOR
1.1.1 State the types of VOR Systems 1 Conventional, doppler
1.1.3 Explain the technical limitations of CVOR 2 Type of information (azimuth), accuracy,
integrity, suitable for a network of fixed routes
1.1.4 Appreciate the differences between CVOR 3 Signal broadcast differences, bearing
and DVOR information robustness
1.1.5 Describe the current situation 2 e.g. number, type, users, user groups, national
SUBJECT 11: NAVIGATION — GROUND-BASED SYSTEMS-DME

TOPIC 1: DME
1.1.1 Describe the overall performances for DME 2 Coverage, accuracy, availability of the system,
1.1.2 Explain the limitations of DME 2 Accuracy, integrity, capacity

1.1.3 Describe the current situation 2 e.g. number, types, users, user groups, national
1.1.4 State the role of the DME infrastructure in 1 PBN
the future navigation applications
1.1.5 Explain the differences between DME and 2 e.g. azimuth and range
TACAN for civilian use
SUBJECT 12: NAVIGATION — GROUND-BASED SYSTEMS-ILS

TOPIC 1: ILS
1.1.1 Describe the overall performances for ILS 2 ICAO Annexes 10 and 14
Coverage, accuracy, availability of the system,
1.1.2 Explain the technical limitations of ILS 2 ICAO Annexes 10 and 14
Only 40 channels, no segmented paths of
approach, beam corruption due to multi-path
1.1.3 Interpret ILS Facility Performance 5 ICAO Annexes 10 and 14
Categories Cat I, Cat II, Cat III
Different operational category depending on
facilities
1.1.4 Define obstacle free zones for ILS 1 ICAO Annexes 10 and 14
components Dimensions
e.g. national regulations
1.1.5 Explain the importance and need for ILS 2 ILS beam protection, increased significance
obstacle free zones during LVP conditions
1.1.6 Explain the current situation 2 e.g. number, type, users, national context
1.1.7 Consider the need for ATC ILS status 2 No continuous monitoring by ATSEP
indications
Stream System monitoring and control — Surveillance


direct interfaces


maintenance policy

e.g. ASM, AFTCM


system performance
1.1.3 Take account of the end users/customers 2 e.g. ATC units, airports, airlines
affected
users/customers
1.1.5 Appreciating the appropriate actions to 3 e.g. switching, replacing, reconfiguration,
restore service calling external service provider
service

2.1.1 Appreciate working position performance to 3 e.g. ATCO, MET, ATSEP, airport positions
agreed parameters



SUB-TOPIC 1.1: SMS
1.1.1 Describe the ICAO and European 2 ICAO Annex 19
requirements and the national and ATSP
SMS
SUB-TOPIC 1.2: QMS

requirements


2.1.3 Describe where in the SMS Manual these 2 —

ATM stakeholders



SUB-TOPIC 1.4 Surveillance

1.4.2 Appreciate the impact of the replacement of 3 Continuity of service, surveillance chain integrity
components in a surveillance chain
SUB-TOPIC 1.6 Facilities

facility equipment

networks networks

and ARINC)


networks



subnetworks



replay limitations

1.1.1 Explaining the need for NOTAMs 2 —

SUBJECT 8: SURVEILLANCE — PRIMARY

1.1.1 Describe the operational requirements of an 2 Range, resolution, coverage, availability
en-route or an approach PSR
SUBJECT 9: SURVEILLANCE — SECONDARY

1.1.1 Describe the operational requirements of an 2 Range, coverage, resolution, performance,
en-route or an approach SSR update rate
ICAO Doc 9684
TOPIC 2: MODE S
2.1.3 Explain the complementary use of Mode S 2 Mode Interlace Pattern, Operational use of All-
and conventional SSR call, Roll-call
codes, use of BDS
e.g. SCAS

