Each NOTAM shall be allocated a series identified by a letter and a four-digit number followed by a stroke and a two-digit number for the year (e.g. A0023/03). Each series shall start on 1 January with the number 0001.

Item Q is divided into eight fields, each separated by a stroke. An entry shall be made in each field. Examples of how fields are to be filled in are shown in the Aeronautical Information Services Manual (ICAO Doc 8126). The definition of the field is as follows:

or, if the subject of the information is geographically located within more than one FIR, the FIR field shall be composed of the ICAO nationality letters of the Member State originating the NOTAM followed by ‘XX’. The location indicator of the overlying UIR shall not be used. The ICAO location indicators of the FIRs concerned shall then be listed in Item A or the indicator of the Member State or the delegated entity which is responsible for provision of a navigation service in more than one Member State.

All NOTAM Code groups contain a total of five letters, the first of which is always the letter ‘Q’. The second and third letters identify the subject, and the fourth and fifth letters denote the status or condition of the subject reported upon. The two-letter codes for subjects and conditions are those contained in ICAO Doc 8400 ‘Procedures for Air Navigation Services – ICAO Abbreviations and Codes (PANS-ABC)’. For combinations of second and third, and fourth and fifth letters, refer to the ‘NOTAM Selection Criteria’ contained in ICAO Doc 8126 or insert one of the following combinations, as appropriate:

AK

RESUMED NORMAL OPERATION AL = OPERATIVE (OR RE-OPERATIVE) SUBJECT TO PREVIOUSLY PUBLISHED LIMITATIONS/CONDITIONS AO = OPERATIONAL CC = COMPLETED CN = CANCELLED HV = WORK COMPLETED XX = PLAIN LANGUAGE As Q – - AO = Operational shall be used for NOTAM cancellation and NOTAM promulgating new equipment or services, use the following fourth and fifth letters Q – - CS = Installed. Q – - CN = CANCELLED shall be used to cancel planned activities, e.g. navigation warnings; Q – - HV = WORK COMPLETED shall be used to cancel work in progress.

I = IFR V = VFR K = NOTAM is a checklist Depending on the NOTAM subject and content, the qualifier field TRAFFIC may contain combined qualifiers.

N = NOTAM selected for the immediate attention of flight crew members B = NOTAM of operational significance selected for PIB entry O = NOTAM concerning flight operations M = Miscellaneous NOTAM; not subject for a briefing, but available on request K = NOTAM is a checklist Depending on the NOTAM subject and content, the qualifier field PURPOSE may contain the combined qualifiers BO or NBO.

A = Aerodrome E = En-route W = Nav Warning K = NOTAM is a checklist Depending on the NOTAM subject and content, the qualifier field SCOPE may contain combined qualifiers.

LOWER and UPPER limits shall only be expressed in flight levels (FL) and shall express the actual vertical limits of the area of influence without the addition of buffers. In the case of navigation warnings and airspace restrictions, values entered shall be consistent with those provided under Items F and G. If the subject does not contain specific height information, insert ‘000’ for LOWER and ‘999’ for UPPER as default values.

The latitude and longitude accurate to one minute, as well as a three-digit distance figure giving the radius of influence in NM (e.g. 4700N01140E043). Coordinates present the approximate centre of circle whose radius encompasses the whole area of influence, and if the NOTAM affects the entire FIR/UIR or more than one FIR/UIR, enter the default value ‘999’ for radius.

Insert the ICAO location indicator as contained in ICAO Doc 7910 of the aerodrome or FIR in which the facility, airspace, or condition being reported on is located. More than one FIR/UIR may be indicated, when appropriate. If there is no available ICAO location indicator, use the ICAO nationality letter as given in ICAO Doc 7910, Part 2, plus ‘XX’ and followed up in Item E by the name, in plain language. If information concerns GNSS, insert the appropriate ICAO location indicator allocated for a GNSS element or the common location indicator allocated for all elements of the GNSS (except GBAS). In the case of GNSS, the location indicator may be used when identifying a GNSS element outage such as KNMH for a GPS satellite outage.

