Free Route Airspace (FRA) Application in NMOC - Guidelines

EUROCONTROL Free Route Airspace () Application in NMOC - Guidelines Version 1.1

() APPLICATION IN NMOC - GUIDELINES Edition Number : 1.1 Edition Date : 13.02.2017 Status : Released Issue Intended for : Stakeholders NM Guidelines

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DOCUMENT CHARACTERISTICS TITLE Application in NMOC - Guidelines Publications Reference: Document Identifier Edition Number: 1.1 Abstract Edition Date: 13.02.2017 The Document contains provisions supplementary to those described in the ERNIP, Part 1, Chapter 6, Section 6.5 Concept and relevant for the entire process of NMOC Operational Validation and NMOC system processing. This document outlines the necessary steps needed to be taken in order to ensure the required level of compatibility of NMOC systems with envisaged flight planning procedures in the scope of free route operations. Keywords DCT NMOC AUA Airspace structure RAD IFPS FUA Operational concept NM RAD Team CACD Flight Plan Authors Contact(s) Person Tel Unit AURORA AGAR +32 2 729 46 87 NMD / NTS BENOIT HOUOT +32 2 729 91 55 NMD / NOS TIHOMIR TODOROV +32 2 729 31 34 NMD / OPL JOHNNY SWENNEN +32 2 729 98 42 NMD / NOS STATUS, AUDIENCE AND ACCESSIBILITY Status Intended for Accessible via Working Draft General Public Internet Draft Stakeholders Proposed Issue Restricted Audience Released Issue Printed & electronic copies of the document can be obtained from NM. VERSION 1.1 RELEASED ISSUE PAGE 3

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DOCUMENT APPROVAL The following table identifies all management authorities who have successively approved the present issue of this document. EUROCONTROL Headquarters Operations Planning Unit Section Airspace Design E-mail: nm.rndsg@eurocontrol.int VERSION 1.1 RELEASED ISSUE PAGE 5

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DOCUMENT CHANGE RECORD The following table records the complete history of the successive editions of the present document. EDITION NUMBER EDITION DATE REASON FOR CHANGE PAGES AFFECTED 0.1 17.06.2016 Working Draft All 0.2 27.07.2016 1.0 29.07.2016 1.1 13.02.2017 Proposed Issue Revision by NMD Network Operations and Operations Planning Units Released Issue Approval by Heads of Network Operations and Operations Planning Units Released Issue Update due to NMOC system capability change and NM Operational Stakeholders Comments All All All VERSION 1.1 RELEASED ISSUE PAGE 7

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CONTENTS 1 GENERAL PROVISIONS... 11 2 NMOC SYSTEM CAPABILITY... 13 2.1 PURPOSE... 13 2.2 MODELS IN CACD AND CORRESPONDING FLIGHT PLANNING POSSIBILITIES IN IFPS... 13 2.3 IFPS PROXIMITY CHECK TO AN AUA BORDER... 14 2.4 VERTICAL CONNECTIVITY... 16 2.5 IFPS DISTANCE CHECKING IN : DISTANCE ENTRY OR EXIT POINT TO AUA BORDER... 22 2.6 IFPS SEGMENTS CHECKING IN AREA WITH THE ATS ROUTE NETWORK... 28 3 NMOC AURA EXPRESSION... 31 3.1 PURPOSE... 31 3.2 RAD... 31 3.3 DCT RESTRICTIONS... 38 3.4 OTHER DATA RELATED TO... 45 4 NMOC ASM EXPRESSION... 47 4.1 PURPOSE... 47 4.2 AURA PROVISIONS... 47 4.3 FUA / EU RESTRICTIONS IN CACD... 47 5 NMOC OPERATIONAL VALIDATION GUIDELINES... 51 5.1 PURPOSE AND OBJECTIVE... 51 5.2 GENERAL REQUIREMENTS FOR DATA PROVISION AND VERIFICATION... 51 5.3 GENERAL REQUIREMENTS FOR FLIGHT PLAN TEST PROCEDURES... 53 5.4 REQUEST FORM... 69 6 ACRONYMS... 71 VERSION 1.1 RELEASED ISSUE PAGE 9

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1 General Provisions 1.1. The provisions from this Document are supplementary to those described in the ERNIP, Part 1, Chapter 6, Section 6.5 Concept and are relevant for the entire process of NMOC Operational Validation and NMOC system processing. These provisions cover the most significant aspects that shall be known by Operational Stakeholders and can be considered as support to planning, development and validation of any project. 1.2. This Document contains the explanation of how NMOC systems process. How to express in NMOC systems by using the existing airspace utilisation rules and availability restrictions, as well as what shall be presented to NM in order for it to perform Operational Validation. 1.3. Any new abbreviations, terms or definitions appearing in this Document different from ICAO are used only and exclusively by the NM for system explanation, validation and processing. All examples given in this Document shall be considered as fictitious. 1.4. This Document supersedes any previous versions of Concept Application Guidelines issued by NM. VERSION 1.1 RELEASED ISSUE PAGE 11

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2 NMOC System Capability 2.1 Purpose 2.1.1. The purpose of this Chapter is to describe some of the IFPS capabilities with regard to the way of processing flight plans in areas. 2.1.2. The Chapter covers the models in CACD and the corresponding flight planning possibilities in IFPS, procedures for checking flight plans horizontally and vertically crossing a area, taking the balcony effect into account. 2.1.3. In this Chapter the significant point relevance as defined by ERNIP Part 1 is used only in supporting figures while in the text it is adapted to reflect the relevant NMOC system requirements. For example the system Entry point coincides with Horizontal Entry point for the purpose of horizontal entry by crossing the lateral limit or with either Intermediate point or Departure Connecting point for the purpose of vertical entry by crossing the vertical limit, etc. For further clarification and details see also Chapter 3, paragraph 3.3.1. 2.2 Models in CACD and corresponding flight planning possibilities in IFPS 2.2.1. In CACD, two models of can be implemented with the following common features: Flights can proceed from a Entry point to a Exit point; Flights can proceed via one or several Intermediate points; Intermediate points are optional in a flight plan; Flights can use either or the ATS route network, if the ATS route network remains available. 2.2.2. Full is a model where: As Intermediate points can be used: o All published points; These are all published points by States in AIPs and properly defined in CACD with their Significant Point Type. It is not required to define in CACD relevant significant points as Intermediate. IFPS allows in en-route part of the flight plan only those published points defined in CACD as Significant Point Types PWP - Waypoint, NVA - Navigation Aid and GEO - Geo Point. As there is no categorisation in CACD within the point description IFPS allows all these Significant Point Types without checking the real usage of the points and points used for terminal/aerodrome purposes can be used in Full model. Important Note: For further clarification and details see Chapter 5, paragraph 5.2.5. o Unpublished points, defined by geographical coordinates; DCT limit in the is set in CACD to N/A = Unlimited (UNL); meaning that outside the ATS route network the airspace can be crossed on a DCT via whatever Intermediate point. 2.2.3. with Intermediate points ( - IP) is a model where: As Intermediate points can be used only published and properly defined in CACD Intermediate points; As Intermediate points cannot be used unpublished points, defined by geographical coordinates; VERSION 1.1 RELEASED ISSUE PAGE 13

