Commission Implementing Regulation (EU) No 716/2014Show full title

Commission Implementing Regulation (EU) No 716/2014

of 27 June 2014

on the establishment of the Pilot Common Project supporting the implementation of the European Air Traffic Management Master Plan

(Text with EEA relevance)

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to 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(1), and in particular Article 15a(3) thereof,

Whereas:

(1) The Single European Sky Air Traffic Management Research and Development (SESAR) project aims to modernise air traffic management (hereinafter: ‘ATM’) in Europe and represents the technological pillar of the Single European Sky. It aims to provide the Union by 2030 with a high performing air traffic management infrastructure that will enable the safe and environmentally friendly operation and development of air transport.

(2) Commission Implementing Regulation (EU) No 409/2013(2) laid down the requirements related to the content of common projects, their setup, adoption, implementation and monitoring. It provides that common projects are required to be implemented on the basis of the deployment programme through implementation projects coordinated by the deployment manager.

(3) According to Implementing Regulation (EU) No 409/2013, a common project aims to deploy in a timely, coordinated and synchronised way ATM functionalities that are mature for implementation and that contribute to the achievement of the essential operational changes identified in the European ATM Master Plan. Only ATM functionalities requiring synchronised deployment and contributing significantly to Union-wide performance targets are to be included in a common project.

(4) On a request of the Commission, the SESAR Joint Undertaking prepared a preliminary draft for the first common project, referred to as the ‘Pilot Common Project’.

(5) That preliminary draft was analysed and reviewed by the Commission, with the assistance of European Air Safety Agency, the European Defence Agency, the Network Manager, the Performance Review Body, Eurocontrol, the European Standardisation Organisations and the European Organisation for Civil Aviation Equipment (Eurocae).

(6) The Commission subsequently carried out an independent global cost-benefit analysis and appropriate consultations with Member States and relevant stakeholders.

(7) On that basis, the Commission established a proposal for the Pilot Common Project. In accordance with Implementing Regulation (EU) No 409/2013: the SESAR civil airspace users' group endorsed the proposal on 30 April 2014; the air navigation service providers endorsed the proposal on 30 April 2014; the airport operators endorsed the proposal on 29 April 2014; the Network Manager endorsed the proposal on 25 April 2014; and the European National Meteorological Services endorsed the proposal on 30 April 2014.

(8) The Pilot Common Project identifies six ATM functionalities, namely Extended Arrival Management and Performance Based Navigation in the High Density Terminal Manoeuvring Areas; Airport Integration and Throughput; Flexible Airspace Management and Free Route; Network Collaborative Management; Initial System Wide Information Management; and Initial Trajectory Information Sharing. The deployment of those six ATM functionalities should be made mandatory.

(9) The Extended Arrival Management and Performance Based Navigation in the High Density Terminal Manoeuvring Areas functionality is expected to improve the precision of approach trajectory as well as facilitate traffic sequencing at an earlier stage, thus allowing reducing fuel consumption and environmental impact in descent/arrival phases. This functionality includes part of the Step 1 Essential Operational Change for the ‘Traffic Synchronisation’ key feature as defined in the European ATM Master Plan.

(10) The Airport Integration and Throughput functionality is expected to improve runway safety and throughput, ensuring benefits in terms of fuel consumption and delay reduction as well as airport capacity. This functionality includes part of the Step 1 Essential Operational Change for the ‘Airport Integration and Throughput’ key feature as defined in the European ATM Master Plan.

(11) The Flexible Airspace Management and Free Route functionality is expected to enable a more efficient use of airspace, thus providing significant benefits linked to fuel consumption and delay reduction. This functionality includes part of the Step 1 Essential Operational Change for the ‘Moving from Airspace to 4D Trajectory Management’ key feature as defined in the European ATM Master Plan.

(12) The Network Collaborative Management functionality is expected to improve the quality and the timeliness of the network information shared by all ATM stakeholders, thus ensuring significant benefits in terms of Air Navigation Services (hereinafter: ‘ANS’) productivity gains and delay cost savings. This functionality includes part of the Step 1 Essential Operational Change for the ‘Network Collaborative Management & Dynamic Capacity Balancing’ key feature as defined in the European ATM Master Plan.

(13) The Initial System Wide Information Management functionality, consisting of a set of services that are delivered and consumed through an internet protocol-based network by System Wide Information Management (SWIM) enabled systems, is expected to bring significant benefits in terms of ANS productivity. This functionality includes part of the Step 1 Essential Operational Change for the ‘SWIM’ key feature as defined in the European ATM Master Plan.

(14) The Initial Trajectory Information Sharing functionality with enhanced flight data processing performances is expected to improve predictability of aircraft trajectory for the benefit of airspace users, the network manager and ANS providers, implying less tactical interventions and improved de-confliction situation. This is expected to have a positive impact on ANS productivity, fuel saving and delay variability. This functionality includes part of the Step 1 Essential Operational Change for the ‘Moving from Airspace to 4D Trajectory Management’ key feature as defined in the European ATM Master Plan and it indirectly supports other key features addressed by the other ATM functionalities through the use of shared trajectory information.

(15) In order to reach full benefits of the Pilot Common Project, certain operational stakeholders from third countries are expected to implement parts of the Pilot Common Project. Their involvement is to be ensured by the deployment manager in accordance with Implementing Regulation (EU) No 409/2013. The involvement of operational stakeholders from third countries is without prejudice to distribution of competences in relation to air navigation services and ATM functionalities.

(16) In order to assist the operational stakeholders concerned in the deployment of the ATM functionalities, the Commission should publish non-binding reference material such as: supporting material for the standardisation and industrialisation phase, which are to be delivered by the SESAR Joint Undertaking, a roadmap with respect to standardisation and regulation needs and global cost-benefit analysis supporting the Pilot Common Project. Supporting material, where applicable, is to be developed in accordance with the procedures required by Regulation (EC) No 552/2004 of the European Parliament and of the Council(3), involving National Supervisory Authorities in accordance with that Regulation.

(17) The implementation of the Pilot Common Project should be monitored as far as possible using existing monitoring mechanisms and existing consultation structures to involve all operational stakeholders.