TOPIC 1: HMI
types

SUBJECT 11: SURVEILLANCE — DATA TRANSMISSION

1.1.1 Describe the implementation of formats and 2 Network protocols, surveillance data networks
1.1.3 Identify the data transmission architecture in 3 Fault tolerance, redundancy of line equipment
a multisensor environment e.g. software fallback capability, contingency of
service, RADNET
Stream System monitoring and control — Data


direct interfaces

maintenance policy

e.g. ASM, AFTCM



system performance
1.1.3 Take account of the end users/customers 2 e.g. ATC Units, airports, airlines
affected
users/customers
1.1.5 Appreciate the appropriate actions to 3 e.g. switching, replacing, reconfiguration, calling
restore service external service provider
service

2.1.1 Appreciate working position performance 3 e.g. ATCO, MET, ATSEP, airport positions
to agreed parameters


SUB-TOPIC 1.1: SMS
1.1.1 Describe the ICAO and European 2 ICAO Annex 19, Annex II to Regulation (EU)
requirements and the national and ATSP 2017/373.
SMS
SUB-TOPIC 1.2: QMS

requirements



2.1.3 Describe where in the SMS Manual these 2 —

ATM stakeholders



SUB-TOPIC 1.5: Data processing

1.5.2 Appreciate the impact of the replacement 3 Continuity of service, data processing, chain
of components in data processing chain integrity

facility equipment

networks networks

and ARINC)

networks



subnetworks



1.1.3 Explain how the service provider complies 2 e.g. storage media, access to recording and
with the regulations reproducing room, time to store information

replay limitations

SUBJECT 8: SURVEILLANCE — PRIMARY

1.1.1 Describe the operational requirements of 2 Range, resolution, coverage, availability
an en-route or an approach PSR
SUBJECT 9: SURVEILLANCE — SECONDARY

ICAO Doc 9684

TOPIC 2: MODE S
2.1.3 Explain the complementary use of Mode S 2 Mode interlace pattern, operational use of
and conventional SSR all-call, roll-call
codes, use of BDS
e.g. SCAS

TOPIC 1: HMI
types
SUBJECT 11: SURVEILLANCE — DATA TRANSMISSION

1.1.1 Describe the implementation of formats and 2 Network protocols, surveillance data networks
1.1.2 Decode ASTERIX messages 3 e.g. categories 1, 2, 20, 21, 34, 48, and 62
service, RADNET

SUBJECT 12: DATA PROCESSING — DPS SYSTEMS

TOPIC 1: USER REQUIREMENTS
SUB-TOPIC 1.1: Controller requirements
in an area control centre e.g. separation, flight progress monitoring and
coordination, trajectory prediction, coordination
with adjacent centres
in an approach control unit e.g. vectoring, sequencing, AMAN, CDM
in an aerodrome control tower e.g. runway management, DMAN
SUB-TOPIC 1.2: Trajectories, prediction and calculation

1.2.1 State different types of trajectories 1 e.g. FPL-based, surveillance data-based, FMS-
based
1.2.2 Explain the main processes for trajectory 2 SDP trajectory, FPL trajectory, merged trajectory,
prediction predicted trajectory
SUB-TOPIC 1.3: Ground safety nets

1.3.1 Describe the function of safety nets and their 2 STCA, APW, MSAW, ASMGCS-based safety nets
legal status
SUB-TOPIC 1.4: Decision support

1.4.1 Explain the major steps in the air traffic 2 ATFCM with strategic, pre-tactical and tactical,
planning process ATC sector planning, tactical control
1.4.2 Explain the principles of trajectory 2 Route adherence monitoring
prediction, conformance monitoring and e.g. CORA, MTCD, CLAM, level adherence
medium term conflict detection processes monitoring
1.4.3 Explain the benefit of these tools for safety 2 —
and efficiency
SUBJECT 13: DATA PROCESSING — DATA PROCESS

TOPIC 1: HARDWARE PLATFORM
SUB-TOPIC 1.1: Equipment upgrade
1.1.1 Explain the key factors that have to be 2 Specification, compatibility, ‘proven’ or ‘state-of-
considered when data processing the-art’ technology, maintenance and operating
equipment is upgraded or changed consequence (e.g. personnel, training, spares,
procedures), environmental requirements (e.g.
size, power requirements, temperature,
interfaces), testing
SUB-TOPIC 2.2: COTS