DCT limit in the is set in CACD to 0NM; meaning that outside the ATS route network the airspace can be crossed on a DCT only from Entry point to a Exit point or via the specifically allowed Intermediate points. 2.2.4. In both models: Flight Plan Procedures are applied and segments between Entry, Intermediate and Exit points are to be indicated by DCT in ITEM 15: Route of the flight plan in accordance with ICAO Doc 4444. Example: [Entry Point] DCT [Intermediate point] DCT [Intermediate point] DCT [Exit Point]. It is possible to make some Intermediate points mandatory, for example flights entering via A and exiting via B shall proceed via C. This shall be done via RAD restrictions. 2.3 IFPS Proximity Check to an AUA Border 2.3.1. The IFPS check known as flying along the border is done to avoid flight planning on or adjacent to, an AUA border. This IFPS check is performed only when flying along lateral AUA borders and applies across the whole IFPZ. This IFPS check is also done in Free Route Airspace but is not a check limited to. The IFPS detects and invalidates trajectories (filed as DCT) which are aligned with operational airspace borders. Operationally, these trajectories are not acceptable and force additional coordination between ATC Units. A trajectory (filed as DCT) shall be aligned with an AUA border if it is too close to the airspace border for a considerable distance where: Too close parameter is within 0.5NM from the AUA border; and Considerable distance parameter is 15NM or more. FPL Invalidation The IFPS error is raised when a trajectory between two points filed as DCT (A DCT B) is within 0.5NM of an AUA border for at least 15NM (see Figure 1). The error (PROF53) states that the DCT segment is not allowed due to distance exceeding along airspace border between AUA1 and AUA2. B A DCT B: trajectory distance inside the AUA buffer is 16NM: ERROR AUA Border AUA2 AUA Border + 0.5NM apart DCT AUA1 A 1 NM Figure 1 : Example trajectory of DCT in close proximity to AUA border - FPL is invalidated VERSION 1.1 RELEASED ISSUE PAGE 14

FPL Validation The IFPS error will not be raised whenever the: Trajectory between two points filed as DCT (A DCT B) is within 0.5NM of an AUA border for less than 15NM (see Figures 2 and 3) B DCT A DCT B: trajectory distance inside the AUA buffer is 1NM: NO ERROR AUA Border AUA2 A AUA Border + 0.5NM apart AUA1 1 NM Figure 2 : Example trajectory of DCT in close proximity to AUA border - no error B A DCT B: trajectory distance inside the AUA buffer is 6NM: NO ERROR AUA Border AUA2 AUA Border + 0.5NM apart DCT AUA1 A 1 NM Figure 3 : Example trajectory of DCT in close proximity to AUA border - no error Two AUAs belong to the same State / ANSP (same first two letters. Example: LFMM and LFBB); Two AUAs are of type OCA (Oceanic AUAs); One AUA is of type OCA (Oceanic AUA) and the other is of type NON IFPZ (non-ifpz AUA). 2.3.2. Currently IFPS is not checking any other filed DCTs that may be in close proximity to either AUA borders or elementary AUA sector borders or collapsed AUA sector borders. VERSION 1.1 RELEASED ISSUE PAGE 15

2.4 Vertical Connectivity 2.4.1. Definition 2.4.1.1. The term vertical connectivity defined by IFPS shall be understood in the following manner: Expresses how to enter or exit area by crossing the vertical limit; Refers to departing and arriving traffic; Refers to traffic changing cruising level, only if the change triggers an entry or an exit of the ; Does not refer to cruising traffic that remains within the vertical limits. 2.4.1.2. The vertical connectivity process in IFPS is related to the two following cases: co-exists with ATS route network; without the ATS route network. In all cases within the AUA below the the ATS route network exists and ways of processing are based on DCT limits allowed within that AUA. 2.4.2. with ATS route network 2.4.2.1. Departing traffic For departing traffic there are two possible ways to vertically enter the area, by using: ATS route network; or Relevant SID. When the ATS route network is used to enter the area there is no requirement to use a Entry point. In the example below (see Figure 4) B is a Intermediate point and C is a Exit point. FPL filing tip: The ATS route network is used to the first valid Intermediate point at which the level is higher than the minimum level of the area. and ATS Route Network C (X) DCT DCT between B and C: B DCT C B ATS Route Network ATS route network from A to B: A AWY1 B AWY1 A Figure 4 : Example trajectory of departing traffic in with ATS route network entering via airway VERSION 1.1 RELEASED ISSUE PAGE 16

As SID is part of the ATS route network, it can be used to enter the area. The possibility to enter is dependent on the minimum level of the area as well as the maximum level of the SID. In the example below (see Figure 5) these levels overlap allowing airspace connectivity, A is a Departure Connecting point and B is a Exit point. and ATS Route Network A (D) DCT B (X) ATS Route Network SID Figure 5 : Example trajectory of departing traffic in with ATS route network entering via SID 2.4.2.2. Arriving traffic For arriving traffic there are two possible ways to vertically exit the area, by using: ATS route network; or Relevant STAR. When the ATS route network is used to exit the area there is no requirement to use a Exit point. In the example below (see Figure 6) A is a Entry point and B is a Intermediate point. FPL filing tip: The ATS route network is used until a valid Intermediate point at which the level is still higher than the minimum level of the area. and ATS Route Network A (E) DCT DCT between A and B: A DCT B B ATS Route Network ATS route network from B to C: B AWY1 C AWY1 C Figure 6 : Example trajectory of arriving traffic in with ATS route network exiting via airway VERSION 1.1 RELEASED ISSUE PAGE 17

As STAR is part of the ATS route network, it can be used to exit the area. The possibility to exit is dependent on the minimum level of the area as well as the maximum level of the STAR. In the example below (see Figure 7) these levels are overlapped allowing airspace connectivity, A is a Entry point and B is a Arrival Connecting point. and ATS Route Network B (A) A (E) DCT ATS Route Network STAR Figure 7 : Example trajectory of arriving traffic in with ATS route network existing via STAR 2.4.2.3. Overflying traffic (see Figure 8) For overflying traffic the same principles apply for leaving or joining the following a change of the Requested FL (RFL). The term Requested FL is used for IFPS and RAD purposes and refers to the actual requested cruising level as specified in the ICAO flight plan ITEM 15: Route. and ATS Route Network B DCT C (X) A (E) DCT DCT between B and C: B DCT C B DCT between A and B: A DCT B ATS Route Network AWY2 AWY1 ATS route network from B to C: B AWY1 C AWY1 AWY2 A ATS route network from A to B: A AWY2 B C Figure 8 : Example trajectory of overflying traffic in with ATS route network VERSION 1.1 RELEASED ISSUE PAGE 18