(18) Appropriate mechanisms for the review of this Regulation, involving the deployment manager, who should coordinate and cooperate with the entities as referred to in Article 9 of Implementing Regulation (EU) No 409/2013, namely the National Supervisory Authorities, military, SESAR Joint Undertaking, Network Manager and the manufacturing industry, should be set up, in particular to allow the Commission to amend this Regulation as necessary. The impact on national and collective defence capabilities is to be taken into account by the deployment manager in accordance with Article 9(7)(c) of Implementing Regulation (EU) No 409/2013. Coordination with the military in the Pilot Common Project remains a priority in accordance with the Member States' general statement on military issues related to the single European sky(4). According to this statement, Member States should, in particular, enhance civil-military cooperation and, if and to the extent deemed necessary by all Member States concerned, facilitate cooperation between their armed forces in all matters of air traffic management.

(19) In accordance with Article 1(2) of Regulation (EC) No 549/2004 of the European Parliament and of the Council(5), the application of this Regulation is without prejudice to Member States' sovereignty over their airspace and to the requirements of the Member States relating to public order, public security and defence matters. This Regulation does not cover military operations and training.

(20) The measures provided for in this Regulation are in accordance with the opinion of the Single Sky Committee,

HAS ADOPTED THIS REGULATION:

Article 1 U.K. Subject matter and scope

1. This Regulation [F1 provides for the application of requirements derived from] the first common project, hereinafter referred to as the ‘Pilot Common Project’. The Pilot Common Project identifies a first set of ATM functionalities to be deployed in timely, coordinated and synchronised way so as to achieve the essential operational changes stemming from the European ATM Master Plan.

2. This Regulation shall apply to the [F2 United Kingdom Air Traffic Management System (UK ATMS)]. It shall apply to the stakeholders identified in the Annex to this Regulation.

Textual Amendments

F1 Words in Art. 1(1) substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 333(2); 2020 c. 1, Sch. 5 para. 1(1)

F2 Words in Art. 1(2) substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 333(3); 2020 c. 1, Sch. 5 para. 1(1)

Article 2 U.K. Definitions

For the purpose of this Regulation, the definitions set out in Article 2 of Regulation (EC) No 549/2004 and in Article 2 of [F3 Commission Regulation (EU) No 677/2011] shall apply. [F4 However, the definition of ‘operational stakeholders’ in Article 2(27) of Commission Regulation (EU) No 677/2011 does not apply.]

In addition, the following definitions shall apply:

(1)

‘Airport — Collaborative Decision Making (A-CDM)’ means a process in which decisions related to Air Traffic Flow and Capacity Management (hereinafter: ‘ATFCM’) at airports are made based on interaction between operational stakeholders and other actors involved in ATFCM and which aims at reducing delays, improving the predictability of events and optimising the utilisation of resources;

(2)

‘Airport Operations Plan (AOP)’ means a single, common and collaboratively agreed rolling plan available to all airport stakeholders whose purpose is to provide common situational awareness and to form the basis upon which stakeholder decisions relating to process optimisation can be made;

(3)

F5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(4)

‘to operate an ATM functionality’ means that the ATM functionality in question is put in service and that it is fully used in daily operations;

(5)

‘deployment target date’ means the date by which the deployment of the ATM functionality in question is to be completed and fully used operationally.

(6)

[F6 ‘ATM functionality’ means a group of ATM operational functions or services related to trajectory, airspace and surface management or to information sharing within the en-route, terminal, airport or network operating environments;

(7)

‘industrialisation’ of ATM functionalities means the activities and processes, following their validation that include standardisation, certification and production by the manufacturing industry (ground and airborne equipment manufacturers);

(8)

‘implementation’ of ATM functionalities means the procurement, installation and putting into service of equipment and systems, including associated operational procedures, carried out by operational stakeholders;

(9)

‘essential operational change’ means an Air Traffic Management (ATM) operational change that provides significant network performance improvements to the operational stakeholders, as referred to in the ATM Master Plan;

(10)

‘operational stakeholders’ means civil and military: airspace users, air navigation service providers and airport operators.]

Textual Amendments

F3 Words in Art. 2 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 334(2)(a); 2020 c. 1, Sch. 5 para. 1(1)

F4 Words in Art. 2 inserted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 334(2)(b); 2020 c. 1, Sch. 5 para. 1(1)

F5 Art. 2(3) omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 334(3); 2020 c. 1, Sch. 5 para. 1(1)

F6 Art. 2(6)-(10) inserted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 334(4); 2020 c. 1, Sch. 5 para. 1(1)

Article 3 U.K. ATM functionalities and their deployment

1. The Pilot Common Project [F7 comprises] the following ATM functionalities:

(a) Extended Arrival Management and Performance Based Navigation in the High Density Terminal Manoeuvring Areas;

(b) Airport Integration and Throughput;

(c) Flexible Airspace Management and Free Route;

(d) Network Collaborative Management;

(e) Initial System Wide Information Management;

(f) Initial Trajectory Information Sharing.

Those ATM functionalities are described in the Annex.

2. The operational stakeholders identified in the Annex F8 ..., shall deploy the ATM functionalities referred to in paragraph 1 and implement the associated operational procedures allowing their seamless operation in accordance with the Annex F9 .... The military operational stakeholders shall deploy those ATM functionalities only to the extent necessary [F10 for effective airspace and air traffic flow management, and the safe and efficient use of airspace by all users, through the application of the concept of flexible use of airspace; whilst taking into account national security considerations].

Textual Amendments

F7 Word in Art. 3(1) substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 335(2); 2020 c. 1, Sch. 5 para. 1(1)

F8 Words in Art. 3(2) omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 335(3)(a); 2020 c. 1, Sch. 5 para. 1(1)

F9 Words in Art. 3(2) omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 335(3)(b); 2020 c. 1, Sch. 5 para. 1(1)

F10 Words in Art. 3(2) substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 335(3)(c); 2020 c. 1, Sch. 5 para. 1(1)

F11 Article 4 U.K. Reference and supporting material

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Textual Amendments

F11 Art. 4 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 336; 2020 c. 1, Sch. 5 para. 1(1)

F12 Article 5 U.K. Monitoring

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Textual Amendments

F12 Art. 5 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 337; 2020 c. 1, Sch. 5 para. 1(1)

F13 Article 6 U.K. Review

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Textual Amendments

F13 Art. 6 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 338; 2020 c. 1, Sch. 5 para. 1(1)

F14 Article 7 U.K. Entry into force

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Textual Amendments

F14 Art. 7 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 339; 2020 c. 1, Sch. 5 para. 1(1)

F15 ...

Done at Brussels, 27 June 2014.

For the Commission

The President

José Manuel Barroso

Textual Amendments

F15 Words in Signature omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 340; 2020 c. 1, Sch. 5 para. 1(1)

ANNEX U.K.