2.2.1 Explain the advantages and disadvantages 2 Cost, multiplicity of suppliers, quality,
of commercial maintainability, life cycle, liability
off-the-shelf equipment

SUB-TOPIC 2.3: Interdependence

2.3.1 Describe the technical issues regarding the 2 Interface requirements, common point of
interdependence of various equipment and failure, data conditioning, response time
systems
SUBJECT 14: DATA PROCESSING — DATA

TOPIC 1: DATA ESSENTIALS FEATURES
SUB-TOPIC 1.1: Data significance
1.1.1 Explain the significance of data 2 Criticality (critical/non critical), legality (ICAO,
CAA, organisations), use (advisory, control)
SUB-TOPIC 1.2: Data configuration control

1.2.1 Explain the control procedures for changes 2 Designated roles/persons for authorising
to operational data changes and verifying/checking changes
SUB-TOPIC 1.3: Data standards

1.3.1 Name the authority responsible for 1 e.g. EUROCONTROL, ICAO, ISO
standards
1.3.2 State the standards related to ATM data, 1 e.g. ASTERIX, WGS84, OLDI, FMTP, AMHS, ADEX-
their sources and their status P, FPL,
1.3.3 Decode a typical OLDI message 3 e.g. ACT, PAC
1.3.4 State the nature of ATM processing 1 Data volatility (e.g. radar), system integrity,
requirements consequence of failure

Appendix 5a
SYLLABI STRUCTURE
This guidance material provides explanatory material on how to read the tables in the appendices
contained in this Subpart A of ANNEX XIII.
(a) Structure of the syllabi
Each table represents a syllabus which has been structured according to the following:
(1) for ease of reading, each table repeats the titles of all subjects that are listed in the
Implementing Rule; and
(2) these subjects are further divided into the topics that are listed in the Implementing Rule;
then
(3) topics are divided into one or more sub-topics; and
(4) sub-topics contain one or more training objectives.
Subject
Topic
Sub- topic
Objectiv
Figure 1: Structure of tables
e
(b) Training objectives

Each training objective should be understood to contain three mandatory elements:
(1) Corpus, which is a description of the required performance. It always contains an action
verb at the beginning of the sentence to ensure that the outcome is observable. The
action verb is always associated with a defined taxonomy.
(2) Taxonomy Level, which is the numerical representation of the classification of the action
verb.
(3) Content.

Taxonomy
Level
Figure 2: A training objective consists of corpus, taxonomy level and content.
(c) Corpus
Objectives relate to single activities, where possible.
A number of the objectives refer to ‘generic equipment’ within the corpus. In this context,
generic equipment is considered a piece of equipment and/or didactic device which can be used
to meet objectives. The equipment/device is not necessarily identical or similar to the
operational equipment.
Note: Generic equipment gives flexibility to the course designer. In some instances, operating
organisations may, as an alternative to the above, choose to conduct the training on equipment
that is similar or identical to the operational equipment that will be used during
system/equipment rating training.
Figure 3: Example of an objective with generic equipment
The objective above may be achieved through the use of any type of radio transmitter.
(d) Taxonomy levels
The five taxonomy levels should be understood to have the following levels of complexity:
(1) Level 1 — Basic knowledge of the subject. It is the ability to remember essential points,
to memorise data, and retrieve it.
(2) Level 2 — The ability to understand and to discuss the subject matter intelligently in
order to represent and act upon certain objects and events.
(3) Level 3 — Thorough knowledge of the subject and the ability to apply it with accuracy.
The ability to make use of the repertoire of knowledge to develop plans and activate
them.
(4) Level 4 — The ability to establish a line of action within a unit of known applications
following the correct chronology and the adequate method to resolve a problem
situation. This involves the integration of known applications in a familiar situation.