2.4.3. without ATS route network 2.4.3.1. The entry to, or exit from, any area depends on the length of Direct flight planning option allowed by the States / FABs / ANSPs. This section fully covers the flight plan processing when the area DCT limit is UNL ( Full model). Provisions for Vertical Connectivity when the area DCT limit is 0NM ( with Intermediate points model) are also presented in Chapter 3. 2.4.3.2. In Full, there are two possible ways of processing based on DCT limits allowed within the AUA below the area: xxxnm; or 0NM. The DCT limit of xxxnm is usually related to the size of the AUA. 2.4.3.3. Full : DCT limit xxxnm below the area a. Departing or Climbing traffic (see Figure 9) When the AUA DCT limit below the area is for example 300NM, option B DCT C is accepted by IFPS despite the fact that the level at the first point of the DCT (B) is below the minimum level. Point B is inside an AUA where the DCT limit is 300NM and as long as B DCT C is <300NM, it is accepted by IFPS. This means that B DCT C could enter the area from below, if the allowed AUA DCT limit permits. If the area has an entry from below restriction then point B needs to be defined as Entry point in relevant DCT restriction. The option to enter the area via a SID is also available when the minimum level and SID maximum level overlap, allowing airspace connectivity. If there is no level overlapping, the ATS route network is used to enter the area. Full No ATS Route Network D (X) DCT C DCT ATS Route Network AUA DCT limit 300NM SID B (ID) AWY1 A AWY2 Figure 9 : Example trajectory of departing and overflying traffic in without ATS route network with AUA DCT xxxnm VERSION 1.1 RELEASED ISSUE PAGE 19

b. Arriving or Descending traffic (see Figure 10) When the AUA DCT limit below the area is for example 300NM, option C DCT B is accepted by IFPS despite the fact that the level at the last point of the DCT (B) is below the minimum level. Point B is inside an AUA where the DCT limit is 300NM and as long as C DCT B is <300NM, it is accepted by IFPS. This means that C DCT B could enter the area from above, if the allowed AUA DCT limit permits. If the area has an entry from above restriction then point B needs to be defined as Exit point in relevant DCT restriction. The option to exit the area via a STAR is also available when the minimum level and STAR maximum level overlap allowing airspace connectivity. If there is no level overlapping the ATS route network is used to exit the area. Full No ATS Route Network D (E) DCT C DCT ATS Route Network AUA DCT limit 300NM STAR B (IA) AWY1 A AWY2 Figure 10 : Example trajectory of arriving and overflying traffic in without ATS route network with AUA DCT xxxnm 2.4.3.4. Full and - IP: DCT limits 0NM below the area (see also Chapter 3, section 3.3) For IFPS processing purposes only, some significant points can be defined as vertical Exit or Entry points out of the AUA to facilitate the vertical connectivity. This can be done by vertically expanding the lower vertical limit of all required points. a. Departing or Climbing traffic (see Figure 11) The first point of the DCT going to area shall be a Intermediate point as published in State AIP but defined in CACD by relevant DCT restriction as system Entry point and shall pass through level band FLxxx - FLyyy. Option A DCT B or A DCT C is accepted by IFPS despite the fact that the level at A is below the minimum level. It overrides the AUA DCT limit below FLyyy which is 0NM. VERSION 1.1 RELEASED ISSUE PAGE 20

Full and - IP No ATS Route Network B DCT C A DCT FLyyy AWY1 FLxxx - FLyyy AWY2 SID ATS Route Network AUA DCT limit 0NM Figure 11 : Example of trajectory of departing and overflying traffic in without ATS route network with AUA DCT 0NM b. Arriving or Descending traffic (see Figure 12) The last point of the DCT coming from area shall be a Intermediate point as published in State AIP but defined in CACD by relevant DCT restriction as system Exit point and shall pass through level band FLxxx - FLyyy. Option B DCT A or C DCT A is accepted by IFPS despite the fact that the level at A is below the minimum level. It overrides the AUA DCT limit below FLyyy which is 0NM. Full and - IP No ATS Route Network B DCT C A DCT FLyyy AWY1 FLxxx - FLyyy AWY2 STAR ATS Route Network AUA DCT limit 0NM Figure 12 : Example trajectory of arriving and overflying traffic in without ATS route network with AUA DCT 0NM Whenever a Intermediate point ( system Entry or Exit or Entry / Exit point ) is used to enter or exit the outside the level band FLxxx - FLyyy, IFPS reports two errors, for example: ROUTE165: stating that the DCT is too long for relevant AUA. This is the normal AUA DCT checking with DCT limit 0NM below FLxxx; ROUTE29: stating that it is forbidden to cross the border between relevant AUA. IFPS gives an indication that the point is not an all allowed Entry or Exit at the calculated level, which means the point is allowed a some levels. VERSION 1.1 RELEASED ISSUE PAGE 21

2.5 IFPS Distance checking in : distance Entry or Exit point to AUA border 2.5.1. Details of the distance check There is a maximum allowed distance that an aircraft can fly between a Entry / Exit point and a border of an AUA. This maximum allowed distance is different for every Entry / Exit point and associated AUA border and is independent from flight plan trajectories. It is calculated by solely taking the location of the Entry / Exit point and the location and shape of the AUA into consideration. AUA1 MIN AUA 2 MAX A Figure 13 : Example of how the maximum allowed distance is calculated. If the difference between MIN and MAX is higher than 50NM, then the allowed distance to fly between significant point and border will be: ((MIN + 50) * 2 + 5) NM If the difference between MIN and MAX is lower than 50NM, then the allowed distance to fly between significant point and border will be: (MAX * 2 + 5) NM The MIN and MAX are the smallest distances between significant point and border in all directions for a given level. Graphical explanation is given in Figure 14 below. VERSION 1.1 RELEASED ISSUE PAGE 22

FLzzz FLccc X NM Y NM Z NM FLyyy W NM FLbbb FLxxx A (E) Figure 14 : Example of how the maximum allowed distance is calculated 2.5.2. Reason for the distance check This is to ensure that flight enters and/or exits on a trajectory that States / FABs / ANSPs expect (see Figure 15). AUA ATC Unit expected trajectory Unexpected trajectory This will not be accepted by IFPS because the distance between the AUA border and the Entry point is too long. (E) Figure 15 : Example of the reason of the distance check 2.5.3. AUA border shape and consequences on the check 2.5.3.1. AUA vertical border - straight wall In the case of an AUA having a straight vertical border the minimum distance between a Entry / Exit point and the border is constant at all levels. VERSION 1.1 RELEASED ISSUE PAGE 23

FLzzz Shortest distance = d AUA FLyyy Shortest distance = d FLxxx Shortest distance = d A Figure 16 : Example of constant distance at all levels between AUA with straight vertical border and The difference between MIN and MAX is Zero. The maximum allowed distance to fly between point and AUA border (see paragraph 2.5.1) is: (MAX * 2) + 5 NM Vertical View In the example below (see Figure 17) the flight is going eastbound via point A which is the Entry point for AUA2 but outside of it. Segment A DCT B is accepted by IFPS as measured distance to the AUA border is within the maximum allowed limit. Segment A DCT C is not accepted by IFPS as measured distance to the AUA border is above the maximum allowed limit. C Point to Border The shortest distance at all levels: 6NM Max Allowed Distance: 2 x 6 + 5 = 17NM Calculated Distance: <9NM Calculated Distance: <25NM C AUA1 AUA2 AUA1 AUA2 IFPS ERROR B X B A (E) A (E) NO ERROR Figure 17 : Example of calculations for correct and incorrect trajectory of entering traffic in VERSION 1.1 RELEASED ISSUE PAGE 24

