(a)

develop and implement a European Route Network Improvement Plan for the safe and efficient operation of air traffic, taking due account of the environmental impact;

(b)

facilitate, within the European Route Network Improvement Plan, the development of an airspace structure offering the required level of safety, capacity, flexibility, responsiveness, environmental performance and seamless provision of expeditious air navigation services, with due regard to security and defence needs;

(c)

ensure regional connectivity and interoperability of the European route network within the ICAO EUR Region and with adjacent ICAO Regions.

(a)

common general principles complemented by technical specifications for airspace design;

(b)

military requirements for use of airspace;

(c)

the European route network and, where feasible, free route airspace structures designed to meet all user requirements with details covering all the airspace changes;

(d)

utilisation rules and availability of the route network and free route airspace;

(e)

division of the airspace into air traffic control (ATC) sectors in support of the ATS airspace;

(f)

procedures for airspace management;

(g)

a detailed timetable for the development of airspace design changes;

(h)

the calendar for a common publication and implementation cycle of the changes in airspace structures and utilisation rules, through the Network Operations Plan;

(i)

an overview of the current and expected network situation, including expected performance based on current and agreed plans for airspace design.

(a)

changes in route alignment;

(b)

changes in route direction;

(c)

changes in route purpose;

(d)

free route airspace description, including associated utilisation rules;

(e)

route utilisation rules and availability;

(f)

changes in vertical or horizontal sector boundary;

(g)

addition or removal of significant points;

(h)

changes in cross-border airspace utilisation;

(i)

changes to the coordinates of significant points;

(j)

changes affecting data transfer;

(k)

changes affecting data published in aeronautical information publications;

(l)

changes affecting letters of agreement with regard to airspace design and utilisation.

(a)

the establishment and configuration of airspace structures shall be based on operational requirements, irrespective of national or functional airspace block borders or Flight Information Region (FIR) boundaries, and shall not be constrained by the division level between upper and lower airspace;

(b)

the design of airspace structures shall be based on a transparent process allowing to consult the decisions made and understand their justifications and shall take into account the requirements of all users whilst reconciling safety, capacity, environmental aspects and having due regard to military and national security needs;

(c)

the present and forecast traffic demand, at network and local level, and the performance targets shall be the input for the European Route Network Improvement Plan with a view to satisfying the needs of the main traffic flows and airports;

(d)

ensure vertical and horizontal connectivity, including terminal airspace and the airspace structure at the interface;

(e)

the possibility for flights to operate along, or as near as possible to, user required routes and flight profiles in the en route phase of flight;

(f)

the acceptance for assessment and possible development of all airspace structures proposals, including Free Route Airspace, multiple route options and Conditional Routes (CDRs), received from stakeholders having an operational requirement in that area;

(g)

the design of airspace structures including Free Route Airspace and ATC sectors shall take into account existing or proposed airspace structures designated for activities which require airspace reservation or restriction. To that end only such structures that are in accordance with the application of the Flexible Use of Airspace (FUA) shall be established. Such structures shall be harmonised and be consistent with the largest possible extent across the entire European network;

(h)

ATC sector design development shall commence with the required route or traffic flow alignments within an iterative process that ensures compatibility between routes or flows and sectors;

(i)

ATC sectors shall be designed to enable the construction of sector configurations that satisfy traffic flows and are adaptable and proportionate to variable traffic demand;

(j)

in cases where for operational reasons ATC sectors require to be designed across national or functional airspace block borders or FIR boundaries, agreements on service provision shall be established between the operational stakeholders concerned.

(a)

airspace structures shall be planned to facilitate flexible and timely airspace use and management with regard to routing options, traffic flows, sector configuration schemes and the configuration of other airspace structures;

(b)

airspace structures should accommodate the establishment of additional route options while ensuring their compatibility with the existing capacity considerations and sector design limitations.

(a)

traffic demand evolution;

(b)

capacity and flight efficiency performance and constraints at State, functional airspace block or network level;

(c)

evaluation of airspace utilisation aspects from both a civil and military perspective;

(d)

evaluation of sectorisation and sector configurations used;

(e)

evaluation of airspace structures integrity and continuity.