(5) Level 5 — The ability to analyse new situations in order to elaborate and apply one or
another relevant strategy to solve a complex problem. The defining feature is that the
situation is qualitatively different to those previous met, requiring judgement and
evaluation of options.
(e) Content
The content illustrates and details performance.
It may be composed of two parts: implicit and explicit. The explicit content is what is written in
the content field proper to the objective, while the implicit content is not written in the content
field of each objective, but rather implied in the corpus of the objective and other elements
(stream, subject, etc.).
When the items are in a list, each of them is to be addressed as a minimum.
Optional content items are italicised and clearly preceded with the words ‘Optional content’.
They help to illustrate the type of content that may be used to achieve given objectives.
Even when all of the items are optional, the objective has to be performed according to the
action verb included.
Where content refers to other documents (e.g. ICAO Standards and Recommended Practices),
users should take care to use the most recent version of the referenced document(s) or its parts.
(f) Additional note in content
(1) Contained within the content of some objectives that have been assigned, the action verb
‘Appreciate’ is an additional note that elaborates on the ultimate intentions of the
objective. The additional note states: ‘For achievement of competence, this objective
shall be applied practically, at the latest, by the end of the S/E rating training.’
1.2.1 Identify the causes of a fault, based 3 Additional: for achievement of competence,
on test tool measurements this objective should be applied practically,
at the latest, by the end of the S/E rating
training
Figure 4: Example of an objective with ‘Appreciate + additional note’
(2) When the verb ‘appreciate’ is used with the additional note, the objective may, as a
minimum, be taught as a theoretical objective during qualification training. This is
permitted when using ‘appreciate’, i.e. learners should be able to understand a situation
and know what is involved in a problem-solving situation, to state a plan without applying
it. However, it is acknowledged that these objectives, without any practical application,
are of extremely limited operational competence value. Therefore, these objectives
should, at the latest, be achieved practically during system/equipment rating training.
(g) Common training objectives
An objective should be considered common to two or more qualification streams if the objective
recurs verbatim and the context within which the objective is applied does not change.
Common objectives should be taught at least once when:
(1) training for two or more qualification streams are combined to form one course; or
(h) a course is provided for the purpose of an ATSEP acquiring an additional qualification stream.

Action verbs
The tables below list action verbs and their associated taxonomy levels that are used in training
objectives.
Definition of verbs — Level 1
Verb Definition Example
Define State what it is and what its limits are; Define airborne safety nets.
state the definition.
Draw Produce a picture, pattern, or diagram. Draw the MLAT system architecture.
List Say one after the other. List the most common weather messages.
Name Give the name of objects or procedures. Name a range of air-ground aviation-
related network concepts.
Recognise Know what it is, because you have seen it Recognise surveillance information on a
before. display.
State Say or write in a formal or definite way. State the function of a network
management system.

Characterise Describe the quality of features in Characterise navigation methods.
something.
Consider Think carefully about it. Consider the benefits of Critical Incident
Stress Management (CISM).
Demonstrate Describe and explain. Logically or Demonstrate the use of middleware in an
mathematically, prove the truth of the ATM environment.
statement.
Describe Say what it is like or what happened. Describe the elements of Global Navigation
Satellite System (GNSS) in Europe.
Differentiate Show the difference between things. Differentiate conventional navigation from
area navigation.
Explain Give details about something or describe Explain the function of FDP.
so that it can be understood.
Take account of Take into consideration before deciding. Take account of hardware/software
compatibility.

Apply Use something in a situation or activity. Apply the principles of layers.
Appreciate Understand a situation and know what is Appreciate how to troubleshoot a network.
involved in a problem-solving situation, to
state a plan without applying it.
Calculate Discover from information you already Calculate parameters of a line.
have by arithmetic; to think about a
possible cause of action in order to form an
opinion or decide what to do.
Check Make sure the information is correct Check the conformity of a system to ITU
(satisfactory). and national regulation.
Decode Turn into ordinary writing, decipher. Decode a typical OLDI message.