1. EXTENDED ARRIVAL MANAGEMENT AND PERFORMANCE BASED NAVIGATION IN THE HIGH DENSITY TERMINAL MANOEUVRING AREAS U.K.

Extended Arrival Management (AMAN) and Performance Based Navigation (PBN) in high density Terminal Manoeuvring Areas (TMAs) improves the precision of the approach trajectory and facilitates air traffic sequencing at an earlier stage. Extended AMAN supports extension of the planning horizon out to a minimum of 180-200 nautical miles, up to and including the Top of Descent of arrival flights. PBN in high density TMAs covers the development and implementation of fuel efficient and/or environmental friendly procedures for arrival and departure (Required Navigation Performance 1 Standard Instrument Departures (RNP 1 SIDs), Standard Arrival Routes (STARs)) and approach (Required Navigation Performance Approach (RNP APCH)).

This functionality is composed of two sub-functionalities:

• Arrival Management extended to en-route Airspace

• Enhanced Terminal Airspace using RNP-Based Operations

1.1. Operational and technical scope U.K.

1.1.1. Arrival Management extended to en-route Airspace U.K.

Arrival Management extended to en-route Airspace extends the AMAN horizon from the 100-120 nautical miles to 180-200 nautical miles from the arrival airport. Traffic sequencing may be conducted in the en-route and early descent phases.

Air traffic control (ATC) services in the TMAs implementing AMAN operations shall coordinate with Air Traffic Services (ATS) units responsible for adjacent en-route sectors.

The existing techniques to manage the AMAN constraints, in particular Time to Lose or Gain and Speed Advice may be used to implement this functionality.

System requirements U.K.

• AMAN systems shall provide arrival sequence time information into en-route ATC systems up to 180-200 nautical miles from the arrival airport

• ATC systems of upstream air traffic service (ATS) units shall manage AMAN constraints. Data exchange, data processing and information display at the relevant controller working positions in the ATS units shall support the management of arrival constrains; Data exchange between ATS units may be achieved with existing technology pending the implementation of System-Wide Information Management (SWIM) services

1.1.2. Enhanced Terminal Airspace using RNP-Based Operations U.K.

Enhanced Terminal Airspace using RNP-Based Operations consists of the implementation of environmental friendly procedures for arrival/departure and approach using PBN in high-density TMAs, as specified in the following navigation specifications:

• SIDs and STARs using the RNP 1 specification with the use of the Radius to Fix (RF) path terminator

• Required Navigation Performance Approach with Approach Procedure with Vertical guidance (RNP APCH with APV)

Enhanced Terminal Airspace using RNP-Based Operations includes:

• RNP 1 SIDs, STARs and transitions (with the use of the Radius to Fix (RF) attachment)

• RNP APCH (Lateral Navigation/Vertical Navigation (LNAV/VNAV) and Localiser Performance with Vertical guidance (LPV) minima)

System Requirements U.K.

ATC systems and ATC Safety Nets shall enable the Terminal Area and Approach PBN operations

• RNP 1 operations require the Lateral and Longitudinal Total System Error (TSE) to, be within +/– 1 nautical mile for at least 95 % of flight time and on-board performance monitoring, alerting capability and high integrity navigation databases

• For RNP APCH, the Lateral and Longitudinal Total System Error (TSE) shall be +/– 0,3 nautical mile for at least 95 % of flight time for the Final Approach Segment and on-board performance monitoring, alerting capability and high integrity navigation databases are required

  RNP 1 as well as RNP APCH capability requires inputs from Global Navigation Satellite System (GNSS)

• Vertical Navigation in support of APV may be provided by GNSS Satellite Based Augmentation System (SBAS) or by barometric altitude sensors

1.2. Geographical scope U.K.

1.2.1. F16 ... U.K.

Extended AMAN and PBN in high density TMAs and associated en-route sectors shall be operated at the following airports:

• [F17 London-Heathrow

• London-Gatwick

• London-Stansted

• Manchester Ringway]

Textual Amendments

F17 Words in Annex point 1.2.1 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(2)(b); 2020 c. 1, Sch. 5 para. 1(1)

Textual Amendments

F16 Annex point 1.2.1 heading omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(2)(a); 2020 c. 1, Sch. 5 para. 1(1)

F18 1.2.2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.K.

Textual Amendments

F18 Annex point 1.2.2 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(3); 2020 c. 1, Sch. 5 para. 1(1)

1.3. Stakeholders required to implement the functionality and deployment target date U.K.

ATS providers F19 ... shall ensure that ATS units providing ATC services within the terminal airspace of the airports referred to in point 1.2 and the associated en-route sectors operate Extended AMAN and PBN in high density TMAs as from [F20 31 December 2027].

Textual Amendments

F19 Words in Annex point 1.3 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(4); 2020 c. 1, Sch. 5 para. 1(1)

F20 Words in Annex point 1.3 substituted (24.3.2022) by The Air Traffic Management (Regulation (EU) No 716/2014) (Amendment) Regulations 2022 (S.I. 2022/211), regs. 1(1), 3

1.4. Need for synchronisation U.K.

The deployment of Extended AMAN and PBN in high density TMAs functionality shall be coordinated due to the potential network performance impact of delayed implementation in the airports referred to in Point 1.2. From a technical perspective the deployment of targeted system and procedural changes shall be synchronised in order to ensure that the performance objectives are met. The synchronisation of investments shall involve multiple airport operators and air navigation service providers. Furthermore, synchronisation during the related industrialisation phase shall take place, in particular among supply industry.

1.5. Essential prerequisites U.K.

There are no prerequisites for this functionality. An existing AMAN facilitates the operational integration of this ATM functionality into existing systems.

1.6. Interdependencies with other ATM functionalities U.K.

• Data exchange between ATS units, in particular concerning Extended AMAN, shall be implemented using System Wide Information Management (SWIM) services where iSWIM functionality referred to in Point 5 is available

• Downlink trajectory information as specified in Point 6, where available, shall be used by the AMAN

2. AIRPORT INTEGRATION AND THROUGHPUT U.K.

Airport Integration and Throughput facilitates the provision of approach and aerodrome control services by improving runway safety and throughput, enhancing taxi integration and safety and reducing hazardous situations on the runway.