2.5.3.2. AUA vertical border - not straight wall The balcony effect is triggered by the same check and is linked to delegated airspace. What is the maximum of the shortest distance from the Entry / Exit point to the AUA border taken over all levels where a shortest distance exists (i.e. over all levels where the airspace exists)? In the example below (see Figure 18) where the AUA passes the vertical of the Entry / Exit, the shortest distance is 0NM. In the FLs where there is a delegated airspace from AUA2 (above FL285) the shortest distance is 110NM. The difference between MIN and MAX is larger than 50NM, then the formula (see paragraph 2.5.1) that is applied is: (MIN + 50NM) * 2 + 5NM = 105NM Horizontal View AUA1 DELEGATED AIRSPACE from AUA 2 AUA2 110NM FL285 A Figure 18 : Example of balcony effect in AUAs with delegated airspace The distance not to exceed, whilst flying between the Entry / Exit point and the AUA vertical border, is 105NM. Any crossing of the vertical border of the AUA beyond the 105NM will trigger an error in IFPS as the Entry / Exit point is not validated as a valid Entry / Exit point (see Figure 19). AUA1 AUA2 FL285 105NM This will happen when the offset due to delegated airspace is more than 105NM. Being the Horizontal point in the border of the AUA at some level. A Figure 19 : Example of calculations of balcony effect in AUAs with delegated airspace VERSION 1.1 RELEASED ISSUE PAGE 25

The check applies only for the crossing of the AUA vertical border. Any trajectory crossing the AUA horizontal border is not subject to this check. This is presented in the example below (see Figure 20). AUA1 AUA2 FL285 A Figure 20 : Example of calculations of balcony effect in AUAs with delegated airspace 2.5.4. IFPS errors and Procedure IFPS will raise an error whenever the distance between the point and the AUA border is greater than the limit, IFPS will: Not validate the point despite the point being used in its correct role; Look for a valid point: For entry: previous point en-route ; For exit: next point en-route. The examples below (see Figures 21 and 22) represent this. The flight plan route is A DCT B DCT C via Intermediate point followed by a Entry / Exit point followed by a Intermediate point. Because of the check IFPS does not validate B as an allowed exit and entry point. IFPS will invalidate the flight plan and report 2 errors (on the previous point en-route ): ROUTE29 stating that point A is not an allowed entry point; ROUTE29 stating that point A is not an allowed exit point. AUA1 AUA2 A B C Figure 21 : Example of balcony effect in AUAs with delegated airspace and points position VERSION 1.1 RELEASED ISSUE PAGE 26

The flight plan route is A DCT B DCT C via Intermediate point followed by a Entry / Exit point followed by a Intermediate point. Because of the check IFPS does not validate B as an allowed exit and entry point. IFPS will invalidate the flight plan and report 2 errors (on the next point en-route ): ROUTE29 stating that point C is not an allowed entry point; ROUTE29 stating that point C is not an allowed exit point. AUA1 AUA2 A B C Figure 22 : Example of balcony effect in AUAs with delegated airspace and points position If requested by States / FABs / ANSPs, when an error is raised, pertaining to a vertical error ( balcony effect), it may be manually ignored by IFPS staff and the flight plan will be accepted. 2.5.5. Solution / Recommendation A significant point can be published as Entry or Exit point far from the border. Also, the vertical borders can be not straight. But it shall be considered that the farther Entry or Exit point and border are and the more irregular the vertical borders of the area are, the more chances to have flights entering trough unexpected points. If the delegation sticks out by more than 105NM, then the wall that doesn t stick out will become unreachable from the Entry point at this level, even when the flight takes the shortest route to the boundary. Such problems can be avoided by delegating this airspace at all levels, even if there is not a significant amount of traffic to be delegated at these levels. The simplicity of the airspace geometry will simplify flight planning. In order to avoid the undesired rejection of flight plans States / FABs / ANSPs may consider the following: For point A - this point should be published as a Entry / Exit point below FL285; For point B - this point should be published as a Entry / Exit point above FL285. Flights crossing the horizontal border can use either point (see Figure 23). VERSION 1.1 RELEASED ISSUE PAGE 27

AUA1 AUA 2 FL285 A B Figure 23 : Example of balcony effect in AUAs with delegated airspace and points positions 2.6 IFPS Segments Checking in area with the ATS Route Network 2.6.1. Details of the segment check 2.6.1.1. This IFPS check is only valid within area when the ATS route network remains available and when a relevant DCT is within the vertical limits of the co-located ATS route. 2.6.1.2. IFPS compares each ATS route and relevant DCT filed in the flight plan and either: Replaces it by the Route Designator (RD) of an existing co-located ATS route segment; or Retains the DCT. 2.6.1.3. All ATS routes are introduced in CACD as they are published in State AIPs. For NMOC system purposes only, each unidirectional ATS route segment, which states the opposite non-existing / non-available direction as the Route Designator, is defined as closed. 2.6.2. DCT replacement 2.6.2.1. Any DCT filed in the flight plan is replaced by a co-located ATS route only if both alignments have exactly the same description. 2.6.2.2. As a DCT is a Direct between two significant points the co-located ATS route shall also be defined by the same two significant points. 2.6.2.3. The example below (see Figure 24) shows the DCT replacement case. ATS route Myyy is published as AAAAA - NN - PPPPP - TTTTT while the filed DCTs are AAAAA - PPPPP and PPPPP - TTTTT. In this case the alignment of the ATS route and the second filed DCT are exactly the same as both contain only points PPPPP and TTTTT. IFPS replaces the abbreviation DCT between points PPPPP and TTTTT with Route Designator - Myyy in the validated flight plan. VERSION 1.1 RELEASED ISSUE PAGE 28

BBBBB (X) AAAAA (E) CCCCC (EXAD ) FFFFF (AI) Myyy DCT HHHHH (DI) NDB NN NNNNN MMMMM (ADI) Myyy RRRRR Lxxx PPPPP VOR / DME TTT JJJJJ ZZZZZ Myyy EEEEE (X) XXXXX DCT DDDDD TTTTT LLLLL (E) SSSSS Figure 24 : Example of DCT replacement by co-located ATS route designator 2.6.3. DCT non-replacement 2.6.3.1. Any DCT filed in the flight plan which is NOT replaced by a co-located ATS route takes place when both alignments have a different description. 2.6.3.2. As a DCT is a Direct between two significant points the co-located ATS route shall not be defined only by these two significant points. The ATS route shall contain one or more additional points in between. 2.6.3.3. The example below (see Figure 25) shows the DCT non-replacement case. ATS route Lxxx is published as straight line - PPPPP - TTTTT while the filed DCT is also a straight line but - TTTTT. In this case the alignment of ATS route and filed DCT are similar but not the same as ATS route contains point PPPPP. IFPS is NOT replacing in the validated flight plan the abbreviation DCT between points and TTTTT. BBBBB (X) AAAAA (E) CCCCC (EXAD ) FFFFF (AI) HHHHH (DI) NDB NN NNNNN MMMMM (ADI) Lxxx RRRRR VOR / DME TTT JJJJJ DCT PPPPP ZZZZZ Lxxx XXXXX EEEEE (X) DDDDD TTTTT LLLLL (E) SSSSS Figure 25 : Example of DCT non-replacement by co-located ATS route designator VERSION 1.1 RELEASED ISSUE PAGE 29

