Commission Implementing Regulation (EU) 2019/123Dangos y teitl llawn

ANNEX I U.K. THE EUROPEAN ROUTE NETWORK DESIGN FUNCTION

PART A U.K. Objective and scope

1. The objective of the European Route Network Design (ERND) function is to: U.K.

(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.

2. The European Route Network Improvement Plan is a rolling plan established by the Network Manager in coordination with Member States and the operational stakeholders. The plan includes the result of its operational activities on short- and medium-term route network design in accordance with the guiding principles of the Network Strategy Plan. It shall reflect all the elements necessary to ensure that European airspace is designed as a single entity and it shall meet the Union-wide performance targets set for the Network Manager in the performance scheme. U.K.

3. The European Route Network Improvement Plan shall form the ERND-specific part of the Network Operations Plan and include detailed rules for the implementation of the ERND-part of the Network Strategy Plan. U.K.

4. The European Route Network Improvement Plan shall include: U.K.

(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.

PART B U.K. Procedure for the development of the European Route Network Improvement Plan

1. The Network Manager, Member States, airspace users, air navigation service providers acting as part of functional airspace blocks or individually, shall develop the European Route Network Improvement Plan through cooperative decision-making as referred to in Article 15. They shall apply the airspace design principles set out in Part C of this Annex. U.K.

2. The cooperative decision-making shall follow detailed working arrangements and processes for operations to be set at the expert level by the Network Manager, including the civil-military dimension. Those working arrangements shall be developed following consultation of all stakeholders. The working arrangements shall take place at regular intervals to reflect the needs of the European Route Network Design function. U.K.

3. To ensure appropriate connectivity of the European Route Network Improvement Plan, the Network Manager and the Member States shall include third countries in the cooperative decision-making process in accordance with Article 24. Appropriate cooperation shall be ensured between, on the one hand, the Network Manager and its expert level detailed working arrangements supporting the development of the European Route Network Improvement Plan and, on the other hand, the relevant ICAO expert level working arrangements covering route network improvements at the interface. U.K.

4. Airspace design projects shall be compatible and consistent with the European Route Network Improvement Plan. At least the following changes to airspace design projects require compatibility checking and need to be notified to the Network Manager: U.K.

(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.

5. The European Route Network Improvement Plan shall be continuously reviewed during its operation to take into account new or changing demands of the airspace. In that review process, a continuous coordination shall be ensured with the military authorities. U.K.

PART C U.K. Airspace design principles

1. When developing the European Route Network Improvement Plan, the Network Manager, Member States and air navigation service providers, acting as part of functional airspace blocks or individually, shall, through cooperative decision-making, adhere to the following airspace design principles: U.K.

(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.

2. The Network Manager, Member States, functional airspace blocks and air navigation service providers (the latter acting as part of functional airspace blocks or individually), shall, through cooperative decision-making, ensure that the following principles apply to airspace utilisation and capacity management: U.K.

(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.

PART D U.K. Ongoing monitoring of performance achievements at network level

1. To ensure the regular performance improvements, the Network Manager, shall carry out a regular post-operations review of the effectiveness of the implemented airspace structures, through cooperative decision-making. U.K.

2. This review shall include, in particular: U.K.

(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.

ANNEX II U.K. AIR TRAFFIC FLOW MANAGEMENT FUNCTION

PART A U.K. Objective and scope

1. The objective of the Air Traffic Flow Management (ATFM) function is to: U.K.

(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.

2. ATFM and contingency procedures referred to in point 15 of Part B of this Annex shall ensure better traffic predictability and optimise the available capacity of the EATMN (including at airports) and aim at increasing the consistency between airport slots and flight plans. U.K.

3. ATFM function shall follow detailed working arrangements for the implementation of ATFM measures. All operational stakeholders involved shall adhere to rules and procedures that ensure that air traffic control capacity is used safely and to the maximum extent possible; U.K.

4. The ATFM function shall cover all ATFM phases (strategic, pre-tactical, tactical and post operations) as identified in the ICAO provisions referred to in the Appendix. It shall comply with these ICAO provisions. U.K.

5. The ATFM function shall apply to the following parties, or agents acting on their behalf, involved in ATFM processes: U.K.

(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.