This functionality is composed of five sub-functionalities:

• Departure Management Synchronised with Pre-departure sequencing

• Departure Management integrating Surface Management Constraints

• Time-Based Separation for Final Approach

• Automated Assistance to Controller for Surface Movement Planning and Routing

• Airport Safety Nets

2.1. Operational and technical scope U.K.

2.1.1. Departure Management Synchronised with Pre-departure sequencing U.K.

Departure management synchronised with pre-departure sequencing is a means to improve departure flows at one or more airports by calculating the Target Take Off Time (TTOT) and Target Start Approval Time (TSAT) for each flight, taking multiple constraints and preferences into account. Pre-departure management consists of metering the departure flow to a runway by managing Off-block-Times (via Start-up-Times) which take account of the available runway capacity. In combination with Airport — Collaborative Decision Making (A-CDM), Pre-departure management reduces taxi times, increases Air Traffic Flow Management-Slot (ATFM-Slot) adherence and predictability of departure times. Departure management aims at maximising traffic flow on the runway by setting up a sequence with minimum optimised separations.

Operational stakeholders involved in A-CDM shall jointly establish pre-departure sequences, taking into account agreed principles to be applied for specific reasons (such as runway holding time, slot adherence, departure routes, airspace user preferences, night curfew, evacuation of stand/gate for arriving aircraft, adverse conditions including de-icing, actual taxi/runway capacity, current constraints, etc.).

System Requirements U.K.

• Departure Management (DMAN) and A-CDM systems shall be integrated and shall support optimised pre-departure sequencing with information management systems for airspace users (Target Off Block Time (TOBT) feeding) and airport (contextual data feeding)

• DMAN systems shall elaborate a collaborative sequence and provide both TSAT and TTOT. TSAT and TTOT shall take into account variable taxi times and shall be updated according to the actual aircraft take-off; DMAN systems shall provide the air traffic controller with the list of TSAT and TTOT for the aircraft metering

2.1.2. Departure Management integrating Surface Management Constraints U.K.

Departure management integrating surface management constraints is an ATM tool that determines optimal surface movement plans (such as taxi route plans) involving the calculation and sequencing of movement events and optimizing resource usage (e. g. de-icing facilities). The departure sequence at the runway shall be optimised according to the real traffic situation reflecting any change off-gate or during taxi to the runway.

Advanced Surface Movement Guidance and Control Systems (A-SMGCS) shall provide optimised taxi-time and improve predictability of take-off times by monitoring of real surface traffic and by considering updated taxi times in departure management.

System Requirements U.K.

• DMAN systems shall take account of variable and updated taxi times to calculate the TTOT and TSAT. Interfaces between DMAN and A-SMGCS routing shall be developed

• DMAN integrating A-SMGCS constraints using a digital system, such as Electronic Flight Strips (EFSs), with an advanced A-SMGCS routing function shall be integrated into flight data processing systems for departure sequencing and routing computation

• An A-SMGCS routing function shall be deployed

2.1.3. Time-Based Separation for Final Approach U.K.

Time-Based Separation (TBS) consists in the separation of aircraft in sequence on the approach to a runway using time intervals instead of distances. It may be applied during final approach by allowing equivalent distance information to be displayed to the controller taking account of prevailing wind conditions. Radar separation minima and Wake Turbulence Separation parameters shall be integrated in a TBS support tool providing guidance to the air traffic controller to enable time-based spacing of aircraft during final approach that considers the effect of the headwind.

System Requirements U.K.

• The flight data processing and AMAN systems shall be compatible with the TBS support tool and able to switch between time and distance based wake turbulence radar separation rules

• The controller working position shall integrate the TBS support tool with safety nets to support the air traffic controller, in order to calculate TBS distance respecting minimum radar separation using actual glide-slope wind conditions

• Local meteorological (MET) information providing actual glide slope wind conditions shall be provided to the TBS support tool

• The TBS support tool shall provide automatic monitoring and alerting on non-conformant final approach airspeed behaviour, automatic monitoring and alerting of separation infringement and automatic monitoring and alerting for the wrong aircraft being turned on to a separation indicator

• The TBS support tool and associated controller working position shall calculate Indicator distance and display it on controller displays

• Safety nets capturing automatic monitoring and alerting of separation infringement shall support TBS operations

2.1.4. Automated Assistance to Controller for Surface Movement Planning and Routing U.K.

The routing and planning functions of A-SMGCS shall provide the automatic generation of taxi routes, with the corresponding estimated taxi time and management of potential conflicts.

Taxi routes may be manually modified by the air traffic controller before being assigned to aircraft and vehicles. These routes shall be available in the flight data processing system.

System Requirements U.K.

• The A-SMGCS routing and planning function shall calculate the most operationally relevant route as free as possible of conflicts which permits the aircraft to go from stand to runway, from runway to stand or any other surface movement

• The controller working position shall allow the air traffic controller to manage surface route trajectories

• The flight data processing system shall be able to receive planned and cleared routes assigned to aircraft and vehicles and manage the status of the route for all concerned aircraft and vehicles

2.1.5. Airport Safety Nets U.K.

Airport safety nets consist of the detection and alerting of conflicting ATC clearances to aircraft and deviation of vehicles and aircraft from their instructions, procedures or routing which may potentially put the vehicles and aircraft at risk of a collision. The scope of this sub-functionality includes the Runway and Airfield Surface Movement area.

ATC support tools at the aerodrome shall provide the detection of Conflicting ATC Clearances and shall be performed by the ATC system based on the knowledge of data including the clearances given to aircraft and vehicles by the air traffic controller, the assigned runway and holding point. The air traffic controller shall input all clearances given to aircraft or vehicles into the ATC system using a digital system, such as the EFS.

Different types of conflicting clearances shall be identified (for example Line-Up vs. Take-Off). Some may only be based on the air traffic controller input; others may in addition use other data such as A-SMGCS surveillance data.

Airport Safety Nets tools shall alert air traffic controllers when aircraft and vehicles deviate from ATC instructions, procedures or route. The air traffic controller instructions available electronically (through a digital system, such as EFS) shall be integrated with other data such as flight plan, surveillance, routing, published rules and procedures. The integration of this data shall allow the system to monitor the information and when inconsistencies are detected, an alert shall be provided to the air traffic controller (for example no push-back approval).

System Requirements U.K.