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3 NMOC AURA expression 3.1 Purpose 3.1.1. The purpose of this Chapter is to describe the use of airspace utilisation rules and availability (AURA) restrictions for expression and processing. 3.1.2. This Chapter covers the RAD and DCT restrictions and their available features. 3.2 RAD 3.2.1. in the RAD 3.2.1.1. In accordance with the definition is a specified airspace within which users may freely plan a route without reference to the ATS route network. 3.2.1.2. The relevant parts of States / FABs / ANSPs RAD for shall contain a list of restrictions valid only on specific: Significant point/s; or Airspace Volume/s (ATC Unit, AoR of relevant ATC Unit - CTA/UTA, TMA, CTR or individual control sector/s within an ATC unit). When a relevant RAD restriction is based on airspace volume the States / FABs / ANSPs shall provide the NM RAD Team with evidence of when the relevant airspace/s is/are available. 3.2.1.3. The requirement for a expression in the RAD shall be initially considered in accordance with ERNIP Part 1, Chapter 6, Section 6.5.2 when States / FABs / ANSPs provide RAD restrictions for operational validation with NM (Operations Planning and Network Operations). 3.2.2. Limits 3.2.2.1. The RAD gives possibility via Appendix 4 to describe any en-route DCT (Direct) flight plan filing limitation imposed by each State / FAB or ATC Unit in accordance with provisions of ICAO Doc 4444 - ATM (PANS-ATM). The restriction structure allows representation of DCT horizontal limit inside each ATC Unit respectively, area or in several ATC Units respectively in a cross-border area. 3.2.2.2. Local area DCT horizontal limit - shall be defined as ; Cross-border DCT limits - shall be defined as Not Allowed. This is required in order for NMOC systems to correctly process flight plans within the local environment avoiding cross-border operations. ATC Unit Name L _ ACC E _ ACC ATC Unit Vertical Limit DCT Horizontal Limit Cross-border DCT Limits Above FL245 Free Route Airspace 23:00..05:00 (22:00..04:00) Above FL105 Free Route Airspace 23:00..05:00 (22:00..04:00) Not Allowed Not Allowed Figure 26 : Example of local DCT Limits VERSION 1.1 RELEASED ISSUE PAGE 31

3.2.2.3. Cross-border area DCT horizontal limit - shall be defined as ; Cross-border DCT limits - shall be defined as Allowed to/from relevant: o ATC Unit/s part of cross-border area; or o FAB; or o area. This is required in order for NMOC systems to correctly process flight plans within the cross-border environment allowing cross-border operations. ATC Unit Name L _ ACC E _ ACC ATC Unit Vertical Limit DCT Horizontal Limit Cross-border DCT Limits Above FL245 Free Route Airspace 23:00..05:00 (22:00..04:00) Above FL105 Free Route Airspace 23:00..05:00 (22:00..04:00) Allowed to/from E _ ACC or FAB or area Allowed to/from L _ ACC or FAB or area Figure 27 : Example of cross-border DCT Limits 3.2.2.4. In RAD Appendix 4 shall contain only the vertically defined DCTs with availability No for the purposes described in the sections below. In any vertically defined DCTs with availability Yes shall not be accepted by the NM RAD Team in parallel with procedures. Acceptance is possible in exceptional cases or due to special circumstances following coordination and confirmation at planning level. 3.2.3. Connecting Routes 3.2.3.1. The RAD gives the possibility, either via Appendix 5 or Pan-Europe Annex, to describe any Connecting Route. The restriction structure allows representation of defined mandatory Departure and/or Arrival Connecting Routes. The example below (see Figure 28) shows possible organisation of Departing or Arriving Connecting Routes that can be defined in the RAD. BBBBB (X) AAAAA (E) CCCCC (EXAD ) FFFFF (AI) HHHHH (DI) NDB NN NNNNN MMMMM (ADI) RRRRR PPPPP VOR / DME TTT JJJJJ ZZZZZ XXXXX EEEEE (X) DDDDD TTTTT LLLLL (E) SSSSS Figure 28 : Example of mandatory Departure and/or Arrival Connecting Routes VERSION 1.1 RELEASED ISSUE PAGE 32

3.2.3.2. RAD Appendix 5 States / FABs / ANSPs may define additional compulsory Departure (D) / Arrival (A) Connecting point/s from/to a certain TMA/airport and indications on their use for departures / arrivals from / to specific aerodromes. The examples below (see Figures 29 and 30) show the description of Departing or Arriving Connecting Routes. DCT DEP PT MMMMM DEP Restrictions Not available below FL065 for DEP L _ except via: 1. MMMMM L1 PPPPP DCT [EEEEE / TTTTT] 2. MMMMM M1 JJJJJ DCT SSSSS Figure 29 : Example of RAD Appendix 5 expression of DEP Connecting Route/s DCT ARR PT MMMMM ARR Restrictions Not available above FL075 for ARR L _ except via: 1. TTTTT DCT PPPPP L1 MMMMM 2. [SSSSS / LLLLL] DCT JJJJJ M1 MMMMM Figure 30 : Example of RAD Appendix 5 expression of ARR Connecting Route/s 3.2.3.3. RAD Pan-Europe Annex States / FABs / ANSPs may define restrictions valid for significant point/s or ATC sector/s and also include any specific conditions for the utilisation of significant point/s. The examples below (see Figures 31 and 32) show the description of Departing or Arriving Connecting Routes. Point HHHHH Utilisation Compulsory for traffic DEP E _ via: 1. BBBBB / CCCCC 2. NNNNN below FL135 Figure 31 : Example of RAD Pan-Europe Annex expression of DEP Connecting Route/s Point FFFFF Utilisation Compulsory for traffic ARR E _ via: 1. AAAAA / CCCCC 2. NNNNN above FL145 Figure 32 : Example of RAD Pan-Europe Annex expression of ARR Connecting Route/s 3.2.4. border - close proximity DCT protection 3.2.4.1. As stated above in section 2.3 currently the NM system is not checking the proximity of DCTs close to the border other than ±0.5NM on both sides of the relevant AUA border. 3.2.4.2. The RAD gives the possibility, either via Appendix 4 or Pan-Europe Annex, to describe forbidden DCTs. Before using the RAD for that purpose States / FABs / ANSPs shall cross-reference the existing AoR of their ACCs/UACs and relevant AUAs in CACD. The chosen implementation, with or without allowance of Intermediate points, shall also be considered. All this is required in order to avoid undesired and an unnecessary number of RAD restrictions. VERSION 1.1 RELEASED ISSUE PAGE 33