Estimate Form an approximate judgement of a Estimate the impact of security and
number, form an opinion. integrity failure to the operational service.
Identify Associate oneself inseparably with, Identify the major elements of the ADS-C
establish the identity. system.
Operate Conduct work on equipment. Operate measuring equipment.
Perform Carry into effect, go through, execute. Perform measurements with generic radio
test equipment.
Use Employ for a purpose, handle as Use appropriate vocabulary to
instrument, put into operation. communicate effectively on technical
matters.

Adjust Change to a new position, value or setting. Adjust a generic radio receiver.
Analyse Examine minutely the constitution of. Analyse the block diagram of a generic
radio receiver.
Justify Show the rightness of a choice or of an Justify the occasions when it is necessary to
option. downgrade an ILS facility performance
category.
Relate Establish link with. Relate VOR station design to operational
requirement.

Interpret Decide on the meaning or significance of Interpret ILS facility performance
something when there is a choice. categories.
(i) Acronyms
The following abbreviations are applied within the tables:
AAIM Aircraft Autonomous Integrity Monitoring
ABAS Aircraft-Based Augmentation System
ACARS Aircraft Communications Addressing and Reporting System
ACAS Airborne Collision Avoidance System
ACC Area Control Centre
A/D Analogue/Digital
ADEX-P ATS Data Exchange Presentation
ADS Automatic Dependent Surveillance
ADS B ADS — Broadcast
ADS C ADS — Contract
ADF Automatic Direction Finder
AFDX Avionics Full-duplex Ethernet Switch
AFTN Aeronautical Fixed Telecommunications Network
AGC Automatic Gain Control
AIC Aeronautical Information Circular
AIDC ATS Interfacility Data Communications
AIP Aeronautical Information Publication

AIRAC Aeronautical Information Regulation and Control

AIS Aeronautical Information Services
ALARP As Low As Reasonably Practicable
AMAN Arrival Manager
AMHS Aeronautical Message Handling System
AMSS Automatic Message Switching System
ANS Air Navigation Services
ANSP ANS Provider
APV Approach Procedure with Vertical guidance
APW Area Proximity Warning
ARINC Aeronautical Radio Incorporated
ARTAS ATC Radar Tracker and Server
ASAS Airborne Separation Assistance/Assurance System
ASM Airspace Management
ASMGCS Advanced SMGCS
ASTERIX All-purpose Structured EUROCONTROL Radar Information Exchange
ATC Air Traffic Control
ATFCM Air Traffic Flow and Capacity Management
ATIS Automatic Terminal Information Service
ATM Air Traffic Management
ATN Aeronautical Telecommunication Network
ATS Air Traffic Services
ATSEP Air Traffic Safety Electronics Personnel
AUGUR EUROCONTROL RAIM Prediction Tool
BATAP ‘Type-B’ Application-to-Application Protocol
BDS Binary Data Store
BER Bit Error Rate
BITE Built-In Test Equipment
B-RNAV Basic-RNAV
CAA Civil Aviation Authority
CB Cumulonimbus
CBT Computer-Based Training
CDM Collaborative Decision-Making
CDTI Cockpit Display of Traffic Information
CFMU Central Flow Management Unit
CIDIN Common ICAO Data Interchange Network
CISM Critical Incident Stress Management
CIV Civil
CLAM Cleared flight Level Adherence Monitoring
CLIMAX Multi-station carrier offset mode, with voting override
CMS Control and Monitoring System
CNS/ATM Communication Navigation and Surveillance/Air Traffic Management
CORA Conflict Resolution Advisory
CORBA Common Object Request Broker Architecture
COTS Commercial off-the-Shelf
CPDLC Controller-Pilot Data Link Communications