6. ‘Local ATFM Unit’ means a flow management entity operating on behalf of one or more other flow management entities as the interface between the central unit for ATFM and an ATS unit or a group of ATS units. It can operate at ATS unit level, at national level, at functional airspace block level or at any other sub-regional level; U.K.

7. The local ATFM units and the Network Manager through its central unit for ATFM shall support the execution of the ATFM function. U.K.

PART B U.K. Planning and operational principles

1. The Network Manager and the operational stakeholders shall plan and execute the tasks supporting the ATFM function for: U.K.

(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.

2. Appropriate cooperation and coordination shall be ensured between the Network Manager working arrangements supporting the ATFM function and the relevant ICAO working arrangements covering ATFM aspects at the interfaces. U.K.

3. Military aircraft operating as general air traffic shall be subject to ATFM measures when operating or intending to operate within airspace or airports to which ATFM measures apply. U.K.

4. The ATFM function shall be governed by the following principles: U.K.

(a)

ATFM measures shall:

(i)

support safe operations and prevent excessive air traffic demand compared with declared ATC capacity of sectors and aerodromes including runways;

(ii)

use EATMN capacity to the maximum extent possible in order to optimise the efficiency of the EATMN and minimise adverse effects on operators;

(iii)

optimise the EATMN capacity made available through the development and application of capacity enhancing measures by ATS units;

(iv)

support the management of critical events.

(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.

5. Member States shall ensure that: U.K.

(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.

6. The Network Manager shall: U.K.

(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)

planned ATFM measures;

(ii)

impact of ATFM measures on take-off time and flight profile of individual flights;

(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.

7. The ATS units shall: U.K.

(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:

(i)

airspace and route structures;

(ii)

airspace and route availability including availability through application of flexible use of airspace in accordance with Regulation (EC) No 2150/2005;

(iii)

ATS unit sector configurations and activations;

(iv)

aerodrome taxi times and runway configurations;

(v)

air traffic control sector, and aerodrome capacities including runways;

(vi)

updated flight positions;

(vii)

deviations from flight plans;

(viii)

actual flight take-off times;

(ix)

information on the operational availability of the Communication Navigation Surveillance (CNS)/ATM infrastructure.

8. The data referred to in paragraph 7(d) shall be made available to and from the Network Manager and the operational stakeholders. U.K.

9. To ensure network predictability, the ATS unit at the departure airport shall ensure that flights not adhering to their estimated off blocks time, taking into account the established time tolerance or the flight plan of which has been rejected or suspended are not given a take-off clearance. U.K.

10. The local ATFM units shall: U.K.

(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.

11. Where an ATS reporting office is established, it shall facilitate the exchange of information between pilots or operators and the local ATFM unit or the Network Manager providing central ATFM. U.K.

12. The aircraft operators shall: U.K.

(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.

13. Airport operators shall: U.K.

(a)

have arrangements with the local ATS unit to:

(i)

exchange and coordinate with the relevant local ATFM units and the Network Manager all information on capacity and air traffic demand and their evolution for all ATFM phases, in particular ahead of flight schedule publication;

(ii)

notify the relevant local ATFM units and the Network Manager, all events that may impact air traffic control capacity or air traffic demand.

(b)

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

14. With respect to consistency between flight plans and airport slots: U.K.

(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.

15. When implementing arrival and departure planning information (DPI), airport local operational stakeholders shall ensure full coordination with the Network Manager in the establishment and operation of that functionality and the associated data exchange. U.K.

16. With respect to critical events: U.K.

(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:

(i)

organisational and coordination arrangements;

(ii)

ATFM measures to manage access to affected areas to prevent excessive air traffic demand compared with declared capacity of the whole or part of the airspace or airports concerned;

(iii)

circumstances, conditions and procedures for the application of priority rules for flights, which respect Member States’ essential security or defence policy interests;

(iv)

recovery arrangements.

PART C U.K. Monitoring of the ATFM Function

1. In order to ensure the predictability and thus the performance of the EATMN, information about and adherence to planned operations and the ATFM measures are paramount. Therefore, a specific monitoring of the ATFM function shall be put in place. U.K.

2. Member States shall ensure that where adherence to ATFM departure slots at an airport of departure is 80 % or less during a year, as identified by the Network Manager, the ATS unit at that airport shall provide relevant information on the non-compliance and the actions taken to ensure adherence to ATFM departure slots. Such actions shall be indicated in a report to be submitted by the Member State concerned to the Commission. U.K.