For date-time group, use a ten-figure group, giving year, month, day, hours and minutes in UTC. This entry is the date-time at which the NOTAMN comes into force. In the cases of NOTAMR and NOTAMC, the date-time group is the actual date and time of the NOTAM origination. The start of a day shall be indicated by ‘0000’.

With the exception of NOTAMC, a date-time group (a ten-figure group giving year, month, day, hours and minutes in UTC) indicating duration of information shall be used unless the information is of a permanent nature in which case the abbreviation ‘PERM’ is inserted instead. The end of a day shall be indicated by ‘2359’, ‘2400’ shall not be used. If the information on timing is uncertain, the approximate duration shall be indicated using a date-time group followed by the abbreviation ‘EST’. Any NOTAM which includes an ‘EST’ shall be cancelled or replaced before the date-time specified in Item C.

If the hazard, status of operation or condition of facilities being reported on will be active in accordance with a specific time and date schedule between the dates-times indicated in Items B and C, insert such information under Item D. If Item D exceeds 200 characters, consideration shall be given to providing such information in a separate, consecutive NOTAM.

Use decoded NOTAM Code complemented, where necessary, by ICAO abbreviations, indicators, identifiers, designators, call signs, frequencies, figures and plain language. When NOTAM is selected for international distribution, English text shall be included for those parts expressed in plain language. This entry shall be clear and concise in order to provide a suitable PIB entry. In the case of NOTAMC, a subject reference and status message shall be included to enable accurate plausibility checks.

These items are normally applicable to navigation warnings or airspace restrictions and are usually part of the PIB entry. Insert both lower and upper height limits of activities or restrictions, clearly indicating only one reference datum and unit of measurement. The abbreviations ‘GND’ or ‘SFC’ shall be used in Item F to designate ‘ground’ and ‘surface’ respectively. The abbreviation ‘UNL’ shall be used in Item G to designate ‘unlimited’. Appendix 3 SNOWTAM FORMAT INSTRUCTIONS FOR THE COMPLETION OF THE SNOWTAM FORMAT

TT

data designator for SNOWTAM = SW; AA = geographical designator for Member States, e.g. LF = FRANCE, EG = United Kingdom; iiii = SNOWTAM serial number in a four-digit group; CCCC = four-letter location indicator of the aerodrome to which the SNOWTAM refers; MMYYGGgg = date/time of observation/measurement, whereby: MM = month, e.g. January = 01, December = 12; YY = day of the month; GGgg = time in hours (GG) and minutes (gg) UTC; (BBB) = optional group for: Correction, in the case of an error, to a SNOWTAM message previously disseminated with the same serial number = COR. Brackets in (BBB) shall be used to indicate that this group is optional. When reporting on more than one runway and individual dates/times of observation/assessment are indicated by repeated Item B, the latest date/time of observation/assessment shall be inserted in the abbreviated heading (MMYYGGgg).

1) AERODROME LOCATION INDICATOR; 2) DATE AND TIME OF ASSESSMENT; 3) LOWER RUNWAY DESIGNATOR NUMBER; 4) RUNWAY CONDITION CODE FOR EACH RUNWAY THIRD; and 5) CONDITION DESCRIPTION FOR EACH RUNWAY THIRD (when runway condition code (RWYCC) is reported 1–5)