• Airport Safety Nets shall integrate A-SMGCS surveillance data and controller runway related clearances; Airport Conformance Monitoring shall integrate A-SMGCS Surface Movement Routing, surveillance data and controller routing clearances

• A-SMGCS shall include the advanced routing and planning function referred to in Point 2.1.4 above to enable conformance monitoring alerts

• A-SMGCS shall include a function to generate and distribute the appropriate alerts. These alerts shall be implemented as an additional layer on top of the existing A-SMGCS Level 2 alerts and not as a replacement for them

• The controller working position shall host warnings and alerts with an appropriate human-machine interface including support for cancelling an alert

• Digital systems, such as EFSs, shall integrate the instructions given by the air traffic controller with other data such as flight plan, surveillance, routing, published rules and procedures

2.2. Geographical scope U.K.

2.2.1. F21 ... U.K.

Departure Management Synchronised with Pre-departure sequencing, Departure Management integrating Surface Management Constraints, Automated Assistance to Controller for Surface Movement Planning and Routing and Airport Safety Nets shall be operated at the following airports:

• [F22 London-Heathrow

• London-Gatwick

• London-Stansted

• Manchester Ringway]

Textual Amendments

F22 Words in Annex point 2.2.1 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(5)(b); 2020 c. 1, Sch. 5 para. 1(1)

Time-Based Separation for Final Approach shall be operated at the following airports:

• [F23 London-Heathrow

• London-Gatwick

• Manchester Ringway]

Textual Amendments

F23 Words in Annex point 2.2.1 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(5)(c); 2020 c. 1, Sch. 5 para. 1(1)

Textual Amendments

F21 Annex point 2.2.1 heading omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(5)(a); 2020 c. 1, Sch. 5 para. 1(1)

F24 2.2.2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.K.

Textual Amendments

F24 Annex point 2.2.2 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(6); 2020 c. 1, Sch. 5 para. 1(1)

2.3. Stakeholders required to implement the functionality and deployment target dates U.K.

ATS providers and airport operators providing services at the airports as referred to in point 2.2 shall operate:

• Departure Management Synchronised with Pre-departure sequencing as from [F25 31 December 2025]

• Departure Management integrating Surface Management Constraints as from [F26 31 December 2029]

• Time-Based Separation for Final Approach as from [F27 1 January 2025]

• Automated Assistance to Controller for Surface Movement Planning and Routing as from [F28 31 December 2029]

• Airport Safety Nets as from [F29 31 December 2029]

Textual Amendments

F25 Words in Annex point 2.3 substituted (24.3.2022) by The Air Traffic Management (Regulation (EU) No 716/2014) (Amendment) Regulations 2022 (S.I. 2022/211), regs. 1(1), 4(a)

F26 Words in Annex point 2.3 substituted (24.3.2022) by The Air Traffic Management (Regulation (EU) No 716/2014) (Amendment) Regulations 2022 (S.I. 2022/211), regs. 1(1), 4(b)

F27 Words in Annex point 2.3 substituted (24.3.2022) by The Air Traffic Management (Regulation (EU) No 716/2014) (Amendment) Regulations 2022 (S.I. 2022/211), regs. 1(1), 4(c)

F28 Words in Annex point 2.3 substituted (24.3.2022) by The Air Traffic Management (Regulation (EU) No 716/2014) (Amendment) Regulations 2022 (S.I. 2022/211), regs. 1(1), 4(d)

F29 Words in Annex point 2.3 substituted (24.3.2022) by The Air Traffic Management (Regulation (EU) No 716/2014) (Amendment) Regulations 2022 (S.I. 2022/211), regs. 1(1), 4(e)

2.4. Need for synchronisation U.K.

The deployment of Airport Integration and Throughput functionality shall be coordinated due to the potential network performance impact of delayed implementation in the targeted airports. From a technical perspective the deployment of targeted system and procedural changes shall be synchronised in order to ensure that the performance objectives are met. This synchronisation of investments shall involve multiple airport operators and air navigation service providers. Furthermore synchronisation during the related industrialisation phase shall take place, in particular among supply industry and standardisation bodies.

2.5. Essential prerequisites U.K.

The following prerequisites are required:

• Digital systems, such as EFS, A-CDM and initial DMAN for Departure Management Synchronised with Pre-departure sequencing

• Digital systems, such as EFS, initial DMAN and A-SMGCS level 1 & 2 for Departure Management integrating Surface Management Constraints

• Digital systems, such as EFS for TBS

• Digital systems, such as EFS and A-SMGCS level 1 & 2 for Automated Assistance to Controller for Surface Movement Planning and Routing

• Digital systems, such as EFS and A-SMGCS surveillance for Airport Safety Nets.

2.6. Interdependencies with other ATM functionalities U.K.

• There are no interdependencies with other ATM functionalities

• The sub-functionalities Departure Management Synchronised with Pre-departure sequencing and Time Based Separation for Final Approach may be implemented independently from the other sub-functionalities; The implementation of the sub-functionalities Departure management integrating surface management constraints and Airport Safety Nets require the availability of the sub-functionality Automated assistance to controllers for surface movement planning and routing (A-SMGCS level 2+)

3. FLEXIBLE AIRSPACE MANAGEMENT AND FREE ROUTE U.K.

Combined operation of Flexible Airspace Management and Free Route enable airspace users to fly as closely as possible to their preferred trajectory without being constrained by fixed airspace structures or fixed route networks. It further allows operations that require segregation, for example military training, to take place safely and flexibly, and with minimum impact on other airspace users.

This functionality is composed of two sub-functionalities:

• Airspace Management and Advanced Flexible Use of Airspace

• Free Route

3.1. Operational and technical scope U.K.

3.1.1. Airspace Management and Advanced Flexible Use of Airspace U.K.

Airspace Management (ASM) and Advanced Flexible Use of Airspace (A-FUA) aims to provide the possibility to manage airspace reservations more flexibly in response to airspace user requirements. Changes in airspace status shall be shared with all concerned users, in particular Network Manager, air navigation service providers and airspace users (Flight Operations Centre/Wing Operations Centre (FOC/WOC)). ASM procedures and processes shall cope with an environment where airspace is managed dynamically with no fixed-route network.

Data-sharing shall be enhanced by the availability of airspace structures in support of a more dynamic ASM and Free Routing Airspace (FRA) implementation. FRA is the airspace defined laterally and vertically, allowing free routing with a set of entry/exit features. Within this airspace, flights remain subject to air traffic control.

ASM solutions shall support all airspace users, including enabling the alignment of FRA, Conditional Route (CDR) and published Direct Routing (DCT). These ASM solutions shall be based on forecast demand received from the local Air Traffic Flow and Capacity Management (ATFCM) function and/or the Network Manager.

System requirements U.K.