BBBBB (X) (EXAD ) AAAAA (E) FFFFF (AI) 3NM area CCCCC HHHHH (DI) NNNNN NDB NN MMMMM (ADI) RRRRR PPPPP EEEEE (X) VOR / DME TTT JJJJJ ZZZZZ XXXXX DDDDD TTTTT LLLLL (E) SSSSS Figure 33 : Example of border area proximity violation 3.2.4.3. RAD Appendix 4 States / FABs / ANSPs may include vertically defined DCTs with availability No which are not allowed to be filed by the AOs due to the close proximity to a border. The example below (see Figure 34) shows the expression of unacceptable DCTs. Only the relevant direct connections are forbidden any other possible connection between the pair of points is permitted. TTT DCT ZZZZZ is forbidden while TTT DCT PPPPP DCT ZZZZZ is available. FROM TO Lower Vertical Limit (FL) Upper Vertical Limit (FL) Available (Y) Not available (N) Utilisation Time Availability ID Number Operational Goal Remark/s Direction of Cruising Levels ATC Unit TTT JJJJJ 315 660 No H24 To avoid DCT filing close to area boundary E _ ACC TTT ZZZZZ 315 660 No H24 To avoid DCT filing close to area boundary E _ ACC Figure 34 : Example of RAD Appendix 4 expression of forbidden DCTs close to border 3.2.4.4. RAD Pan-Europe Annex States / FABs / ANSPs may define restrictions valid for significant point/s to certain significant point/s in order to forbid all possible DCTs in close proximity to a area border. The example below (see Figure 35) shows the expression of unacceptable DCTs. All possible connections between the pair of points are forbidden. No flights allowed between TTT and JJJJJ / ZZZZZ on any DCT combination. Point TTT Utilisation Not available for traffic via JJJJJ / ZZZZZ. Figure 35 : Example of RAD Pan-Europe Annex expression of forbidden DCTs close to border 3.2.4.5. Depending on specific requirement/s States / FABs / ANSPs may choose any of the above RAD expressions. VERSION 1.1 RELEASED ISSUE PAGE 34

3.2.5. Flows Crossing Prevention 3.2.5.1. The RAD gives the possibility, either via Appendix 4 or Pan-Europe Annex, to prevent traffic flows crossing at close proximity to the AUA border. This can be used in cases where two successive Entry or Entry / Exit points are separated by a boundary of two different ATC sectors and border flow crossing is not acceptable. BBBBB (X) AAAAA (E) CCCCC (EXAD ) FFFFF (AI) HHHHH (DI) NDB NN NNNNN MMMMM (ADI) RRRRR PPPPP VOR / DME TTT JJJJJ ZZZZZ XXXXX EEEEE (X) Sector WUS Sector EUS DDDDD TTTTT LLLLL (E) SSSSS Figure 36 : Example of crossings flows at ATC Sector boundary 3.2.5.2. RAD Appendix 4 States / FABs / ANSPs may include vertically defined DCTs with availability No which are not allowed to be filed by AOs due to the AUA sector border being in close proximity to crossing traffic flows. Where the number of possible DCTs might be too big this option may be considered as inappropriate. 3.2.5.3. RAD Pan-Europe Annex States / FABs / ANSPs may define restrictions forbidding flight/s ( DCT/s): From a significant point to other significant point/s; Via an adjacent ATC sector. The example below (see Figure 37) shows the expression of unacceptable DCTs avoiding undesired crossing based on a significant point. All possible connections between the pair of points, including those which might not have a real operational impact, are forbidden. Point LLLLL Figure 37 : Utilisation Not available for traffic via ZZZZZ / XXXXX / DDDDD / TTTTT. Example of the RAD Pan-Europe Annex point based expression The example below (see Figure 38) shows the expression of unacceptable DCTs avoiding undesired crossing based on airspace volume. Only the relevant direct connections are forbidden, any other possible connection between the pair of points is permitted. LLLLL DCT ZZZZZ DCT NNNNN is forbidden while LLLLL DCT NN DCT NNNNN is available. VERSION 1.1 RELEASED ISSUE PAGE 35

Airspace L _ EUS Figure 38 : Utilisation Not available for traffic via LLLLL. Example of the RAD Pan-Europe Annex volume based expression 3.2.5.4. Depending on specific requirement/s States / FABs / ANSPs may choose any of the above possible RAD expressions. 3.2.6. Mandatory Intermediate points 3.2.6.1. The RAD gives the possibility, via Pan-Europe Annex, to allow certain Intermediate point as mandatory. BBBBB (X) AAAAA (E) CCCCC (EXAD ) FFFFF (AI) HHHHH (DI) NDB NN NNNNN MMMMM (ADI) RRRRR PPPPP VOR / DME TTT JJJJJ ZZZZZ XXXXX EEEEE (X) DDDDD TTTTT LLLLL (E) SSSSS Figure 39 : Example of mandatory Intermediate point 3.2.6.2. States / FABs / ANSPs may define a restriction, permitting only required traffic flows via certain significant point from other to other significant point/s. The example below (see Figure 40) shows the expression of mandatory Intermediate point. All other possible connections between the pair of points LLLLL / CCCCC and LLLLL / NNNNN are forbidden the only possible connection is via RRRRR. Point RRRRR Utilisation Compulsory for traffic via LLLLL and then CCCCC / NNNNN. Figure 40 : Example of the RAD Pan-Europe Annex expression of mandatory Intermediate point VERSION 1.1 RELEASED ISSUE PAGE 36

3.2.7. Entry / Exit point directional use 3.2.7.1. The RAD gives the possibility, via Pan-Europe Annex, to describe in which direction traffic will have to cross the AUA border considering that in CACD the borders are directional. 3.2.7.2. States / FABs / ANSPs may define how to enter or leave the area via certain Entry / Exit point and use it as unidirectional in, whilst keeping its bidirectional use for designated airports in and ATS routes. It can also be used to segregate the traffic flows in relation to changes in FLOS over the significant points. Point Utilisation Only available for traffic: 1. Crossing AUA1 - AUA2 boundary above FL245. 2. Via L _TMA. Figure 41 : Example of the RAD Pan-Europe Annex expression of significant point direction usage The expression in sub-restriction (1) above means that traffic is allowed to cross the border from AUA1 to AUA2, this is unidirectional above FL245. States / FABs / ANSPs can always use the Operational Goal to explain in detail the intention of the relevant RAD restriction. 3.2.8. Avoidance of Special Areas 3.2.8.1. The RAD gives the possibility, via Appendix 7, to describe how to flight plan across the active Special Areas. 3.2.8.2. States / FABs / ANSPs may define the airspace restrictions (FUA restrictions) caused by restricted airspace (RSA) activation. 3.2.8.3. States / FABs / ANSPs may also include specific conditions for the utilisation of significant points. The use of Intermediate points for avoidance of a relevant RSA may be included as information and as part of the Operational Goal of a relevant restriction. The usage of such points in the flight plan is not mandatory and they are not checked by IFPS. BBBBB (X) AAAAA (E) CCCCC (EXAD ) FFFFF (AI) HHHHH (DI) NDB NN NNNNN MMMMM (ADI) RRRRR PPPPP VOR / DME TTT JJJJJ ZZZZZ XXXXX EEEEE (X) Allowed for DEP outside IFPZ GGGGG DDDDD TTTTT Figure 42 : LLLLL (E) SSSSS Example of Special Area avoidance and allowance in VERSION 1.1 RELEASED ISSUE PAGE 37