Item A – Aerodrome location indicator (four-letter location indicator). Item B – Date and time of assessment (eight-figure date/time group giving time of observation as month, day, hour and minute in UTC). Item C – Lower runway designator number (nn[L] or nn[C] or nn[R]). Only one runway designator shall be inserted for each runway and always the lower number. Item D – Runway condition code for each runway third. Only one digit (0, 1, 2, 3, 4, 5 or 6) is inserted for each runway third, separated by an oblique stroke (n/n/n). Item E – Per cent coverage for each runway third. When provided, insert 25, 50, 75 or 100 for each runway third, separated by an oblique stroke ([n]nn/[n]nn/[n]nn). This information shall be provided only when the runway condition for each runway third (Item D) has been reported as other than 6 and there is a condition description for each runway third (Item G) that has been reported other than ‘DRY’. When the conditions are not reported, this shall be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item F – Depth of loose contaminant for each runway third. When provided, insert in millimetres for each runway third, separated by an oblique stroke (nn/nn/nn or nnn/nnn/nnn). This information shall only be provided for the following contamination types: — standing water, values to be reported 04, then assessed value. Significant changes 3 mm up to and including 15 mm; — slush, values to be reported 03, then assessed value. Significant changes 3 mm up to and including 15 mm; — wet snow, values to be reported 03, then assessed value. Significant changes 5 mm; and — dry snow, values to be reported 03, then assessed value. Significant changes 20 mm. When the conditions are not reported, this shall be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item G – Condition description for each runway third. Any of the following condition descriptions for each runway third, separated by an oblique stroke, shall be inserted. COMPACTED SNOW DRY SNOW DRY SNOW ON TOP OF COMPACTED SNOW DRY SNOW ON TOP OF ICE FROST ICE SLUSH STANDING WATER WATER ON TOP OF COMPACTED SNOW WET WET ICE WET SNOW WET SNOW ON TOP OF COMPACTED SNOW WET SNOW ON TOP OF ICE DRY (only reported when there is no contaminant) When the conditions are not reported, this shall be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item H – Width of runway to which the runway condition codes apply. The width in metres if less than the published runway width shall be inserted.

Elements in the situational awareness section shall end with a full stop. Elements in the situational awareness section for which no information exists, or where the conditional circumstances for publication are not fulfilled, shall be left out completely. Item I – Reduced runway length. The applicable runway designator and available length in meters shall be inserted (e.g. RWY nn [L] or nn [C] or nn [R] REDUCED TO [n]nnn). This information is conditional when a NOTAM has been published with a new set of declared distances. Item J – Drifting snow on the runway. When reported, ‘DRIFTING SNOW’ shall be inserted. Item K – Loose sand on the runway. When loose sand is reported on the runway, the lower runway designator shall be inserted with a space ‘LOOSE SAND’ (RWY nn or RWY nn[L] or nn[C] or nn[R] LOOSE SAND). Item L – Chemical treatment on the runway. When chemical treatment has been reported applied, the lower runway designator shall be inserted with a space ‘CHEMICALLY TREATED’ (RWY nn or RWY nn[L] or nn[C] or nn[R] CHEMICALLY TREATED). Item M – Snow banks on the runway. When snow banks are reported present on the runway, the lower runway designator shall be inserted with a space ‘SNOWBANK’ and with a space left ‘L’ or right ‘R’ or both sides ‘LR’, followed by the distance in metres from centre line separated by a space ‘FM CL’ (RWY nn or RWY nn[L] or nn[C] or nn[R] SNOWBANK Lnn or Rnn or LRnn FM CL). Item N – Snow banks on a taxiway. When snow banks are present on a taxiway, the taxiway designator shall be inserted with a space ‘SNOWBANK’ and with a space left ‘L’ or right ‘R’ or both sides ‘LR’, followed by the distance in metres from centre line separated by a space FM CL (TWY [nn]n SNOWBANK Lnn or Rnn or LRnn FM CL). Item O – Snow banks adjacent to the runway. When snow banks are reported present, penetrating the height profile in the aerodrome snow plan, the lower runway designator and ‘ADJ SNOWBANKS’ shall be inserted (RWY nn or RWY nn[L] or nn[C] or nn[R] ADJ SNOWBANKS). Item P – Taxiway conditions. When taxiway conditions are reported slippery or poor, the taxiway designator followed by a space ‘POOR’ shall be inserted (TWY [n or nn] POOR or ALL TWYS POOR). Item R – Apron conditions. When apron conditions are reported slippery or poor, the apron designator followed by a space ‘POOR’ shall be inserted (APRON [nnnn] POOR or ALL APRONS POOR). Item S – (NR) Not reported. This shall only be reported for Member States that have an established programme of runway friction measurement using a Member-State-approved friction measuring device. Item T – Plain language remarks. Appendix 4 ASHTAM FORMAT INSTRUCTIONS FOR THE COMPLETION OF THE ASHTAM FORMAT