(a)

ensure the achievement of an efficient utilisation of the available capacity of the European air traffic management network (EATMN);

(b)

facilitate the planning, coordination and execution of ATFM measures taken by all operational stakeholders.

(c)

facilitate accommodation of military requirements and crisis management responses;

(d)

ensure regional connectivity and interoperability of the European network within the ICAO EUR Region and with adjacent ICAO regions.

(a)

aircraft operators;

(b)

air traffic service (ATS) providers, including ATS units, ATS reporting offices and aerodrome control service units;

(c)

aeronautical information services providers;

(d)

entities involved in airspace management;

(e)

airport operators;

(f)

the central unit for ATFM, operated by the Network Manager;

(g)

local ATFM units as referred to in point 6 of Part A of this Annex;

(h)

slot coordinators at coordinated airports.

(a)

all phases of all flights intended to operate or operating as general air traffic and in accordance with the Instrument Flight Rules (IFR) in whole or in part;

(b)

all phases of flights referred to in point (a) and air traffic management.

(a)

ATFM measures shall:

(b)

the allocation of ATFM departure slots shall give priority to flights according to the order of their planned entry into the location at which the ATFM measure will apply, unless specific circumstances such as those stemming from security and defence needs, require application of a different priority rule which is agreed and is of benefit to the EATMN;

(c)

trajectory times in the planning and execution phases shall be consistent with any applied ATFM measures and shall be communicated by the Network Manager to aircraft operators, ATS units and local ATFM units;

(d)

flights departing from the geographical area where ATFM measures are applied and adjacent Flight Information Regions as described in the appropriate ICAO documentation shall be subject to ATFM slot allocation. Flights departing from other areas shall be exempted from ATFM slot allocation but shall however be subject to route, traffic orientations schemes and trajectory time constraints.

(a)

the ATFM function is available to parties concerned 24 hours a day and that the local ATFM unit, on an exclusive basis, covers a designated area in respect of the airspace under their responsibility within the geographical area where ATFM measures are applied;

(b)

in order to ensure efficient airspace planning allocation and efficient use, as well as direct links between airspace management and ATFM, consistent procedures are established for the cooperation between the parties involved in the ATFM function, ATS units and entities involved in airspace management;

(c)

common procedures for requesting exemption from an ATFM departure slot are in accordance with the ICAO provisions referred to in the Appendix. Those procedures shall be coordinated with the Network Manager through its central unit for ATFM and published in national aeronautical information publications.

(a)

optimise the overall performance of the EATMN through planning, coordination and implementation of agreed ATFM measures, including for transition plans for the entry into service of major airspace or ATM systems improvements and for adverse weather, through cooperative decision-making;

(b)

consult operators on the definition of ATFM measures;

(c)

conclude working arrangements with the local ATFM units;

(d)

ensure the development, availability and effective implementation of ATFM measures (for all ATFM phases), together with local ATFM units; when such ATFM measures have a wider network impact, the Network Manager shall establish, through cooperative decision-making, the nature of the ATFM measures to be implemented;

(e)

in coordination with local ATFM units, identify alternative routings to avoid or alleviate congested areas, taking into account the overall performance of the EATMN;

(f)

offer a re-routing to those flights that would optimise the effect of point (e);

(g)

in coordination with the ATS units and the local ATFM units determine, coordinate and ensure the implementation of appropriate measures aimed at providing the necessary capacity to accommodate traffic demand throughout relevant portions of their area of responsibility;

(h)

provide information on ATFM operations in a timely manner to aircraft operators, local ATFM units and ATS units, including:

(i)

monitor the occurrences of missing flight plans and multiple flight plans that are filed;

(j)

suspend a flight plan when, considering the time tolerance, the ATFM departure slot cannot be met and a new estimated off-block time is not known;

(k)

monitor the number of exemptions from ATFM measures granted;

(l)

develop, maintain and publish contingency plans defining the actions to be taken by relevant operational stakeholders in the event of a major failure of a component of the ATFM function at network level which would result in significant reductions in capacity or major disruptions of traffic flows, or both;

(m)

share with all operational stakeholders all appropriate post operational analyses and evaluations;

(n)

enable the appropriate preparation and the predictability of the EATMN, ensure working arrangements to collect timely and updated traffic demand information for all ATFM phases from the airspace users and share this with the local ATFM units.

