Commission Implementing Regulation (EU) 2021/116 of 1 February 2021 on the establishment of the Common Project One supporting the implementation of the European Air Traffic Management Master Plan provided for in Regulation (EC) No 550/2004 of the European Parliament and of the Council, amending Commission Implementing Regulation (EU) No 409/2013 and repealing Commission Implementing Regulation (EU) No 716/2014 (Text with EEA relevance)

• (c) is required to support stakeholders mandated to deploy the network collaborative management set out in AF4 with the choice of a pre-defined online access, wherever possible, or connect their own applications using system-to-system data exchange.

The operational stakeholders and the Network Manager must operate:

• (a) enhanced short term ATFCM measures and automated support for traffic complexity assessment by the implementation target date of 31 December 2022.

• (b) collaborative NOP by the implementation target date of 31 December 2023.

• (c) AOP/NOP integration by the implementation target date of 31 December 2027.

4.4.   Need for synchronisation

The synchronisation of the implementation of the network collaborative management functionality is necessary to ensure that the relevant stakeholders’ systems can efficiently and seamlessly exchange NOP data throughout the network in order to have the same level of accuracy and improve the network usage. The deployment programme will establish how synchronisation will be implemented avoiding implementation gaps or significant delays from individual stakeholders.

4.5.   The expected environmental improvements

The full implementation of AF4 will optimise the application of flow measures and will identify a common way to alleviate the network constrains limiting both the delays and the mandatory re-routings, hence preserving the full fuel optimisation made by the airspace users.

4.6.   Interdependencies with other ATM functionalities

AF4 has interdependencies with extended AMAN set out in AF1, AOP set out in AF2, flexible ASM and FRA set out in AF3 and SWIM set out in AF5.

5. AF 5: SYSTEM WIDE INFORMATION MANAGEMENT

System wide information management (‘SWIM’) contributes to the infrastructure component of the ‘ATM interconnected network’ EOC. SWIM infrastructure and services facilitate the exchange of ATM information between stakeholders that is necessary for all the other ATM functionalities.

5.1.   Operational and technical scope

5.1.1.   ATM sub-functionality on Common infrastructure components

General

The common infrastructure components are:

• — the registry, which must be used for publishing information about services, including service definitions that describe those aspects of a service that should be common among all implementations, such as standardised service specifications and implementation descriptions for providers;

• — a common public key infrastructure (PKI), which is used in signing, emitting and maintaining certificates and revocation lists used in inter-stakeholder communication for operational purposes.

5.1.2.   ATM sub-functionality on SWIM yellow profile technical infrastructure and specifications

General

The SWIM yellow profile technical infrastructure is a ground distribution mechanism, facilitating communication between European ATM stakeholders in a distributed environment. The information services must be managed in a harmonised way and require that the information conveyed and the technical infrastructure be interoperable.

The SWIM yellow profile technical infrastructure fulfils that communication and interoperability goal by being modular and providing different implementation options based on the web services stack of standards, including commitments to lower layer protocols, taking into account a wide range of needs for information exchanges in a approprieately secured way.

The SWIM yellow profile technical infrastructure can run over any IP based network, such as public internet or new pan-European network services (PENS), based on the stakeholders’ needs.

SWIM yellow profile technical infrastructure must be used for ATM data exchange for all other ATM functionalities.

System requirements

Stakeholders must ensure that all SWIM yellow profile technical infrastructure services can make use of the common PKI when it becomes operational in order to achieve the cyber security objectives appropriate for the service or services.

5.1.3.   ATM sub-functionality on Aeronautical information exchange

General

Operational stakeholders must implement the following services that support the exchange of the aeronautical information using the SWIM yellow profile technical infrastructure as described in the deployment programme:

• (a) notification of the activation of an airspace reservation/restriction (‘ARES’);

• (b) notification of the de-activation of an ARES;

• (c) pre-notification of the activation of an ARES;

• (d) notification of the release of an ARES;

• (e) aeronautical information feature on request; filtering possible by feature type, name and an advanced filter with spatial, temporal and logical operators;

• (f) query ARES information;

• (g) digital aerodrome charts;

• (h) ASM level 1;

• (i) airspace use plans (AUP, UUP) – ASM level 2 and 3;

• (j) digital NOTAM.

System requirements

• (a) All the services listed in point 5.1.3 must comply with applicable SWIM specifications.

• (b) ATM systems operated by stakeholders referred to in point 5.3 must have the capacity to use the aeronautical information exchange services including digital NOTAM.