1.1 The ASHTAM provides information on the status of activity of a volcano when a change in its activity is, or is expected to be of operational significance. This information is provided using the volcano level of alert colour code given in 3.5 below. 1.2 In the event of a volcanic eruption producing ash cloud of operational significance, the ASHTAM also provides information on the location, extent and movement of the ash cloud and the air routes and flight levels affected. 1.3 Issuance of an ASHTAM giving information on a volcanic eruption, in accordance with section 3 below, shall not be delayed until complete information A to K is available but shall be issued immediately following receipt of notification that an eruption has occurred or is expected to occur, or a change in the status of activity of a volcano of operational significance has occurred or is expected to occur, or an ash cloud is reported. In the case of an expected eruption, and hence no ash cloud evident at that time, items A to E shall be completed and items F to I indicated as ‘not applicable’. Similarly, if a volcanic ash cloud is reported, e.g. by special air-report, but the source volcano is not known at that time, the ASHTAM shall be issued initially with items A to E indicated as ‘unknown’, and items F to K completed, as necessary, based on the special air-report, pending receipt of further information. In other circumstances, if information for a specific field A to K is not available indicate ‘NIL’. 1.4 The maximum period of validity of ASHTAM is 24 hours a day. New ASHTAM shall be issued whenever there is a change in the level of alert.

2.1 Following the usual ‘Aeronautical fixed – telecommunications network (AFTN)’ communications header, the abbreviated heading ‘TT AAiiii CCCC MMYYGGgg (BBB)’ shall be included to facilitate the automatic processing of ASHTAM messages in computer databanks. The explanation of these symbols is: TT = data designator for ASHTAM = VA; AA = geographical designator for States, e.g. NZ = New Zealand; iiii = ASHTAM serial number in a four-figure group; CCCC = four-letter location indicator of the flight information region concerned; MMYYGGgg = date/time of report, whereby: MM = month, e.g. January = 01, December = 12; YY = day of the month; GGgg = time in hours (GG) and minutes (gg) UTC; (BBB) = Optional group for correction to an ASHTAM message previously disseminated with the same serial number = COR. Brackets in (BBB) shall be used to indicate that this group is optional.