3. In case of any failure to adhere to flight plan rejections or suspensions, the ATS unit at the airport concerned shall provide relevant information to the Network Manager on the non-adherence and the actions taken to ensure adherence. Such actions shall be indicated in a report to be submitted by the Network Manager to the Commission. U.K.

4. In case granted exemptions are in excess of 0,6 % of a Member State’s annual departures, the Network Manager shall notify that Member State. Where a Member State has been notified, it shall produce a report providing details of the exemptions granted and submit the report to the Commission. U.K.

5. The Network Manager shall ensure that the aircraft operator is notified of non-adherence to ATFM measures resulting from application of the requirements related to missing and multiple flight plans. Where an aircraft operator has been notified, it shall produce a report providing details of the circumstances and the actions taken to correct such non-adherence. The Network Manager shall produce an annual report to be submitted to the Commission providing details of missing flight plans, or multiple flight plans that are filed. U.K.

6. The Network Manager shall conduct an annual review of adherence to ATFM measures to ensure that all operational stakeholders improve the level of adherence to those measures. U.K.

7. The Network Manager shall produce annual reports and submit them to the Commission. The reports shall indicate the quality of the ATFM function and shall include details of: U.K.

(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.

8. The Network Manager shall ensure that an archive of ATFM data listed in this Annex, flight plans, operational logs and relevant contextual data is created and maintained. That data shall be retained for two years from their submission and made available to the Commission, Member States, ATS units and aircraft operators, as required. That data shall be also made available to airport slot coordinators and airport operators to assist them in their regular assessment of the declared capacity. U.K.

Appendix List of the ICAO provisions for the purpose of air traffic flow management

1. Chapter 3 paragraph 3.7.5 (Air Traffic Flow Management) of Annex 11 to the Chicago Convention — Air Traffic Services (14th edition — July 2016, incorporating Amendment No 50A) U.K.

2. Chapter 3 (ATS Capacity and Air Traffic Flow Management) of ICAO Doc 4444, Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM) (16th edition — 2016, incorporating Amendment No 7A) U.K.

3. Chapter 2 and 8 (Air Traffic Flow Management) of ICAO Doc 7030, European (EUR) Regional Supplementary Procedures (5th edition 2007). U.K.

ANNEX III U.K. THE RADIO FREQUENCY FUNCTION

PART A U.K. Objective and scope

1. The objectives of this function are: U.K.

(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.

2. The Network Manager and national frequency managers shall agree on overall priorities for the function to improve the design and operation of the European aviation network. Those priorities shall be documented in the form of a frequency part of the Network Strategy Plan and the Network Operations Plan upon which stakeholders are to be consulted. In particular, prioritisation may consider specific bands, areas and services. U.K.

PART B U.K. Requirements for the execution of the function

1. Member States shall appoint a competent person, authority or organisation as national frequency manager with the responsibility for ensuring that frequency assignments are made, modified and terminated in accordance with this Regulation. Member States shall notify to the Commission and to the Network Manager the names and addresses of the national frequency managers and shall notify any change in the appointments in a timely manner. U.K.

2. The Network Manager shall prepare and coordinate network-related strategic spectrum aspects which are to be appropriately documented in the Network Strategy Plan and the Network Operations Plan. The Network Manager shall support the Commission and Member States in the preparation of common aviation positions for coordinated Member State contributions to international forums, and in particular to the European Conference of Postal and Telecommunications Administrations (CEPT) and International Telecommunications Union (ITU). U.K.

3. At the request of Member States, the Network Manager shall inform the Commission and undertake actions with the Commission and the European Conference of Postal and Telecommunications Administrations (CEPT) to address any concerns with other industry sectors. U.K.

4. The national frequency managers shall report to the Network Manager, radio interference cases that impact the European aviation network. The Network Manager shall record occurrence of radio interference cases and support the national frequency managers in their assessment. At the request of national frequency managers, the Network Manager shall coordinate actions or provide any support necessary to resolve or mitigate such cases. U.K.

5. The Network Manager and the national frequency managers shall further develop and enhance frequency management procedures, planning criteria, data sets and processes to improve the use and occupancy of radio spectrum by general air traffic users. At the request of the Member States, the Network Manager shall propose to extend the application of these developments to regional level. U.K.