3.2.8.4. The RAD Appendix 7 restriction structure and NMOC system capabilities allow expression and processing in two possible ways: Full avoidance of Special Area - no flights allowed across; RSA L_TRA52A RESTRICTION applied during times and within vertical limits allocated at EAUP/EUUP Not available for traffic during the times and within the vertical limits allocated at EAUP/EUUP. ID Number L_TRA52AR Operational Goal Traffic is not allowed to flight plan across active military area. AND when necessary For avoidance nearby points are: ZZZZZ, GGGGG, DDDDD. Affected ATS route/s / DCT/s T746, DCTs Figure 43 : Example of RAD Appendix 7 full avoidance of Special Area Partial avoidance of Special Area - certain flights allowed across. RSA L_TRA52A RESTRICTION applied during times and within vertical limits allocated at EAUP/EUUP Not available for traffic during the times and within the vertical limits allocated at EAUP/EUUP. Except: 1. GAT 2. Via ZZZZZ DCT SSSSS 3. DEP outside IFPZ ID Number L_TRA52AR Operational Goal Traffic is not allowed to flight plan across active military area except specified flows. AND when necessary For avoidance nearby points are: ZZZZZ, GGGGG, DDDDD. Affected ATS route/s / DCT/s LLLLL DCT DDDDD DDDD DCT XXXXX LLLLL DCT ZZZZZ ZZZZZ DCT XXXXX or DCTs Figure 44 : Example of RAD Appendix 7 partial avoidance of Special Area and avoidance points expression 3.2.8.5. In the case of Partial avoidance of Special Area States / FABs / ANSPs may include, as allowed, one or a combination of the following traffic flows: DEP or ARR or DEP/ARR or city pairs DEP ARR from/to certain airport/s: o with no other airspace reference; o via certain significant point/s; o via certain ATS route/s; o via certain ATS route segment/s; o via certain DCT/s; DEP outside IFPZ; GAT; Via certain: o significant point/s; o ATS route/s (N3); o ATS route segment/s (AAAAA N3 BBBBB); o DCT/s (CCCCC DCT DDDDD). 3.2.8.6. Depending on specific requirement/s States / FABs / ANSPs may choose any of the above RAD expressions. For further details see Chapter 4. 3.3 DCT Restrictions 3.3.1. General provisions 3.3.1.1. As defined by ERNIP Part 1, Chapter 8, Section 8.13 a DCT restriction is an additional restriction defining the rules for flying direct (DCT) in. This AURA restriction is used by NMOC systems to validate/invalidate flight plans and generate valid routes. VERSION 1.1 RELEASED ISSUE PAGE 38

3.3.1.2. The DCT restriction has the same features as a conventional DCT limitation restriction, but enhanced with the possibility to define the Entry / Exit points and the Intermediate points. 3.3.1.3. The DCT restriction is created in CACD by the Airspace Data Team based on State AIPs in order to implement the published characteristics in NMOC systems. The DCT restriction can be: Allowed or Not allowed; En-route or Cross-border. 3.3.1.4. An allowed: En-route DCT restriction, coded with digits from 100 to 499, identifies relevant airspace as and defines the conditions to cross it; Cross-border DCT restriction, coded with digit 500, defines how to penetrate and leave the area laterally or horizontally. 3.3.1.5. Not allowed DCT restriction can be used to forbid/prohibit specific DCTs across a. 3.3.1.6. The DCT restriction Specific Properties in CACD include: Operational Goal: o The Generate Operational Goal is used to automatically generate the operational goal, based on the elements of relevant restriction; o Its format depends on the type of DCT restriction (En-route or Cross-border), and its elements (AUA or AUAG). DCT Segments: o Vertical limits and information on whether relevant restriction is Allowed or Not Allowed; Points: o Entry / Exit points and Intermediate points (in -IP) including relevant vertical utilisation; Important Note: Due to NMOC system capability significant point relevance (A) and/or (D) is not coded separately and coincides with. o Each point can be defined either as part of an En-route DCT restriction (all Intermediate points) or a Cross-border DCT restriction (all border points - Entry, Exit and Entry / Exit) Important Notes: 1. Due to NMOC system coding and processing capabilities and requirements for majority of significant points the relevance is presented as EX regardless of States AIP publications. 2. For Intermediate points the reason is representation of allowed vertical connection from / to the area. When required vertically is presented as EX because from below the area flight is entering and point is (E) while from above the area flight is existing and point is (X). 3. For unidirectional Horizontal Entry or Exit points the main reason is representation of allowed border connection from one area to another area. Border (E) or (X) is presented as EX because theoretically any point published as Entry by one State is Exit for the neighbouring one and vice-versa (E X) / (X E). The NMOC system automatically puts them as EX as any other cross-border restriction. Additionally depending on area/s and for the same reason as some unidirectional Entry or Exit points are vertically presented as EX. 4. Horizontally relevance is in accordance with State AIP publications only for unidirectional / none border points. VERSION 1.1 RELEASED ISSUE PAGE 39

Flow Conditions: o Reference location is either Crossing Airspace (AUA - Local area) - defined as En-route DCT restriction or Crossing Airspace Border (adjacent AUAs - Cross-border area) which is defined as Cross-border DCT restriction; o Other specific restrictions or utilisations (vertical limits, exemption for military flights, DCT Distance Limitation) used to properly process flight plans and to avoid undesired and unnecessary rejections; Applicability: o Date/s, day/s, time; o No Dependant Applicability can be defined. 3.3.2. significant points with different vertical utilisation rules and availability 3.3.2.1. At several interfaces between States / FABs / ANSPs significant points have specific conditions of use in addition to general procedures as published in State AIP ENR 1.3. 3.3.2.2. In most of the cases, the different vertical utilisation rules and availability of significant points are applicable when they are located on boundaries where delegation of the responsibility for provision of ATS exists or on TMA boundaries or in the case of a balcony area. 3.3.2.3. Currently these vertical FL differences in utilisation are published in State AIPs as part of either ENR 4.1 or ENR 4.4 remarks and in CACD are expressed by a DCT restriction. 3.3.2.4. The example below (see Figure 45) shows different vertical relevance expressed by FLs of point JJJJJ. (EX ) (EX ) (EXAD ) HHHHH (DI) JJJJJ (EXADI) JJJJJ ZZZZZ SSSSS FLzzz SSSSS SSSSS (EX ) HHHHH JJJJJ SSSSS HHHHH JJJJJ : FLaaa - FLyyy (ADI): FLyyy - FLzzz (EXAD ) HHHHH (DI) JJJJJ (ADI) ZZZZZ (EXI) N1 ATS route network M1 FLyyy JJJJJ L1 FLaaa Figure 45 : Example of point different vertical relevance 3.3.2.5. In CACD there are two possible ways for expression either by: Inserting the vertical limits directly in point relevance definition (Specific Properties - points); or Directly referencing point to the relevant AUA representing the area (Specific Properties - Flow Conditions). VERSION 1.1 RELEASED ISSUE PAGE 40