CRT Cathode Ray Tube

CSU Control Sector Unit
CTR Control Zone
CVOR Conventional VOR
CWP Controller Work Position
DCL Departure Clearance
DDF Doppler DF
DDM Difference of Depth of Modulation
DF Direction Finding
DLIC Data Link Initiation Capability
DMAN Departure Manager
DME Distance Measuring Equipment
DME/N DME/Normal
DME/P DME/Precision
DPSK Differential Phase Shift Keying
DTMF Dual Tone Modulation-Frequency
DVOR Doppler VOR
EAD European Aeronautical Database
EAN European ANSP Network
EASA European Aviation Safety Agency
ECAC European Civil Aviation Conference
EFQM European Foundation for Quality Management
EGNOS European Geostationary Navigation Overlay Service
EGPWS Enhanced Ground Proximity Warning System
EHS Enhanced Mode S
EHT Extremely High Tension
EJB Enterprise Java Bean
ELS Elementary Mode S
EMC Electromagnetic Compatibility
EMI Electromagnetic Interference
ETFMS Enhanced Tactical FMS
EU European Union
EUROCAE European Civil Aviation Electronics
EUROCONTROL European Organisation for the Safety of Air Navigation
FAA Federal Aviation Administration (US)
FANS Future Air Navigation Systems
FDP Flight Data Processing
FDPS FDP System
FFM Far Field Monitor
FHA Functional Hazard Assessment
FIR Flight Information Region
FMS Flight Management System
FMTP Flight Plan Messaging Transport Protocol
FoM Figures of Merit
FPL (Filed) Flight Plan
FRUIT False Reply Unsynchronised in Time

FUA Flexible Use of Airspace

GALILEO Satellite radio navigation system
GBAS Ground-Based Augmentation System
GLONASS GLObal’naya NAvigatsionnaya Sputnikovaya Sistema (Global Navigation Satellite System)
GNSS Global Navigation Satellite System
GP Glide Path
GPS Global Positioning System
GRAS Ground-based Regional Augmentation System
GSA GNSS Supervisory Authority
GTC Gain/Time Control
HF High Frequency
HFDL High Frequency Data Link
HMI Human-Machine Interface
HPA High Power Amplifier
HSI Horizontal Situation Indication
HV High Voltage
HW Hardware
Hz Hertz
ICAO International Civil Aviation Organization
IDF Interferometric DF
IF Intermediate Frequency
IFF Identification Friend/Foe
IFPS (Integrated) Initial Flight Plan Processing System
ILS Instrument Landing System
INS Inertial Navigation System
I/O Input/Output
IP Internet Protocol
IRS Inertial Reference System
IRVR Instrument Runway Visual Range
I/Q In phase and Quadrature
ISDN Integrated Services Digital Network
ISLS Interrogator Side Lobe Suppression
IISLS Improved Interrogator Side Lobe Suppression
iTEC Interoperability Through European Collaboration
ITU International Telecommunication Union
ISO International Standards Organisation
LAM Local Area Multilateration
LAN Local Area Network
LAPB Link Access Protocol, Balanced
LCD Liquid-Crystal Display
LLZ Localiser
LNA Low Noise Amplifier
LVP Low Visibility Procedures
MDS Minimum Detectable Signal
MET Meteorology
METAR Meteorological Actual Report

MFC Multi-Frequency Coding

MHz Megahertz
MIL Military
MLAT Multilateration
MLS Microwave Landing System
MOTNE Meteorological Operational Telecommunications Network Europe
MRP Multi-radar Processing
MRT Multi-radar Tracker
MSAW Minimum Safe Altitude Warning
MSSR Mono-pulse SSR
MTBF Mean Time Between Failure
MTCD Medium-Term Conflict Detection
MTD Moving Target Detection
NAVAID Navigation(al) Aid
ND Navigation Display
NEAN North European ADS-B Network
NDB Non-Directional Beacon
NOP Network Operations Plan
NOTAM Notice to Airmen
NPA Non-Precision Approach
NRA Non-Radar Area
NSA National Supervisory Authority
OJTI On-The-Job Training Instructor
OLDI On-Line Data Interchange
OS Operating System
OSI Open System Interconnection
OST On-site Training
OTM Object Transaction Monitor
PA Precision Approach
PABX Private Automatic Branch Exchange
PBN Performance-Based Navigation
PCM Pulse Code Modulation
PD Probability of Detection
PENS Pan-European Fixed Network Services
PFD Primary Flight Display
PPI Plan Position Indicator
PRF Pulse Repetition Frequency
P-RNAV Precision RNAV
PSD Phase Sensitive Detector
PSSA Preliminary System Safety Assessment
PSR Primary Surveillance Radar
PTT Post, Telephone and Telegraph (generic term to identify the provider)
QoS Quality of Service
QNH Q-code for atmospheric pressure at sea level
Qsig Quality of signal
RAIM Receiver Autonomous Integrity Monitoring