6. When a frequency assignment is required, the individual or organisation applying for the use of a frequency shall file a request with the appropriate national frequency manager with all the relevant data and justification. U.K.

7. The national frequency managers and the Network Manager shall assess and prioritise frequency requests on the basis of operational requirements and agreed criteria. The Network Manager in cooperation with the national frequency managers shall determine the impact of frequency requests on the network. The Network Manager shall establish the assessment and prioritisation criteria in consultation with the national frequency managers and maintain and update them thereafter as necessary. U.K.

8. Where there is no impact on the network, the national frequency managers shall determine suitable frequency(ies) in reply to the frequency request taking into account the requirements of point 12. U.K.

9. Where there is an impact on the network, the Network Manager shall determine suitable frequency(ies) in reply to the frequency request, taking into account the following requirements: U.K.

(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.

10. When a suitable frequency as referred to in points 11 and 12 cannot be determined, the national frequency managers may request the Network Manager to undertake a specific frequency search. In order to identify a solution for the national frequency managers, the Network Manager supported by the national frequency managers may undertake a specific examination of the frequency usage situation in the concerned geographical area. U.K.

11. The national frequency manager shall assign suitable frequency(ies) determined in points 12 or 13. U.K.

12. The national frequency manager shall register each frequency assignment in the central register by including the following information: U.K.

(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.

Member States shall make use of the central register to fulfil their administrative frequency assignment registration obligations towards ICAO.

13. When assigning the frequency to the applicant, the national frequency manager shall include conditions of use. As a minimum, those conditions shall specify that the frequency assignment: U.K.

(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.

14. The national frequency manager(s) shall ensure that any required frequency shift, modification or termination is performed by the individual or organisation assigned with the frequency concerned within the agreed timeframe and that the central register is updated accordingly. The national frequency manager(s) shall forward appropriate justification to the Network Manager when those actions cannot be performed. U.K.

15. The national frequency managers shall ensure that the information referred to in point 12 of Part B concerning all frequency assignments used in the European aviation network are available in the central register. U.K.

16. The Network Manager and the national frequency manager(s) shall perform monitoring and evaluations of aviation frequency bands and frequency assignments based on transparent procedures in order to ensure their correct and efficient use. The Network Manager shall set up such procedures in consultation with the national frequency managers and shall maintain and update them thereafter as necessary. In particular, the Network Manager shall identify any discrepancy between the central register, the operational purpose and the actual use of the frequency assignment which may have a detrimental impact on the radio frequency function. The Network Manager shall notify the national frequency manager of such discrepancies for their resolution, within an agreed timeframe. U.K.

17. The Network Manager shall ensure the availability of common tools to support central and national planning, coordination, registration, auditing and optimisation. In particular, tools shall be developed by the Network Manager to support the analysis of the central register data to monitor the efficiency of the function and to design and implement the frequency optimisation process under point 7. U.K.

PART C U.K. Requirements for the organisation of the frequency function

1. The cooperative decision-making between national frequency managers and the Network Manager shall be based on arrangements that at least specify: U.K.

(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.

2. Evolution of arrangements for the coordination of radio frequencies shall be specified in cooperation with the national frequency managers and shall reduce overheads as far as practical. U.K.

3. Coordination on the strategic and tactical use of radio frequencies with third countries not participating in the work of the Network Manager shall be conducted through the ICAO regional working arrangements. This shall be done with a view to enable access of third countries to the work of the Network Manager. U.K.

4. Member States shall ensure that the use of aviation frequency bands by military users is appropriately coordinated through cooperative decision making with the national frequency managers and the Network Manager. U.K.

ANNEX IV U.K. THE RADAR TRANSPONDER CODES FUNCTION

PART A U.K. Objectives and general requirements

Transponder Code (TC): U.K.

1. The objectives of this function are: U.K.

(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.

2. The Network Manager shall allocate the Secondary Surveillance Radar (SSR) transponder codes to the Member States and the air navigation service providers in a manner that optimises their safe and efficient distribution taking the following into account: U.K.

(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.

3. The Network Manager shall make available at all times to Member States, air navigation service providers and third countries an SSR transponder code allocation list that describes the complete and up-to-date allocation of SSR codes. U.K.