(a)

coordinate ATFM measures, through the local ATFM unit(s), with the Network Manager in order to ensure that the measures chosen aim at the optimisation of the overall performance of the EATMN;

(b)

ensure that ATFM measures applied to airports are coordinated with the airport operator concerned, in order to ensure efficiency in airport planning and usage for the benefit of all concerned operational stakeholders;

(c)

notify to the Network Manager, through the local ATFM unit, all events, including transition plans for the entry into service of major airspace or ATM systems improvements and adverse weather, that may impact air traffic control capacity or air traffic demand and proposed mitigation;

(d)

provide the Network Manager and the local ATFM units with the following data and subsequent updates, as technically feasible, in a timely manner and ensuring its quality:

(a)

act as point of contact and interface between the Network Manager providing central ATFM, on the one hand, and designated areas and their associated aerodromes and ATS units (military and civil) within their area of responsibility, on the other hand, on the basis of roles and responsibilities agreed through appropriate working arrangements with the Network Manager;

(b)

establish appropriate local procedures in line with the procedures established by the Network Manager providing central ATFM, including temporary procedures;

(c)

provide the Network Manager providing central ATFM with all the required local data for the execution of the ATFM function;

(d)

ensure, in coordination with relevant ATS units and the Network Manager providing central ATFM, appropriate ATFM measures implementation for an optimum flow of traffic and balanced demand and capacity by coordinating efficient use of available capacity. When those measures have a wider network impact regional coordination under the aegis of the Network Manager shall be ensured;

(e)

notify to the Network Manager all events, including transition plans for the entry into service of major airspace or ATM systems improvements and for adverse weather, that may impact air traffic control capacity or air traffic demand and proposed mitigations;

(f)

ensure, in coordination with relevant ATS units and the Network Manager, post-operation analyses to identify means to improve the network performance;

(g)

have in place continuously updated pre-defined contingency plans detailing how the area under their responsibility will be handled in order to enable the Network Manager to assist local ATFM units in contingency operations. Those local plans shall be shared and coordinated with the Network Manager.

(a)

provide a single flight plan for each intended flight. The filed flight plan shall correctly reflect the intended flight profile;

(b)

ensure that all relevant ATFM measures and changes thereto are incorporated into the planned flight operation;

(c)

participate in the working arrangements established by the Network Manager facilitating timely and updated information on air traffic demand for all ATFM phases.

(a)

have arrangements with the local ATS unit to:

(b)

establish processes to assess the demand and the impact on the demand of special events that are applicable to all ATFM phases.

(a)

where requested by an airport slot coordinator or an airport operator of a coordinated airport, the Network Manager or the local ATFM unit shall provide them with the flight plan of a flight operating at that airport, before that flight takes place. The airport slot coordinators or the airport operators of coordinated airports shall provide the infrastructure required for the reception of the flight plans provided by the Network Manager or the local ATFM unit for;

(b)

before flight, aircraft operators shall provide aerodromes of departure and arrival with the necessary information to enable a correlation to be made between the flight designator contained in the flight plan and that notified for the corresponding airport slot; this correlation shall be provided by the Network manager, the local ATFM unit, the local ATS unit or the airport operator as appropriate;

(c)

any aircraft operator, airport operator and ATS unit shall report to the airport slot coordinator on repeated operation of air services at times that are significantly different from the allocated airport slots or with the use of slots in a significantly different way from that indicated at the time of allocation, where this causes prejudice to airport or air traffic operations;

(d)

the Network Manager shall report to the airport slot coordinators on repeated operation of air services at significantly different times from the allocated airport slots or with the use of slots in a significantly different way from that indicated at the time of allocation, where this causes prejudice to ATFM.