RAPNET (European) Regional Aeronautical Packet switched Network (CBN + DAKOS)

RAPS Recording, Analysis, Playback and Simulation system for radar data (COMSOFT)
RDP Radar Data Processing
RCA Remote Client Application
RF Radio Frequency
RMI Relative Magnetic Indicator
RNAV Area Navigation
RNP Required Navigation Performance
RPL Repetitive Flight Plan
RSLS Receiver Sidelobe Suppression
R/T Radiotelephony
RTCA Radio Technical Commission for Aeronautics
RUP Rational Unified Process
RVR Runway Visual Range
RX Receiver
SAR Specific Energy Absorption Rate
SARPS Standards And Recommended Practices
SASS Surveillance Analysis Support System
SASS-C SASS-Centre
SASS-S SASS-Sensor
SATCOM Satellite Communications
SBAS Space/Satellite-Based Augmentation System
SCAS Surveillance Coverage Analysis Suite
SCAT-1 Special Category 1
SDM Sum of Depth of Modulation
SDP Surveillance Data Processing
S/E System/Equipment
SELCAL Selective Calling
SESAR Single European Sky AM Research
SID Standard Instrument Departure
SITA Société Internationale de Télécommunications Aéronautiques (France)
SMC System Monitoring and Control
SMR Surface Movement Radar
SMS Safety Management System
S/N Signal/Noise
SNOWTAM NOTAM on Snow conditions
SNMP Simple Network Management Protocol
SPI Special Pulse Identification or Special Position Identification Pulse (SSR)
SRC Safety Regulation Commission (EUROCONTROL)
SSA System Safety Assessment
SSR Secondary Surveillance Radar
STC Sensitivity Time Control
STCA Short-Term Conflict Alert
SV Supervisor
SW Software
SWALs Software Assurance Levels

SWIM System Wide Information Management

SWR Standing Wave Ratio
TACAN UHF Tactical Air Navigation aid
TAF Terminal Area Forecast
TCAS Transponder Collision Avoidance System
TCP Transmission Control Protocol
TDOA Time Difference on Arrival
TFT Thin Film Transistor
TIS Traffic Information Service
TMA Terminal Area
TRM Team Resource Management
TX Transmitter
UAT Universal Access Transceiver
UBSS UNIX Basic System Software
UHF Ultra High Frequency
UPS Uninterruptible Power Supply
UTA Upper (Traffic) Control Area
VCS Voice Communications System
VDF VHF DF Station
VDL VHF Digital/Data Link
VESDA Very Early Smoke Detection Alarm
VHF Very High Frequency
VOLMET Routine Voice broadcasts for Meteorological Information
VOR VHF Omnidirectional Radio Range
VORTAC VOR and TACAN combination
WAAS Wide Area Augmentation System (US)
WAM Wide Area Multilateration
WAN Wide Area Network
WGS84 World Global System 84
X25 Packet Switched Data Network Protocol

EASA

Uploaded by

Copyright:

Available Formats

EASA

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

EASA

Uploaded by

Copyright:

Available Formats

Easy Access Rules for ATM-ANS

(Regulation (EU) 2017/373)

Published June 20181

Powered by EASA eRules Page 2 of 514| Jun 2018

Powered by EASA eRules Page 3 of 514| Jun 2018

Powered by EASA eRules Page 4 of 514| Jun 2018

NOTE FROM THE EDITOR

Cover regulation article

Acceptable means of compliance

This document will be updated regularly to incorporate further amendments.