4. A formal process for establishing, assessing and coordinating the requirements for SSR transponder code allocations shall be implemented by the Network Manager, taking into account all required civil and military uses of SSR transponder codes. U.K.

5. The formal process laid down in point 4 shall include, as a minimum, relevant agreed procedures, timescales and performance targets for the completion of the following activities: U.K.

(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.

6. Applications for SSR transponder code allocations received as part of the process laid down in point 4 shall be checked by the Network Manager for compliance with the requirements of the process for format and data conventions, completeness, accuracy, timeliness, and justification. U.K.

7. Member States shall ensure that SSR transponder codes are assigned to an aircraft in accordance with the SSR transponder code allocation list referred to in point 3. U.K.

8. The Network Manager shall operate, on behalf of the Member States and air navigation service providers a centralised SSR transponder code assignment and management system for the automatic assignment of SSR transponder codes to general air traffic. U.K.

9. The Network Manager shall implement procedures and tools for the regular evaluation and assessment of the actual use of SSR transponder codes by Member States and air navigation service providers. U.K.

10. The Network Manager, Member States and air navigation service providers shall agree on plans and procedures to support the periodic analysis and identification of future SSR transponder code requirements. That analysis shall include the identification of potential performance impacts created by any predicted shortfalls in the allocations of SSR transponder codes. U.K.

11. Operations manuals containing the necessary instructions and information to enable the network function to be conducted in accordance with the requirements of this Regulation shall be developed and maintained by the Network Manager. Those operations manuals shall be distributed and maintained in accordance with appropriate quality and documentation management processes. U.K.

Mode S Interrogator Code (MIC): U.K.

12. The objectives of this process are the following: U.K.

(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.

13. The Network Manager shall allocate the interrogator codes to civil and military Mode S interrogators in a manner that optimises the safe and efficient operation of air traffic surveillance and civil-military coordination taking the following into account: U.K.

(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)

14. The Network Manager shall operate, on behalf of the Member States, a centralised interrogator code allocation system(2) for the coordinated allocation of interrogator codes to Mode S interrogators. U.K.

15. Member States shall provide a centralised interrogator code allocation service to Mode S operators through the interrogator code allocation system. U.K.

16. The Network Manager shall make available at all times to Member States, Mode S operators and third countries an interrogator code allocation plan that provides the most recently approved complete set of interrogator code allocations in ICAO European region. U.K.

17. The Network Manager shall implement a formal process for establishing, assessing and coordinating the requirements for interrogator code allocations, taking into account all required civil and military uses of interrogator codes. U.K.

18. The formal process laid down in point 17 shall include, as a minimum, relevant agreed procedures, timescales and performance targets for the completion of the following activities: U.K.

(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.

19. The Network Manager shall check the applications for interrogator code allocations received as part of the process laid down in point 18 for compliance with the requirements of the process for format and data conventions, completeness, accuracy, timeliness, and justification. U.K.

20. As part of the process laid down in point 18, the Network Manager shall: U.K.

(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.

21. The Network Manager shall implement procedures and tools for the regular evaluation and assessment of the actual use of Mode S interrogator codes by civil and military Mode S operators. U.K.

22. The Network Manager, Member States, and Mode S operators shall agree the plans and procedures to support the periodic analysis and identification of future Mode S interrogator code requirements. That analysis shall include the identification of potential performance impacts created by any predicted shortfalls in the allocations of interrogator codes. U.K.

23. Operations manuals containing the necessary instructions and information to enable the network function to be conducted in accordance with the requirements of this Regulation shall be developed and maintained by the Network Manager. Those operations manuals shall be distributed and maintained in accordance with appropriate quality and documentation management processes. U.K.

PART B U.K. Requirements for the specific consultation mechanisms

Transponder Code: U.K.

1. The Network Manager shall establish a dedicated mechanism for the coordination and consultation of detailed SSR transponder code allocation arrangements. That mechanism shall: U.K.

(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.

2. The Network Manager, in coordination with national military authorities, shall ensure that the necessary measures are taken to ascertain that the allocation and use of SSR transponder codes for military needs have no detrimental impact on the safety or efficient flow of general air traffic. U.K.

Mode S Interrogator Code: U.K.

3. The Network Manager shall establish a dedicated mechanism for the coordination and consultation of detailed Mode S interrogator code allocation arrangements. The mechanism shall: U.K.