• The ASM support system shall support the fixed and conditional route networks currently in place, as well as DCTs, FRA and flexible sector configurations; The system shall be able to respond to changing demands for airspace; F30 ... The system shall support cross-border activities, resulting in shared use of segregated airspace regardless of national boundaries

• Airspace configurations shall be accessible via Network Manager systems, which shall contain the up-to-date and foreseen airspace configurations, to allow airspace users to file and modify their flight plans based on timely and accurate information

• The ATC system shall support flexible configuration of sectors so that their dimensions and operating hours can be optimised according to the demands of the NOP

• The system shall allow a continuous assessment of the impact of changing airspace configurations on the network

• ATC systems shall correctly depict the activation and de-activation of configurable airspace reservations and the change of a volume of airspace from a fixed route network to FRA

• The Flight Plan Processing System (IFPS) shall be modified to reflect the changes in the definition of airspace and routes so that the routes, flight-progress and associated information are available to ATC systems

• The ASM, ATFCM and ATC systems shall securely interface in a way that allows the provision of air navigation services based on a common understanding of the airspace and traffic environment. The ATC systems shall be modified to enable this functionality to the extent necessary [F31 for effective airspace and air traffic flow management, and the safe and efficient use of airspace by all users, through the application of the concept of flexible use of airspace; whilst taking into account national security considerations].

• Centralised Aeronautical Information Services (AIS) systems, such as the European AIS Database (EAD), shall make available environment data for flexible airspace structures to all involved operational stakeholders in a timely manner. This enables planning to be undertaken based on accurate information relevant to the time of the planned operations; Local AIS systems shall enable this capability and the upload of changing local data

• Operational stakeholders shall be able to interface with the NOP as specified in Point 4; Interfaces shall be defined to allow dynamic data to be sent to operational stakeholder systems, and for those stakeholders to be able to communicate information in an accurate and timely manner; The systems of these stakeholders shall be modified to enable these interfaces

Textual Amendments

F30 Words in Annex point 3.1.1 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(7)(a); 2020 c. 1, Sch. 5 para. 1(1)

F31 Words in Annex point 3.1.1 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(7)(b); 2020 c. 1, Sch. 5 para. 1(1)

3.1.2. Free Route U.K.

Free Route may be deployed both through the use of Direct Routing Airspace and through FRA. Direct Routing Airspace is the airspace defined laterally and vertically with a set of entry/exit conditions where published direct routings are available. Within this airspace, flights remain subject to air traffic control. To facilitate early implementation before the target deployment date specified in Point 3.3, free route could be implemented in a limited way during defined periods. Procedures for transitioning between free route and fixed route operations shall be set. Initial implementation of Free Route may be done on a structurally limited basis, for example by restricting the available entry/exit points for certain traffic flows, through the publication of DCTs, which will allow airspace users to flight plan on the basis of those published DCTs. DCT availability may be subject to traffic demand and/or time constraints. The implementation of FRA based on DCTs may allow the removal of the ATS route network. FRA and DCT shall be published in aeronautical publications as described in the European Route Network Improvement Plan of the Network Manager.

System requirements U.K.

• Network management systems shall implement:

  • Flight plan processing and checking for DCTs and FRA

  • IFPS routing proposals based on FRA

  • dynamic re-routing

  • ATFCM planning and execution within FRA

  • calculation and management of traffic loads

• ATC systems shall implement the following:

  • Flight data processing system, including HMI, to manage trajectory/flight planning without reference to the fixed ATS network

  • Flight planning systems to support FRA and cross-border operations

  • ASM/ATFCM to manage FRA

  • for FRA, Medium Term Conflict Detection (MTCD) including Conflict Detection Tools (CDT), Conflict Resolution Assistant (CORA), Conformance Monitoring, and APW for dynamic airspace volumes/sectors; Trajectory prediction and de-confliction shall support an automated MTCD tool adapted to operate in FRA airspace and, when required, on DCT

• ATC systems may receive and utilise updated flight data coming from an aircraft (ADS-C EPP) where data link functionality is available

• Airspace users' systems shall implement flight planning systems to manage dynamic sector configuration and FRA

• Flight Data Processing System (FDPS) shall support FRA, DCT and A-FUA

• The controller working position shall support the operating environments, as appropriate

3.2. Geographical scope U.K.

Flexible Airspace Management and Free Route shall be provided and operated in the airspace for which the [F32 United Kingdom is] responsible at and above flight level 310 in the ICAO EUR region.

Textual Amendments

F32 Words in Annex point 3.2 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(8); 2020 c. 1, Sch. 5 para. 1(1)

3.3. Stakeholders required to implement the functionality and deployment target dates U.K.

[F33 Air] navigation service providers and airspace users shall operate:

Textual Amendments

F33 Word in Annex point 3.3 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(9); 2020 c. 1, Sch. 5 para. 1(1)

• DCT as from 1 January 2018

• FRA as from [F34 31 December 2028]

Textual Amendments

F34 Words in Annex point 3.3 substituted (24.3.2022) by The Air Traffic Management (Regulation (EU) No 716/2014) (Amendment) Regulations 2022 (S.I. 2022/211), regs. 1(1), 5

3.4. Need for synchronisation U.K.

The deployment of Flexible Airspace Management and Free Route functionality shall be coordinated due to the potential network performance impact of delayed implementation in a wide geographical scope involving a number of stakeholders. From a technical perspective the deployment of targeted system and procedural changes shall be synchronised to ensure that the performance objectives are met. This synchronisation of investments shall involve multiple civil/military air navigation service providers, airspace users and the Network Manager. Furthermore, synchronisation during the related industrialisation phase shall take place, in particular among supply industry.

3.5. Essential prerequisites U.K.

There are no prerequisites for this functionality.

F35 3.6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.K.

Textual Amendments

F35 Annex point 3.6 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(10); 2020 c. 1, Sch. 5 para. 1(1)

F36 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.K.

Textual Amendments

F36 Annex point 4 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(11); 2020 c. 1, Sch. 5 para. 1(1)

5. INITIAL SYSTEM WIDE INFORMATION MANAGEMENT U.K.

System Wide Information Management (SWIM) concerns the development of services for information exchange. SWIM comprises standards, infrastructure and governance enabling the management of information and its exchange between operational stakeholders via interoperable services.