3.1 Item A – Flight information region affected, plain-language equivalent of the location indicator given in the abbreviated heading, in this example: ‘Auckland Oceanic FIR’. 3.2 Item B – Date and time (UTC) of first eruption. 3.3 Item C – Name of volcano, and number of volcano as listed in ICAO Doc 9691 Manual on Volcanic Ash, Radioactive Material and Toxic Chemical Clouds, Appendix H, and on the World Map of Volcanoes and Principal Aeronautical Features. 3.4 Item D – Latitude/Longitude of the volcano in whole degrees or radial and distance of volcano from NAVAID, as listed in the ICAO Doc 9691 Manual on Volcanic Ash, Radioactive Material and Toxic Chemical Clouds, Appendix H, and on the World Map of Volcanoes and Principal Aeronautical Features. 3.5 Item E – Colour code for level of alert indicating volcanic activity, including any previous level of alert colour code as follows: Level of alert colour code Status of activity of volcano GREEN ALERT Volcano is in normal, non-eruptive state. or, after a change from a higher alert level: Volcanic activity considered to have ceased, and volcano reverted to its normal, non-eruptive state. YELLOW ALERT Volcano is experiencing signs of elevated unrest above known background levels. or, after a change from higher alert level: Volcanic activity has decreased significantly but continues to be closely monitored for possible renewed increase. ORANGE ALERT Volcano is exhibiting heightened unrest with increased likelihood of eruption. or, Volcanic eruption is underway with no or minor ash emission [specify ash-plume height, if possible]. RED ALERT Eruption is forecasted to be imminent with significant emission of ash into the atmosphere likely. or, Eruption is underway with significant emission of ash into the atmosphere [specify ash-plume height, if possible]. The colour code for the level of alert indicating the status of activity of the volcano and any change from a previous status of activity shall be provided to the area control centre by the responsible vulcanological agency in the Member State concerned, e.g. ‘RED ALERT FOLLOWING YELLOW’ OR ‘GREEN ALERT FOLLOWING ORANGE’. 3.6 Item F – If volcanic ash cloud of operational significance is reported, the horizontal extent and base/top of the ash cloud shall be indicated using latitude/longitude (in whole degrees) and altitudes in thousands of metres (feet) and/or radial and distance from source volcano. Information initially may be based only on special air-report, but subsequent information may be more detailed based on advice from the responsible meteorological watch office and/or volcanic ash advisory centre. 3.7 Item G – Forecast direction of movement of the ash cloud at selected levels shall be indicated based on advice from the responsible meteorological watch office and/or volcanic ash advisory centre. 3.8 Item H – Air routes and portions of air routes and flight levels affected, or expected to become affected, shall be indicated. 3.9 Item I – Closure of airspace, air routes or portions of air routes, and availability of alternative routes, shall be indicated. 3.10 Item J – Source of the information, e.g. ‘special air-report’ or ‘vulcanological agency’, etc. The source of information shall always be indicated, whether an eruption has actually occurred or ash cloud reported, or not. 3.11 Item K – Any operationally significant information, additional to the foregoing, shall be included in plain language.’