(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.

4. The Network Manager shall ensure that appropriate consultation on new or amended interrogator code management arrangements is conducted with the Member States through cooperative decision-making. U.K.

5. The Network Manager, in coordination with national military authorities, shall ensure that the necessary measures are taken to ascertain that the allocation and use of Mode S interrogator code for military needs have no detrimental impact on the safety or efficient flow of general air traffic. U.K.

PART C U.K. Requirements for the provision of data

Transponder Code: U.K.

1. Applications submitted for new or amended allocations of SSR transponder codes shall comply with the format and data conventions, completeness, accuracy, timeliness, and justification requirements of the process laid down in point 4 of Part A. U.K.

2. Member States shall provide the Network Manager with the following data and information within agreed timescales prescribed by the Network Manager to support the provision of the network function for SSR transponder codes: U.K.

(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.

3. Air navigation service providers shall provide the Network Manager with the following data and information within agreed timescales prescribed by the Network Manager to support the provision of the network function for SSR transponder codes: U.K.

(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.

4. Responses by Member States and air navigation service providers to the coordination of proposed amendments to SSR code transponder allocations and updates of the SSR transponder code allocation list shall as a minimum: U.K.

(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.

Mode S Interrogator Code: U.K.

5. Applications submitted for new or amended allocations of interrogator code shall comply with the format and data conventions, completeness, accuracy, timeliness, and justification requirements of the process laid down in point 17 of Part A. U.K.

6. Member States shall provide the Network Manager with the following data and information within agreed timescales prescribed by the Network Manager to support the provision of the interrogator code allocation service: U.K.

(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.

7. The Network Manager shall use the responses provided by Member States to the interrogator code allocation plan proposal including: U.K.

(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.

8. The Network Manager shall support Member States in resolving the MIC conflict reported by the Members States or Mode S operators. U.K.

ANNEX V U.K. TEMPLATE FOR NETWORK STRATEGY PLAN

The Network Strategy Plan shall be based on the following structure: U.K.

1. INTRODUCTION U.K.

1.1. Scope of the Network Strategy Plan (geographical and time period) U.K.

1.2. Preparation of the plan and validation process U.K.

2. OVERALL CONTEXT AND REQUIREMENTS U.K.

2.1. Description of the current and planned network situation including ERND, ATFM, airports and scarce resources U.K.

2.2. Challenges and opportunities related to the time period of the plan (including traffic demand forecast and worldwide evolution) U.K.

2.3. Performance objectives and business requirements as expressed by the different stakeholders and the Union-wide performance targets U.K.

3. STRATEGIC VISION U.K.

3.1. Description of the strategic way the network will develop and progress to successfully respond to the performance targets and business requirements U.K.

3.2. Consistency with the performance scheme U.K.

3.3. Consistency with the European ATM master plan U.K.

3.4. Consistency with common projects set up in accordance with Commission Implementing Regulation (EU) No 409/2013 U.K.

4. STRATEGIC OBJECTIVES U.K.

4.1. Description of the network strategic objectives: U.K.

(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.

5. STRATEGIC PLANNING U.K.

5.1. Description of the short- and medium-term planning: U.K.

(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.

5.2. Description of the long-term planning: U.K.

(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.

6. RISK ASSESSMENT U.K.

6.1. Description of the risks associated with the implementation of the plan. U.K.

6.2. Description of the monitoring process (including potential deviation from initial objectives). U.K.

7. RECOMMENDATIONS U.K.

7.1. Identification of the actions to be taken by the Union and Member States to support the implementation of the plan. U.K.

ANNEX VI U.K. TEMPLATE FOR NETWORK OPERATIONS PLAN

The Network Operations Plan shall be based on the following general structure (that shall be tailored to the various individual functions and to the time horizon of the Network Operations Plan to reflect its rolling nature and its 3 to 5 year, annual, seasonal, weekly and daily periods): U.K.

1. INTRODUCTION U.K.

1.1. Scope of the Network Operations Plan (geographical and time period) U.K.

1.2. Preparation of the plan and validation process U.K.

2. DESCRIPTION OF THE NETWORK OPERATIONS PLAN, OPERATIONAL TARGETS AND OBJECTIVES U.K.

• 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.