(a)

the Network Manager shall develop, maintain and publish ATFM procedures for handling critical events at the network level. ATFM procedures shall set out the actions to be taken by relevant operational stakeholders in the event of a major disruption of a component of the network which would result in significant reduction in capacity or major disruptions of traffic flows, or both;

(b)

in the preparation for critical events, ATS units and airport operators, shall coordinate the relevance and content of the contingency procedures with the Network Manager and local ATFM units, aircraft operators affected by critical events, and as appropriate the airport slot coordinators, including any adjustment to priority rules. The contingency procedures shall include:

(a)

causes of ATFM measures;

(b)

impact of ATFM measures;

(c)

adherence to ATFM measures;

(d)

contributions by all operational stakeholders to the optimisation of the overall network effect;

(e)

recommendations on these various points to improve the network performance.

(a)

to maximize the use of the European aeronautical radio spectrum through improvements in frequency management procedures and planning criteria in order to prevent shortage of frequencies which would reduce network capacity;

(b)

to improve the transparency of frequency management practices enabling the accurate assessment of the efficient use of frequencies and the determination of solutions to meet future demands for frequencies;

(c)

to increase the effectiveness of the frequency management processes via the promotion of best practices and the development of corresponding tools.

(a)

the need to provide safe communication, navigation and surveillance infrastructure services;

(b)

the need to optimise the use of finite radio spectrum resources;

(c)

the need for cost-effective, fair and transparent access to the radio spectrum;

(d)

the operational requirements of the applicant(s) and operational stakeholders;

(e)

the predicted future demand for radio spectrum;

(f)

the provisions contained in the ICAO European Frequency Management Manual.

(a)

data as specified in the ICAO European Frequency Management Manual including relevant associated technical and operational data;

(b)

enhanced data requirements as referred to in point 6;

(c)

a description of the operational use of the frequency assignment;

(d)

the contact details of the operational stakeholder making use of the assignment.

(a)

remains valid as long as it is being used to meet the operational requirements described by the applicant;

(b)

may be subject to a frequency shift request and that such shifts will need to be implemented within a limited timeframe;

(c)

is subject to modification once the operational use described by the applicant changes.

(a)

the criteria for the assessment of operational requirements and their prioritisation;

(b)

minimum timescales for the coordination of new or amended radio frequency assignments;

(c)

mechanisms to ensure that the relevant European Union-wide performance targets are met by the Network Manager and the national frequency managers;

(d)

that enhanced frequency management procedures, criteria and processes are not adversely affecting those applied by other countries in the context of ICAO Regional procedures;

(e)

the requirements to ensure an appropriate consultation on new or amended management arrangements between Member States and all affected stakeholders at a national and European level.

(a)

to improve the robustness of the code allocation process through allocation of clear roles and responsibilities to all involved stakeholders, with the overall network performance at the centre of code allocation determination;

(b)

to provide increased transparency of code allocations and of the actual code usage enabling the better assessment of the overall network efficiency.

(a)

the operational requirements of all operational stakeholders;

(b)

the actual and predicted levels of air traffic;

(c)

the required use of SSR transponder codes in compliance with relevant provisions of the ICAO Regional Air Navigation Plan, European Region Facilities and Services Implementation Document and guidance material.

(a)

submission of applications for SSR transponder code allocations;

(b)

assessment of applications for SSR transponder code allocations;

(c)

coordination of proposed amendments to SSR code transponder allocations with Member States in accordance with the requirements laid down in Part B;

(d)

periodic audit of the code allocations and needs with a view to optimisation of the situation, including re-allocation of existing codes allocations;

(e)

periodic amendment, approval and distribution of the overall SSR code transponder allocation list referred to in point 3;

(f)

notification, assessment and resolution of unplanned conflicts between assignments of SSR transponder codes;

(g)

notification, assessment and resolution of wrong assignments of SSR transponder codes, detected at code retention checks;

(h)

notification, assessment and resolution of unplanned shortfalls in allocations of SSR transponder codes;

(i)

provision of data and information in accordance with the requirements laid down in Part C.

(a)

to perform a coordinated Mode S interrogator code allocation enabling the overall network efficiency;

(b)

to provide the regulatory basis allowing better enforcement and oversight.