(7) Annex XI is replaced by the following: ‘ANNEX XI SPECIFIC REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (Part-FPD) SUBPART A – ADDITIONAL ORGANISATION REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (FPD.OR) SECTION 1 – GENERAL REQUIREMENTS FPD.OR.100 Flight procedure design (FPD) services (a) A flight procedure design services provider shall perform design, documentation and validation of flight procedure(s) subject, if necessary, to approval by the competent authority thereof before being deployed and used. In this context, the aeronautical data and aeronautical information used by the FPD provider shall meet the requirements of accuracy, resolution, and integrity as specified in the aeronautical data catalogue in accordance with Appendix 1 to Annex III (Part-ATM/ANS.OR). (b) If aeronautical data for the design of flight procedures is not provided by an authoritative source or does not meet the applicable data quality requirements (DQRs), such aeronautical data may be obtained from other sources by the FPD provider. In this context, such aeronautical data shall be validated by the FPD provider intending to use it. FPD.OR.105 Management system In addition to point ATM/ANS.OR.B.005 of Annex III, the FPD provider shall establish and maintain a management system that includes control procedures for: (a) data acquisition; (b) flight procedure design in accordance with design criteria as set out in point FPD.TR.100; (c) flight procedure design documentation; (d) stakeholders consultation; (e) ground validation and, when appropriate, flight validation of flight procedure; (f) identification of tools, including configuration management and tools qualification, as necessary; and (g) maintenance and periodic review of the flight procedure(s), as applicable. FPD.OR.110 Record-keeping In addition to point ATM/ANS.OR.B.030 of Annex III, the FPD provider shall include in its record-keeping system the elements indicated in point FPD.OR.105 of this Annex. FPD.OR.115 Technical and operational competence and capability (a) In addition to point ATM/ANS.OR.B.005(a)(6) of Annex III, the FPD provider shall ensure that its flight procedure designers: (1) have successfully completed a training course that provides competency in flight procedure design; (2) are suitably experienced to successfully apply the theoretical knowledge; and (3) successfully complete continuation training. (b) When flight validation is deemed necessary to be performed, the FPD provider shall ensure that it is undertaken by a competent pilot. (c) In addition to point ATM/ANS.OR.B.030 of Annex III, the FPD provider shall maintain records of all the training as well as any design activity completed by the employed flight procedure designers and make such records available on request: (1) to the flight procedure designers concerned; and (2) in agreement with the flight procedure designers, to the new employer when a flight procedure designer is employed by a new entity. FPD.OR.120 Required interfaces (a) When obtaining the aeronautical data and aeronautical information in accordance with point FPD.OR.100, the FPD provider shall ensure the necessary formal arrangements are established, as applicable, with: (1) aeronautical data sources; (2) other service providers; (3) aerodrome operators; and (4) aircraft operators. (b) To ensure that the requests for flight procedure design are clearly defined and subject to review, the FPD service provider shall establish the necessary formal arrangements with the next intended user. SUBPART B – TECHNICAL REQUIREMENTS FOR PROVIDERS OF FLIGHT PROCEDURE DESIGN SERVICES (FPD.TR) SECTION 1 – GENERAL REQUIREMENTS FPD.TR.100 Flight procedure design requirements The flight procedures shall be designed by flight procedure design services provider in compliance with the requirements laid down in Appendix 1 and with the design criteria as determined by the competent authority, so as to ensure safe aircraft operations. The design criteria shall permit the establishment of appropriate obstacle clearance for flight procedures, where required. FPD.TR.105 Coordinates and aeronautical data (a) In addition to point ATM/ANS.OR.A.090 of Annex III, geographical coordinates indicating latitude and longitude shall be determined and reported to the aeronautical information services provider(s) (AIS provider(s)) in terms of the World Geodetic System – 1984 (WGS-84) geodetic reference datum or equivalent. (b) The order of accuracy of the field work and the determinations and calculations derived therefrom shall be such that the resulting operational navigation data for the phases of flight are within the maximum deviations with respect to an appropriate reference frame, as specified in Appendix 1 to Annex III (Part-ATM/ANS.OR). Appendix 1 REQUIREMENTS FOR AIRSPACE STRUCTURES AND FLIGHT PROCEDURES CONTAINED THEREIN SECTION I Specifications for flight information regions, control areas, control zones and flight information zones (a) FLIGHT INFORMATION REGIONS Flight information regions as defined in point 23 of Article 2 to Regulation (EC) No 549/2004 shall: (1) cover the whole of the air route structure to be served by such regions; and (2) include all airspace within its horizontal limits, except when limited by an upper flight information region. Member States shall retain their responsibilities towards the ICAO within the geographical limits of the flight information regions entrusted to them by the ICAO on the date of entry into force of this Regulation. (b) CONTROL AREAS (1) Control areas shall be delineated so as to encompass sufficient airspace to contain the flight paths of those instrument flight rules (IFR) flights or portions thereof to which the applicable parts of the air traffic control (ATC) service are provided, taking into account the capabilities of the navigation aids normally used in that area. (2) A lower limit of a control area shall be established at a height above the ground or water of not less than 200 m (700 ft), unless otherwise