3. OVERALL NETWORK OPERATIONS PLANNING PROCESS U.K.

• 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.

4. OVERALL CONTEXT AND OPERATIONAL REQUIREMENTS U.K.

4.1. Summary description of the past network operational performance U.K.

4.2. Challenges and opportunities related to the time period of the plan U.K.

4.3. Network traffic forecast in accordance with Appendices 1 and 2, including: U.K.

• 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.

4.4. Network operational performance requirements, including: U.K.

• 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.

4.5. Operational needs as expressed by the different stakeholders, including military U.K.

5. NETWORK OPERATIONAL PERFORMANCE ENHANCEMENT PLANS AND ACTIONS AT NETWORK LEVEL U.K.

• 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.

6. OPERATIONAL PERFORMANCE ENHANCEMENT PLANS AND OPERATIONAL ACTIONS AT LOCAL LEVEL U.K.

• 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.

7. SPECIAL EVENTS U.K.

• overview of special events with significant ATM impact,

• individual special events and their handling from a network perspective,

• major military exercises.

8. MILITARY AIRSPACE REQUIREMENTS U.K.

• 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.

9. CONSOLIDATED FORECAST AND ANALYSIS OF THE OPERATIONAL PERFORMANCE OF THE NETWORK U.K.

• 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.

10. IDENTIFICATION OF OPERATIONAL BOTTLENECK AREAS AND MITIGATION SOLUTIONS AT NETWORK AND LOCAL LEVEL U.K.

• 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.

Appendix 1 Area Control Centres (ACCs)

The Network Operations Plan shall give a detailed description per ACC of all the areas identified in this Appendix describing their planned operational enhancement actions, the prospects for the period, the traffic forecast, the delay target and forecast, the significant events that may affect the traffic, operational contacts. U.K.

The Network Manager shall include for each ACC:

• traffic forecast,

• an analysis of current operational performance,

• a quantified evaluation of the achieved capacity (capacity baseline),

• a quantified evaluation of the required capacity for various traffic evolutions scenarios (required capacity profile),

• a quantified evaluation of the planned operational enhancement actions at ACC level, as agreed with the air navigation service providers,

• delay target and forecast,

• an analysis of expected operational performance (safety, capacity, environment).

Each air navigation service provider shall provide the Network Manager with the following information to be included in the individual ACC description:

• local delay target,

• assessment/confirmation of traffic forecast, taking into account local knowledge,

• number of available sectors: sector configuration/opening scheme per season/day of week/time of day,

• capacities/monitoring values for each sector/traffic volume per configuration/opening scheme,

• planned or known special events, including dates/times and associated impact on operational performance,

• details of operational enhancement measures planned, their implementation schedule and associated negative/positive impact on capacity and/or efficiency,

• details of proposed and confirmed changes to the airspace structure and utilisation,

• additional actions as agreed with the Network Manager,

• ACC operational contacts.

Appendix 2 Airports

For those European airports that have an impact on the performance of the network, the Network Operations Plan shall give a detailed description of all the areas identified in this Appendix, as well as, describe planned operational enhancement measures, the prospects for the period, the traffic and delay forecast, the significant events that may affect the traffic and operational contacts. U.K.

The Network Manager shall include for each airport, in particular based on information received by airport operators and air navigation service providers:

• traffic forecast,

• an analysis of expected operational performance of the planned operational enhancement measures (safety, capacity, environment).

For each airport included in the Network Operations Plan, the airport operator and the local ATS unit shall have arrangements so as to provide the Network Manager with the following information to be included in the individual airport description:

• assessment/confirmation of traffic forecast, taking into account local knowledge,

• runway capacity for each runway configuration, current and projected arrivals and departures,

• a capacity specification for and duration of night period, where relevant,

• details of operational enhancement measures planned, their implementation schedule and associated negative/positive impact on capacity and/or efficiency,

• planned or known special events, including dates/times and associated impact on operational performance,

• other planned capacity enablers,

• additional actions as agreed with the Network Manager.

(1)

Commission Regulation (EC) No 262/2009 of 30 March 2009 laying down requirements for the coordinated allocation and use of Mode S interrogator codes for the single European sky (OJ L 84, 31.3.2009, p. 20).

(2)

Defined in Article 2(11) of Regulation (EC) No 262/2009.