(a)

the operational requirements of all operational stakeholders;

(b)

Commission Regulation (EC) No 262/2009 (1);

(c)

the required management of Mode S interrogator codes in compliance with the provisions of the European principles and procedures for the allocation of Secondary Surveillance Radar Mode S Interrogator Codes (IC) (ICAO EUR Doc 024)

(a)

submission of applications for interrogator code allocations;

(b)

assessments of applications for interrogator code allocations;

(c)

coordination of proposed amendments to interrogator code allocations with Member States in accordance with the requirements laid down in Part B;

(d)

periodic audit of the interrogator code allocations and needs with a view to improve the situation, including re-allocation of existing interrogator code allocations;

(e)

periodic amendment, approval and distribution of the overall interrogator code allocation plan referred to in point 16;

(f)

notification, assessment and resolution of unplanned interrogator code conflicts between Mode S interrogators;

(g)

notification, assessment and resolution of unplanned shortfalls in allocation of interrogator codes;

(h)

provision of data and information in accordance with the requirements laid down in Part C.

(a)

perform interrogator code allocation plan update simulations on the basis of the pending applications;

(b)

prepare a proposed update of the interrogator code allocation plan for approval by the Member States affected by it;

(c)

ensure that the proposed update to the interrogator code allocation plan meets to the greatest extent possible the operational requirements of the interrogator code applications;

(d)

update, and communicate to Member States the interrogator code allocation plan immediately after its approval, without prejudice to national procedures for the communication of information on Mode S interrogators operated by military.

(a)

ensure the impact of the use of SSR transponder codes in third countries is taken into account through participation in the SSR transponder code management working arrangements set out in the relevant provisions of the ICAO Regional Air Navigation Plan, European Region Facilities and Services Implementation Document;

(b)

ensure the SSR transponder code allocation lists referred to in point 3 of Part A is compatible with the code management plan set out in the relevant provisions of the ICAO Regional Air Navigation Plan, European Region Facilities and Services Implementation Document;

(c)

specify requirements to ensure that appropriate consultation on new or amended SSR transponder code management arrangements is conducted with the Member States concerned;

(d)

specify requirements to ensure that appropriate consultation on new or amended SSR transponder code management arrangements is conducted by Member States with all stakeholders concerned at a national level;

(e)

ensure coordination with third countries on the strategic and tactical use of SSR transponder codes is conducted through the SSR transponder code management working arrangements set out in the relevant provisions of the ICAO Regional Air Navigation Plan, European Region Facilities and Services Implementation Document;

(f)

specify minimum timescales for the coordination and consultation of proposed new or amended surveillance interrogator and SSR transponder code allocations;

(g)

ensure changes to the SSR transponder code allocation list are subject to the approval of those Member States concerned by the change;

(h)

specify requirements to ensure that changes to the SSR transponder code allocation list are communicated to all stakeholders immediately after its approval, without prejudice to national procedures for the communication of information on the use of SSR transponder codes by military authorities.

(a)

specify timescales for the coordination and consultation of proposed new or amended Mode S interrogator code allocations;

(b)

ensure changes to the Mode S interrogator code allocation plan are subject to the approval of those Member States concerned by the change;

(c)

ensure coordination with third countries on the strategic and tactical use of Mode S interrogator codes is conducted through the Mode S interrogator code management working arrangements;

(d)

specify requirements to ensure that changes to the Mode S interrogator code allocation plan are communicated to all stakeholders immediately after its approval, without prejudice to national procedures for the communication of information on the use of Mode S interrogator code and SSR transponder codes by military authorities.

(a)

an up-to-date record of the allocation and use of all SSR transponder codes within their area of responsibility, subject to any security constraints concerning full disclosure of specific military code allocations not used for general air traffic;

(b)

justification to demonstrate that existing and requested allocations of SSR transponder codes are the minimum necessary to meet operational requirements;

(c)

details of any allocations of SSR transponder codes that are no longer operationally required and that can be released for re-allocation within the network;

(d)

reports of any actual unplanned shortfall in SSR transponder code allocations;

(e)

details of any change in the installation planning or in the operational status of systems or constituents that may impact on the assignment of SSR transponder codes to flights.

(a)

Enhanced Tactical Flow Management System’s Correlated Position Reports containing SSR transponder code assignments for general air traffic conducting flights under instrument flight rules;

(b)

reports of any actual unplanned conflict or hazard caused by an actual operational SSR transponder code assignment, including information of how the conflict was resolved.