prescribed by the competent authority. (3) An upper limit of a control area shall be established when either: (i) ATC service will not be provided above such upper limit; or (ii) the control area is situated below an upper control area, in which case, the upper limit shall coincide with the lower limit of the upper control area. (c) CONTROL ZONES (1) The horizontal limits of a control zone shall encompass at least those portions of the airspace, which are not within control areas that contain the paths of IFR flights arriving at and departing from aerodromes to be used under instrument meteorological conditions (IMC). (2) If located within the horizontal limits of a control area, the control zone shall extend upwards from the surface of the earth to at least the lower limit of the control area. (d) FLIGHT INFORMATION ZONES (1) The horizontal limits of a flight information zone shall encompass at least those portions of the airspace, which are neither within control areas nor within control zone, that contain the paths of IFR and/or VFR flights arriving at and departing from aerodromes. (2) If located within the horizontal limits of a control area, the flight information zone shall extend upwards from the surface of the earth to at least the lower limit of the control area. SECTION II Identification of ATS routes other than standard departure and arrival routes (a) When ATS routes are established, a protected airspace along each ATS route and a safe spacing between adjacent ATS routes shall be provided. (b) ATS routes shall be identified through designators. (c) When identifying ATS routes other than standard departure and arrival routes, the designation system used shall: (1) permit the identification of any ATS route in a simple and unique manner; (2) avoid redundancy; (3) be usable by both ground and airborne automation systems; (4) permit utmost brevity in operational use; and (5) provide for a sufficient possibility of extension to cater for any future requirements without the need for fundamental changes; (d) Basic ATS route designators shall be assigned in accordance with the following principles: (1) the same basic designator shall be assigned to a main trunk route throughout its entire length, irrespective of terminal control areas, States or regions traversed; (2) where two or more trunk routes have a common segment, the segment in question shall be assigned each of the designators of the routes concerned, except where this would introduce difficulties in the provision of air traffic services (ATS), in which case, by common agreement, one designator only shall be assigned; and (3) a basic designator assigned to one route shall not be assigned to any other route. SECTION III Identification of standard departure and standard arrival routes and associated procedures (a) When identifying standard departure and standard arrival routes and associated procedures, it shall be ensured that: (1) the system of designators shall permit the identification of each route in a simple and unambiguous manner; (2) each route shall be identified by a plain language designator and a corresponding coded designator; and (3) in voice communications, the designators shall be easily recognisable as relating to a standard departure or standard arrival route and shall not create any difficulties in pronunciation for pilots and ATS personnel. (b) When composing designators for standard departure and standard arrival routes and associated procedures, the following shall be used: (1) a plain language designator; (2) a basic indicator; (3) a validity indicator that shall be a number from 1 to 9; (4) a route indicator that shall be one letter of the alphabet; the letters ‘I’ and ‘O’ shall not be used; and (5) a coded designator of a standard departure or standard arrival route, instrument or visual. (c) Assignment of designators (1) Each route shall be assigned a separate designator. (2) To distinguish between two or more routes that relate to the same significant point (and are therefore assigned the same basic indicator), a separate route indicator as described in point (b)(4) shall be assigned to each route. (d) Assignment of validity indicators (1) A validity indicator shall be assigned to each route to identify the route that is currently in effect. (2) The first validity indicator to be assigned shall be the number ‘1’. (3) Whenever a route is amended, a new validity indicator, which consists of the next higher number, shall be assigned. The number ‘9’ shall be followed by the number ‘1’. SECTION IV Establishment and identification of significant points (a) Significant points shall be established for the purpose of defining an ATS route or flight procedure and/or in relation to the ATS requirements for information on the progress of aircraft in flight. (b) Significant points shall be identified by designators. SECTION V Minimum flight altitudes Minimum flight altitudes shall be determined for each ATS route and control area and shall be provided for promulgation. These minimum flight altitudes shall provide a minimum obstacle clearance within the areas concerned. SECTION VI Identification and delineation of prohibited, restricted and danger areas When prohibited areas, restricted areas or danger areas are established, upon initial establishment, they shall be given an identification, and full details shall be provided for promulgation.’

(^*1) Commission Implementing Regulation (EU) 2017/373 of 1 March 2017 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, repealing Regulation (EC) No 482/2008, Implementing Regulations (EU) No 1034/2011, (EU) No 1035/2011 and (EU) 2016/1377 and amending Regulation (EU) No 677/2011 (OJ L 62, 8.3.2017, p. 1).’;

(^*2) Commission Implementing Regulation (EU) 2017/373 of 1 March 2017 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, repealing Regulation (EC) No 482/2008, Implementing Regulations (EU) No 1034/2011, (EU) No 1035/2011 and (EU) 2016/1377 and amending Regulation (EU) No 677/2011 (OJ L 62, 8.3.2017, p. 1).’;