Initial System Wide Information Management (iSWIM) supports information exchanges that are built on standards and delivered through an internet protocol (IP)-based network by SWIM enabled systems. It consists of:

• Common infrastructure components

• SWIM Technical Infrastructure and Profiles

• Aeronautical information exchange

• Meteorological information exchange

• Cooperative network information exchange

• Flight information exchange

5.1. Operational and technical scope U.K.

5.1.1. Common infrastructure components U.K.

Common infrastructure components are:

• The registry, which shall be used for publication and discovery of information regarding service consumers and providers, the logical information model, SWIM enabled services, business, technical, and policy information

• Public Key Infrastructure (PKI), which shall be used for signing, emitting and maintaining certificates and revocation lists; The PKI ensures that information can be securely transferred

5.1.2. SWIM Technical Infrastructure and Profiles U.K.

A SWIM Technical Infrastructure (TI) Profile implementation shall be based on standards and interoperable products and services. Information exchange services shall be implemented on one of the following profiles:

• Blue SWIM TI Profile, which shall be used for exchanging flight information between ATC centres and between ATC and Network Manager

• Yellow SWIM TI Profile, which shall be used for any other ATM data (aeronautical, meteorological, airport, etc.)

5.1.3. Aeronautical information exchange U.K.

Operational stakeholders shall implement services which support the exchange of the following aeronautical information using the yellow SWIM TI Profile:

• Notification of the activation of an Airspace Reservation/Restriction (ARES)

• Notification of the de-activation of an Airspace Reservation/Restriction (ARES)

• Pre-notification of the activation of an Airspace Reservation/Restriction (ARES)

• Notification of the release of an Airspace Reservation/Restriction (ARES)

• Aeronautical information feature on request. Filtering possible by feature type, name and an advanced filter with spatial, temporal and logical operators.

• Query Airspace Reservation/Restriction (ARES) information

• Provide Aerodrome mapping data and Airport Maps

• Airspace Usage Plans (AUP, UUP) — ASM level 1, 2 and 3

• D-Notams

Service implementations shall be compliant with the applicable version of Aeronautical Information Reference Model (AIRM), the AIRM Foundation Material and the Information Service Reference Model (ISRM) Foundation Material.

System requirements U.K.

• ATM systems shall be able to use the Aeronautical information exchange services

5.1.4. Meteorological information exchange U.K.

Operational stakeholders shall implement services which support the exchange of the following meteorological information using the yellow SWIM TI Profile:

• Meteorological prediction of the weather at the airport concerned, at a small interval in the future:

  • wind speed and direction

  • the air temperature

  • the altimeter pressure setting

  • the runway visual range (RVR)

• Provide Volcanic Ash Mass Concentration

• Specific MET info feature service

• Winds aloft information service

• Meteorological information supporting Aerodrome ATC & Airport Landside process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM impact; the system capability mainly targets a ‘time to decision’ horizon between 20 minutes and 7 days.

• Meteorological information supporting En Route/Approach ATC process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM impact; the system capability mainly targets a ‘time to decision’ horizon between 20 minutes and 7 days

• Meteorological information supporting Network Information Management process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM impact; the system capability mainly targets a ‘time to decision’ horizon between 20 minutes and 7 days

Service implementations shall be compliant with the applicable version of AIRM, the AIRM Foundation Material and the ISRM Foundation Material.

System requirements U.K.

• ATM systems shall be able to use the MET information exchange services

5.1.5. Cooperative network information exchange U.K.

Operational stakeholders shall implement services which support the exchange of the following cooperative network information using the yellow SWIM TI Profile:

• Maximum airport capacity based on current and near term weather conditions

• Synchronisation of Network Operations Plan and all Airport Operations Plans

• Regulations

• Slots

• Short term ATFCM measures

• ATFCM congestion points

• Restrictions

• Airspace structure, availability and utilisation

• Network and En-Route Approach Operation Plans

Service implementations shall be compliant with the applicable version of AIRM, the AIRM Foundation Material and the ISRM Foundation Material.

F37 ... U.K.

Textual Amendments

F37 Words in Annex point 5.1.5 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(12); 2020 c. 1, Sch. 5 para. 1(1)

5.1.6. Flight information exchange U.K.

Flight information shall be [F38 shared] during the pre-tactical and tactical phases by ATC [F39 systems with the] Network Manager.

Textual Amendments

F38 Word in Annex point 5.1.6 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(13)(a); 2020 c. 1, Sch. 5 para. 1(1)

F39 Words in Annex point 5.1.6 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(13)(b); 2020 c. 1, Sch. 5 para. 1(1)

Operational stakeholders shall implement services which support the exchange of the following flight information as indicated in the table below using the blue SWIM TI Profile:

• Various operations on a flight object: Acknowledge reception, Acknowledge agreement to FO, End subscription of a FO distribution, Subscribe to FO distribution, Modify FO constraints, Modify route, Set arrival runway, Update coordination related information, Modify SSR code, Set STAR, Skip ATSU in coordination dialogue

• Share Flight Object information. Flight Object includes the flight script composed of the ATC constraints and the 4D trajectory

Operational stakeholders shall implement the following services for exchange of flight information using the yellow SWIM TI Profile:

• Validate flight plan and routes

• Flight plans, 4D trajectory, flight performance data, flight status

• Flights lists and detailed flight data

• Flight update message related (departure information)

Service implementations shall be compliant with the applicable version of AIRM, the AIRM Foundation Material and the ISRM Foundation Material.

System requirements U.K.

• ATC systems shall make use of the flight information exchange services

5.2. Geographical scope U.K.

iSWIM functionality shall be deployed in the [F40 UK ATMS] as indicated in the table. F41 ...

Textual Amendments

F40 Words in Annex point 5.2 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(14)(a)(i); 2020 c. 1, Sch. 5 para. 1(1)

F41 Words in Annex point 5.2 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(14)(a)(ii); 2020 c. 1, Sch. 5 para. 1(1)

a Austria, Belgium, Bulgaria, Czech Republic, France, Ireland, Italy, Portugal, Romania, Slovakia and Spain.
	Civil ANSPs(excluding MET providers)	Airports	Civil-military coordination	Airspace Users	MET providers	F42 ...
Aeronautical information exchange	Area Control Centres, TMAs and Towers identified in the Appendix	Geo-graphical scope as referred to in Point 1.2	All centres in the Member States that have non-integrated civil/military service provisiona	AOC system providers	—	F42 . . .
Meteorological information exchange	Area Control Centres, TMAs and Towers identified in the Appendix	Geo-graphical scope as referred to in Point 1.2	All centres in the Member States that have non-integrated civil/military service provisiona	AOC system providers	All MET providers	F42 . . .
Cooperative network information exchange	Area Control Centres, TMAs and Towers identified in the Appendix	Geo-graphical scope as referred to in Point 1.2	—	AOC system providers	—	F42 . . .
Flight information exchange	Area Control Centres & TMAs identified in the Appendix	—	—	—	—	F42 . . .