• (c) AIS systems operated by the stakeholders referred to in point 5.3 must have the capacity to provide digital NOTAM in accordance with the Eurocontrol specification for improving the pre-flight information bulletins (PIB) services for the airports referred to in point 5.3.

5.1.4.   ATM sub-functionality on Meteorological information exchange

General

Operational stakeholders must implement services that support the exchange of the following meteorological information using the SWIM yellow profiles described in the deployment programme:

• (a) volcanic ash concentration;

• (b) meteorological information supporting aerodrome processes or aids involving the relevant MET information, translation processes to derive constraints for weather and convert such information in an ATM impact, where the system capability mainly targets a ‘time to decision’ horizon between 20 minutes and 7 days;

• (c) meteorological information supporting en-route/approach ATC process or aids involving the relevant MET information, translation processes to derive constraints for weather and convert such information in an ATM impact where the system capability mainly targets a ‘time to decision’ horizon between 20 minutes and 7 days;

• (d) meteorological information supporting network information management process or aids involving the relevant MET information, translation processes to derive constraints for weather and convert such information in an ATM impact, where the system capability mainly targets a ‘time to decision’ horizon between 20 minutes and 7 days and is implemented at a network level.

System requirements

• (a) The implementation of the services referred to in point 5.1.4 must comply with applicable SWIM specifications.

• (b) ATM systems operated by stakeholders referred to in point 5.3 must have the capacity to use the MET information exchange services.

5.1.5.   ATM sub-functionality on Cooperative network information exchange

General

Operational stakeholders must implement services which support the exchange of the following cooperative network information using the SWIM yellow profile as specified in the deployment programme:

• (a) maximum airport capacity based on current and near-term weather conditions;

• (b) synchronisation of network operations plan and all airport operations plans;

• (c) traffic regulations;

• (d) slots;

• (e) short term ATFCM measures;

• (f) ATFCM congestion points;

• (g) restrictions;

• (h) airspace structure, availability and utilisation;

• (i) network and en-route/approach operation plans.

System requirements

• (a) The implementation of the services referred to in point 5.1.5 must comply with applicable SWIM specifications.

• (b) The Network Manager must support all operational stakeholders in exchanging data electronically for cooperative network management activities.

5.1.6.   ATM sub-functionality on flight information exchange (Yellow profile)

General

Operational stakeholders must implement services that support the exchange of flight information using the SWIM yellow profile, as specified in the deployment programme:

• (a) related to FF-ICE Release 1 Services:

• — flight plan and routes generation and validation;

• — flight plans, 4D trajectory, flight performance data, flight status;

• — flights lists and detailed flight data;

• (b) related to flight update departure information;

• (c) flight update messages (‘FUM’) (Network Manager Business to Business (B2B) service).

System requirements

• (a) The implementation of the services referred to in point 5.1.6 must comply with applicable SWIM specifications.

• (b) ATM systems operated by stakeholders referred to in point 5.3 must enable the use of the flight information exchange services.

5.2.   Geographical Scope

SWIM services must be deployed in the EATMN.

5.3.   Stakeholders required to implement the functionality and implementation target dates

• (a) All the aeronautical information, flight information and cooperative network data exchanges must be implemented by all European area control centres, by the airports referred to in point 1.2, aeronautical information service provider and by the Network Manager;

• (b) Meteorological information exchange must be implemented by all European area control centres, by the airports referred to in point 1.2, by the Network Manager and by MET providers.

The common infrastructure components referred to in point 5.1.1 must be provided and operated by the above mentioned operational stakeholders by the implementation target date of 31 December 2024. They must must provide and operate SWIM sub-functionalities referred to in points 5.1.2 to 5.1.6 by the implementation target date of 31 December 2025.

In deploying the SWIM functionality, Member States must ensure that civil or military cooperation is run to the extent required by point 3.2 of Annex VIII to Regulation (EU) 2018/1139.

5.4.   Need for synchronisation

The timely network-wide implementation of SWIM infrastructure and the activation of the relevant services are essential pre-requisites for most of common project one ATM functionalities. The relevant stakholders must synchronise their implementation plans and efforts according to the deployment programme that must aim to achieving the same level of equipage and improve the network usage.

5.5.   The expected environmental improvements

SWIM contributes to the overall environmental objectives of the other AFs by enabling interoperability and more efficient exchange of information between all ATM operational environments (en-route, airports, TMA, Network Manager).

5.6.   Interdependencies with other ATM functionalities

SWIM services enable the other ATM functionalities referred to in AF1, AF2, AF3 and AF4.