Powered by EASA eRules Page 5 of 514| Jun 2018

Powered by EASA eRules Page 6 of 514| Jun 2018

AMC/GM TO IRS (ED DECISIONS)

Powered by EASA eRules Page 7 of 514| Jun 2018

Article 2 Definitions .......................................................................................................... 28

Article 3 Provision of ATM/ANS and ATM network functions ............................................. 29

Article 5 Powers of the competent authority referred to in Article 4 .................................. 32

Article 6 Service providers ................................................................................................ 33

Article 7 Declaration by providers of flight information services ........................................ 34

ANNEX I — Part-DEFINITIONS ....................................................... 36

Powered by EASA eRules Page 8 of 514| Jun 2018

ANNEX II — Part-ATM/ANS.AR ..................................................... 46

SUBPART B — MANAGEMENT (ATM/ANS.AR.B) ................................................................ 55

SUBPART C — OVERSIGHT, CERTIFICATION AND ENFORCEMENT (ATM/ANS.AR.C) ............. 62

Powered by EASA eRules Page 9 of 514| Jun 2018

GM2 ATM/ANS.AR.C.025(b) Changes .................................................................................... 69

APPENDICES TO ANNEX II ................................................................................................. 78

ANNEX III — Part-ATM/ANS.OR.................................................... 82

Powered by EASA eRules Page 10 of 514| Jun 2018

AMC1 ATM/ANS.OR.A.045(a)(3) Changes to a functional system ......................................... 97

SUBPART B — MANAGEMENT (ATM/ANS.OR.B) .............................................................. 106

Powered by EASA eRules Page 11 of 514| Jun 2018

AMC1 ATM/ANS.OR.B.005(d) Management system ............................................................ 122

Powered by EASA eRules Page 12 of 514| Jun 2018

GM2 ATM/ANS.OR.C.005(a)(2) Safety support assessment and assurance of changes to the

SUBPART D — SPECIFIC ORGANISATIONAL REQUIREMENTS FOR ANS AND ATFM PROVIDERS

ANNEX IV — Part-ATS ................................................................ 150

Powered by EASA eRules Page 13 of 514| Jun 2018

ATS.OR.205 Safety assessment and assurance of changes to the functional system

Powered by EASA eRules Page 14 of 514| Jun 2018

SUBPART B — TECHNICAL REQUIREMENTS FOR PROVIDERS OF AIR TRAFFIC SERVICES

ANNEX V — Part-MET ................................................................ 204

Powered by EASA eRules Page 15 of 514| Jun 2018

AMC1 MET.OR.100(a) Meteorological data and information .............................................. 204

SECTION 2 — SPECIFIC REQUIREMENTS......................................................................... 207

Chapter 2 — Requirements for aerodrome meteorological offices .............................. 211

Powered by EASA eRules Page 16 of 514| Jun 2018

Chapter 3 — Requirements for meteorological watch offices....................................... 219

SECTION 2 — SPECIFIC REQUIREMENTS......................................................................... 228

Powered by EASA eRules Page 17 of 514| Jun 2018

AMC1 MET.TR.205(c) Reporting of meteorological elements ............................................. 246

Chapter 2 — Technical requirements for aerodrome meteorological offices ............... 261

Powered by EASA eRules Page 18 of 514| Jun 2018

AMC3 MET.TR.215(i) Forecasts and other information ....................................................... 274

Chapter 3 — Technical requirements for meteorological watch offices ....................... 294

Powered by EASA eRules Page 19 of 514| Jun 2018

AMC1 MET.TR.255(d) AIRMET messages ............................................................................. 303

APPENDICES TO ANNEX V ............................................................................................... 313

ANNEX VI — Part-AIS ................................................................. 340

ANNEX VII — Part-DAT ............................................................... 343