Textual Amendments

F42 Words in Annex point 5.2 table omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(14)(b); 2020 c. 1, Sch. 5 para. 1(1)

5.3. Stakeholders required to implement the functionality and deployment target date U.K.

Operational stakeholders F43 ... referred to in Point 5.2 shall provide and operate the iSWIM as of [F44 31 December 2025].

Textual Amendments

F43 Words in Annex point 5.3 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(15); 2020 c. 1, Sch. 5 para. 1(1)

F44 Words in Annex point 5.3 substituted (24.3.2022) by The Air Traffic Management (Regulation (EU) No 716/2014) (Amendment) Regulations 2022 (S.I. 2022/211), regs. 1(1), 6

5.4. Need for synchronisation U.K.

The deployment of Initial System Wide Information Management functionality shall be coordinated due to the potential network performance impact of delayed implementation in a wide geographical scope involving a number of stakeholders. From a technical perspective the deployment of targeted system and service delivery changes shall be synchronised to ensure that the performance objectives are met. This synchronisation shall enable changes targeted within ATM functionalities referred to in sections 1 to 4 above as well as future common projects. Synchronisation shall involve all ATM ground stakeholders (civil/military air navigation service providers, airspace users — for AOC systems, airport operators, MET Service Providers and the Network Manager. Furthermore, synchronisation during the related industrialisation phase shall take place, in particular among supply industry and standardisation bodies.

5.5. Essential prerequisites U.K.

To support the blue SWIM TI Profile, very high and high capacity centres shall be connected to Pan-European Network Services (PENS).

5.6. Interdependencies with other ATM functionalities U.K.

• SWIM services enable the AMAN functionality as described in Point 1, A-FUA as described in Point 3, Network Collaborative Management functionality as described in Point 4 and flight data processing systems to flight data processing systems exchange of down-linked trajectory information between ATS units required by Initial Trajectory Information Sharing functionality referred to in Point 6

• The implementation of SWIM infrastructure and services referred to in Point 5 facilitates the information exchange for all mentioned ATM functionalities

6. INITIAL TRAJECTORY INFORMATION SHARING U.K.

Initial Trajectory Information Sharing (i4D) consists of the improved use of target times and trajectory information, including where available the use of on-board 4D trajectory data by the ground ATC system and Network Manager Systems, implying fewer tactical interventions and improved de-confliction situation.

6.1. Operational and technical scope U.K.

Target times and 4D trajectory data shall be used to enhance ATM system performance.

Trajectory information and target times shall be enhanced by the use of air-ground trajectory exchange.

System Requirements U.K.

• Equipped aircraft shall down-link trajectory information using ADS-C Extended Projected Profile (EPP)as part of the ATN B2 services; The trajectory data shall be automatically down-linked from the airborne system shall update the ATM system according to the contract terms

• Data link communications ground systems shall support ADS-C (downlink of aircraft trajectory using EPP) as part of the ATN B2 services

• Flight data processing systems controller working positions and Network Manager systems shall make use of downlinked trajectories

• FDP to FDP trajectory exchange between ATS units as well as between ATS units and the Network Manager systems shall be supported using flight object exchange as defined in Point 5

6.2. Geographical scope U.K.

Initial Trajectory Information Sharing shall be deployed in all ATS units providing air traffic services within the airspace for which the [F45 United Kingdom is] responsible in the ICAO EUR region.

Textual Amendments

F45 Words in Annex point 6.2 substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(16); 2020 c. 1, Sch. 5 para. 1(1)

6.3. Stakeholders required to implement the functionality and deployment target dates U.K.

ATS providers F46 ... shall ensure that they enable Initial Trajectory Information Sharing as from [F47 31 December 2027].

Textual Amendments

F46 Words in Annex point 6.3 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(17)(a); 2020 c. 1, Sch. 5 para. 1(1)

F47 Words in Annex point 6.3 substituted (24.3.2022) by The Air Traffic Management (Regulation (EU) No 716/2014) (Amendment) Regulations 2022 (S.I. 2022/211), regs. 1(1), 7

F48 ...

Textual Amendments

F48 Words in Annex point 6.3 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(17)(b); 2020 c. 1, Sch. 5 para. 1(1)

6.4. Need for synchronisation U.K.

The deployment of Initial Trajectory Information Sharing functionality shall be coordinated due to the potential network performance impact of delayed implementation in a wide geographical scope involving a number of stakeholders. From a technical perspective the deployment of targeted system and service delivery changes shall be synchronised to ensure that the performance objectives are met. This synchronisation shall enable changes targeted within ATM functionality referred to in section 1, 3 and 4 above as well as future common projects. Synchronisation shall involve all air navigation service providers, the Network Manager and airspace users (air-ground synchronisation need). F49 ... Furthermore, synchronisation during the related industrialisation phase shall take place, in particular among supply industry and standardisation and certification bodies.

Textual Amendments

F49 Words in Annex point 6.4 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(18); 2020 c. 1, Sch. 5 para. 1(1)

6.5. Essential prerequisites U.K.

The data link capability as described in Commission Regulation (EC) No 29/2009 on data link services is an essential prerequisite for this ATM functionality.

6.6. Interdependencies with other ATM functionalities U.K.

• The down-linked aircraft trajectory may be used to enhance the AMAN functionality described in Point 1

• Downlink trajectory information may be integrated into the Enhanced Short Term ATFCM Measures calculation and the Automated Support for Traffic Complexity Assessment as specified in Point 3

• F50 ...

• iSWIM referred to in Point 5 shall enable FDP to FDP exchange of down-linked trajectory information between ATS units

Textual Amendments

F50 Words in Annex point 6.6 omitted (31.12.2020) by virtue of The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(19); 2020 c. 1, Sch. 5 para. 1(1)

[F51 Appendix

Textual Amendments

F51 Annex Appendix substituted (31.12.2020) by The Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/459), regs. 1(2), 341(20); 2020 c. 1, Sch. 5 para. 1(1)

Area Control Centres: U.K.

• LONDON ACC CENTRAL

• PRESTWICK ACC

TMAs and Towers: U.K.

• LONDON TMA TC

• MANCHESTER APPROACH]

(1)

OJ L 96, 31.3.2004, p. 10.

(2)

Commission Implementing Regulation (EU) No 409/2013 of 3 May 2013 on the definition of common projects, the establishment of governance and the identification of incentives supporting the implementation of the European Air Traffic Management Master Plan (OJ L 123, 4.5.2013, p. 1).

(3)

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).

(4)

OJ L 96, 31.3.2004, p. 9.

(5)

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) (OJ L 96, 31.3.2004, p. 1).