6. AF 6: INITIAL TRAJECTORY INFORMATION SHARING

6.1.   Operational and Technical Scope

6.1.1.   ATM sub-functionality on initial air-ground trajectory information sharing

General

Initial air-ground trajectory information sharing contributes to the ‘Trajectory-based operations’ EOC. Air-ground trajectory exchange improves trajectory information. The preliminary steps for the deployment of initial trajectory information sharing consists of downlinking the extended projected profile (‘EPP’) data from the aircraft to the ATC systems and processing that data by those systems.

System requirements

• (a) Aircraft must be equipped with the capability to automatically down-link trajectory information using ADS-C EPP as part of the ATS B2 services. The trajectory data automatically down-linked from the airborne system must update the ATM system in accordance with the terms of the contract.

• (b) Data link communications ground systems must support ADS-C (downlink of aircraft trajectory using EPP) as part of the ATS B2 services while keeping compatibility with controller – pilot data link communications (‘CPDLC’) services as required by Commission Regulation (EC) No 29/2009 ¹², including provision of service to flights equipped only with the Aeronautical Telecommunication Network Baseline 1 (‘ATN-B1’).

• (c) All ATS providers referred to in point 6.3 and the related ATC systems must be able to receive and process trajectory information from equipped aircraft.

• (d) The ATC systems must enable controllers to display the route of the downlinked trajectory.

• (e) The ATC systems must provide a warning to controllers in case of a discrepancy between the downlinked aircraft trajectory and the ground system trajectory elaborated using the filed flight plan route.

6.1.2.   ATM sub-functionality on Network Manager trajectory information enhancement

General

Network manager trajectory information enhancement contributes to the ‘Trajectory-based operations’ EOC. Trajectory information is enhanced by the use of air-ground trajectory exchange. A processing of such information by the Network Manager systems constitutes a further step for the deployment of initial trajectory information sharing.

System requirements

The Network Manager systems must use elements of the downlinked trajectories to enhance their information of trajectories flown by aircrafts.

6.1.3.   ATM sub-functionality on initial trajectory information sharing ground distribution

General

Initial trajectory information sharing ground distribution contributes to the ‘Trajectory-based operations’ EOC. Trajectory information data coming from airborne systems is distributed on the ground in order to minimise the air-ground data transmissions and to ensure that all air traffic service units (‘ATSU’) involved in the flight management work with the same data. The trajectory data must be processed and displayed to the controllers in a harmonised way as set out in point 6.1.1.

System requirements

• (a) Ground systems must ensure that trajectory data downlinked from the aircraft is distributed between ATS units and between ATS units and the Network Manager systems.

• (b) The data link capability referred to in Regulation (EC) No 29/2009 is an essential prerequisite for the AF6.

• (c) A reliable, fast and efficient air/ground communication infrastructure must support initial trajectory information sharing.

6.2.   Geographical Scope

Initial trajectory information sharing must be deployed in all ATS units providing air traffic services within the airspace for which the Member States are responsible in the ICAO EUR region.

6.3.   Stakeholders required to implement the functionality and industrialisation and implementation target date

• (a) ATS providers and the Network Manager must ensure that they enable initial trajectory information sharing above flight level 285 by the implementation target date of 31 December 2027.

• (b) Point 6.1.1 applies to all flights operating as general air traffic in accordance with instrument flight rules within the airspace above flight level 285 within the Single European Sky airspace as defined in Article 3(33) of Regulation (EU) 2018/1139. Aircraft operators must ensure that aircraft operating flights with an individual certificate of airworthiness first issued on or after 31 December 2027 are equipped with ADS-C EPP as part of ATS B2 capability, in accordance with the applicable standards in order to downlink aircraft trajectory.

• (c) The industrialisation target date for points 6.1.1, 6.1.2 and 6.1.3 of this Annex is 31 December 2023, pursuant to Article 4 of Implementing Regulation (EU) No 409/2013.

6.4.   Need for synchronisation

All ANSPs, the Network Manager and airspace users must synchronise the implementation of the targeted system and service delivery set out in AF6 in accordance with the deployment programme to ensure network-wide enhancement of an interoperable air-ground communication infrastructure and improve the network usage of the functionality. Synchronised planning, including airspace users’ avionics roadmaps, will avoid implementation gaps and significant delays for individual stakeholders.

6.5.   The expected environmental improvements

Sharing airborne flight trajectory amongst stakeholders allows the airspace users to safely fly the most efficient trajectory. This will lead to increased fuel efficiency, reduced CO2 and noise emissions. The trajectory information sharing will enable further service development that will further reduce the negative environmental impact of aircraft activity.

6.6.   Interdependencies with other ATM functionalities

AF6 has interdependencies with airspace management and advanced flexible use of airspace referred to in AF3.