(a)

identify whether or not any conflict or hazard between SSR transponder code allocations is foreseen;

(b)

confirm whether or not operational requirements or efficiency will be adversely affected;

(c)

confirm that amendments to SSR transponder code allocations can be implemented in accordance with required timescales.

(a)

characteristics of Mode S interrogators as specified in Regulation (EC) No 262/2009;

(b)

details of any change in the installation planning or in the operational status of Mode S interrogators or constituents that may impact on the allocation of interrogator codes to Mode S interrogators.

(c)

justification to demonstrate that existing and requested allocations of interrogator codes are the minimum necessary to meet operational requirements;

(d)

allocations of interrogator code that are no longer operationally required and that can be released for re-allocation within the network;

(e)

reports of any actual unplanned shortfall in interrogator code allocations.

(a)

identification of any foreseen conflict or hazard between Mode S interrogator code allocations;

(b)

confirmation of whether or not operational requirements or efficiency will be adversely affected;

(c)

confirmation that amendments to Mode S interrogator code allocations can be implemented in accordance with required timescales.

(a)

including the cooperative aspects of the participating operational stakeholders in terms of roles and responsibilities;

(b)

indicating how the strategic objectives will answer the requirements;

(c)

identifying how progress towards those objectives will be measured;

(d)

indicating how the strategic objectives will impact the industry and other concerned areas.

(a)

the priorities for each of the strategic objectives;

(b)

the implementation of each of the strategic objectives in terms of required deployment of technology, architectural impact, human aspects, involved cost, benefits as well as the necessary governance, resources and regulation;

(c)

the required operational stakeholder participation on each element of the plan including their roles and responsibilities;

(d)

the agreed level of involvement of the Network Manager to support the implementation of each element of the plan for each individual function.

(a)

the intent to reach each of the strategic objectives in terms of required technology and corresponding research and development aspects, architectural impact, human aspects, business case, governance required, and regulation required as well as the associated safety and economic justification for those investments;

(b)

the required operational stakeholder participation on each element of the plan including their roles and responsibilities.

—

including the collaborative aspect of the participating operational stakeholders in terms of roles and responsibilities,

—

indicating how the operational targets and objectives will be covered in the tactical, pre-tactical, short-term and medium-term phases of the Network Operations Plan and other performance targets set under the performance scheme,

—

priorities set and resources needed for the planning period,

—

indicating the impact on the ATM industry and other concerned areas.

—

description of the overall network operations planning process,

—

description of the strategic way the Network Operations Plan will evolve and progress to successfully respond to the operational performance requirements and other performance targets set under the performance scheme,

—

description of tools and data used.

—

network forecast,

—

air navigation service provider, functional airspace block and Area Control Centre (ACC) forecast,

—

main airports forecast,

—

analysis of the traffic forecast, including a range of scenarios,

—

analysis of special events impact.

—

overall network capacity requirements,

—

air navigation service provider, functional airspace block and ACC capacity requirements,

—

airport capacity,

—

analysis of the capacity requirements,

—

overall network environment/flight efficiency requirements,

—

overall network safety requirements,

—

contingency requirements and continuity of services affecting the network.

—

description of the plans and actions expected to be implemented at network level, including airspace, scarce resources and ATFM,

—

description of the operational performance contributions of each of the plans and actions.

—

including description of each of the plans and operational actions expected to be implemented at local level,

—

description of the operational performance contributions of each of the plans and actions,

—

description of relations with third countries and work related to ICAO.

—

overview of special events with significant ATM impact,

—

individual special events and their handling from a network perspective,

—

major military exercises.

—

airspace availability: default days/times of availability of reserved airspace,

—

ad hoc requests for unplanned use of reserved airspace,

—

release of reserved airspace to civil use whenever not required, giving as much notice as possible.

—

ATFM delay/capacity targets and forecast at network, air navigation service provider, functional airspace block and ACC levels,

—

airport operational performance,

—

network environment/flight efficiency performance target and forecast,

—

impact of special events,

—

analysis of the operational performance targets and forecast.

—

identification of operational (safety, capacity, flight efficiency) bottlenecks and potential bottlenecks, their causes and agreed solutions or mitigation actions, including options for demand capacity balancing.