3.3.2.6. The differences in vertical FL utilisation of any significant point shall be inside the general vertical limits of relevant area. 3.3.2.7. In the case of significant point located on TMA boundary and used as (A) / (D) any vertical limitation published by States is overridden by the AUA definition in CACD and system uses the lower limit as reference. This is done in order to allow proper and smooth climb/descend flight profile and avoid flight plan rejection. 3.3.3. Vertical Connectivity in -IP 3.3.3.1. As stated in Chapter 2 the entry to or exit from any area depends on the length of the Direct flight planning option allowed in it by States / FABs / ANSPs. 3.3.3.2. When the area DCT limit is 0NM, the DCT limit (xxxnm or 0NM) allowed within the AUA below the area has no influence on flight plan processing, as relevant allowed cross-border DCT restrictions override this DCT limit and it is ignored. 3.3.3.3. In order to allow definition of how traffic shall vertically enter the area from the underlying airspace, or vertically leave the area into the airspace below, the concept of horizontal border is introduced in CACD. 3.3.3.4. The borders are directional and the restriction Flow Routing Elements are relevant significant points (I, A, D) which for processing purposes only are used for vertical entry and/or exit. When a significant point is mentioned as a Flow Routing Element, then overflying that point is either forbidden or mandatory at the specified level range. When a sequence of significant points is mentioned as a Flow Routing Element then overflying is either forbidden or mandatory in the same sequence as the points are listed, at the specified level range regardless of which Intermediate points are overflown, if any at all. 3.3.3.5. Exceptionally allowed DCTs across the border can also be added as Flow Routing Elements, including DCTs aerodrome - point and vice-versa (same as for conventional Cross-border DCT restrictions). 3.3.3.6. In all cases presented below the vertical transition between the ATS route network and area and vice-versa shall be reference in flight plan to any of the above defined in CACD significant points. 3.3.3.7. The following cases are possible in vertical boundary crossing: a. Transition via (D) / (A) point States / FABs / ANSPs might require transit when the SID/STAR maximum level is different from the minimum level. If the relevant SID last point or STAR first point is clearly defined as (D) or (A) respectively, the gap is overridden by the point definition. The relevant cross-border DCT restriction can allow such vertical transition by artificially expanding the lower vertical limit of all required (D) or (A) points. The example is presented below (see Figure 46). VERSION 1.1 RELEASED ISSUE PAGE 41

HHHHH JJJJJ (IAD) ZZZZZ SSSSS FLzzz DCT limit 0NM HHHHH JJJJJ (IAD) ZZZZZ SSSSS FLyyy None ATS route network FLaaa Figure 46 : Example of / non- transition via specified (D)/(A) point b. Transition via certain point States / FABs / ANSPs might require transit only via a limited or selected number of Intermediate points. The relevant cross-border DCT restriction forbids cross-border operations between airspace with ATS route network and area and vice-versa except via explicitly defined significant points. The example is presented below (see Figure 47). HHHHH JJJJJ (IAD) ZZZZZ SSSSS FLzzz DCT limit 0NM L1 N1 X HHHHH X JJJJJ (IAD) None ATS route network ZZZZZ L1 SSSSS FLyyy FLaaa Figure 47 : Example of / non- transition via specified point c. Transition laterally via point States / FABs / ANSPs might require transit not via a defined/allowed significant point but referenced to it (before or after) in order to allow a smooth flight profile. The relevant cross-border DCT restriction can allow such lateral transition. It forbids cross-border operations between airspace with ATS route network and area and vice-versa except via explicitly defined for that purpose significant points. The example is presented below (see Figure 48). VERSION 1.1 RELEASED ISSUE PAGE 42

HHHHH JJJJJ (IAD) ZZZZZ SSSSS FLzzz DCT limit 0NM HHHHH JJJJJ (IAD) ZZZZZ SSSSS FLyyy N1 None ATS route network L1 FLaaa Figure 48 : Example of / non- transition laterally off defined points d. Transition vertically below point (see also Chapter 2, paragraph 2.4.3.4.) States / FABs / ANSPs might require transit below the lower vertical limit of a defined/allowed significant point in order to allow a smooth flight profile. The relevant cross-border DCT restriction can allow such vertical transition by artificially expanding the lower vertical limit of all required Intermediate points. The cross-border operations between airspace with ATS route network and area and vice-versa are allowed when the trajectory upper limit is above the expanded lower limit. The example is presented below with expanded lower limit from FLyyy to FLxxx (see Figure 49). HHHHH JJJJJ (IAD) ZZZZZ SSSSS FLzzz DCT limit 0NM HHHHH JJJJJ (IAD) ZZZZZ SSSSS FLyyy N1 None ATS route network L1 FLxxx Figure 49 : FLaaa Example of / non- transition below defined points e. Transition of flight to/from close proximity airports out of the area For certain airports located in close proximity out of the area, the climb or descent profile at a Entry / Exit point might be below the lower limit. In this case the flight profile will not enter/exist at the defined point and normally the flight plan shall be rejected. VERSION 1.1 RELEASED ISSUE PAGE 43

If States / FABs / ANSPs require flight plans to be accepted, they can achieve this via a DCT restriction. The relevant cross-border DCT restriction forbids cross-border operations between airspace with ATS route network and area and vice-versa except via explicitly defined for that purpose significant points (E, X, EX). The example is presented below (see Figure 50). HHHHH JJJJJ ZZZZZ SSSSS FLzzz DCT limit 0NM HHHHH JJJJJ ZZZZZ SSSSS FLyyy N1 None ATS route network Figure 50 : Example of / non- ARR/DEP transition for close proximity area airports FLaaa This DCT restriction can be applied only on Local area based on singe AUA (Flow Conditions reference location Crossing Airspace ) and not on Crossborder area defined by two or more adjacent AUAs (Flow Conditions reference location Crossing Airspace Border ). Currently in Cross-border area such transition of flight to/from close proximity airports out of that area can be applied either using RAD or PTRs. 3.3.4. border clipping 3.3.4.1. The term clipping is used in the case when any planned DCT intends to exit and then re-enters the relevant AUA representing the area. 3.3.4.2. The relevant cross-border and en-route DCT restrictions defining the Entry / Exit points (how to penetrate and leave the area laterally) as well as the conditions to cross the area prevent such a DCT to be filed. The relevant DCT is unavailable as the flight attempts to cross the (AUA) border via non-defined significant point. The example is presented below (see Figure 51). Both DCTs LLLLL - and XXXXX - NNNNN are rejected, as the relevant DCT restriction prohibits to cross the (AUA) border via not allowed Exit points (points identified as 1 ) and Entry points (points identified as 2 ). 3.3.4.3. In most of the cases such DCT is also identified under flying along the border IFPS check (see also Chapter 2, section 2.3) and is rejected. VERSION 1.1 RELEASED ISSUE PAGE 44

BBBBB (X) AAAAA (E) CCCCC (EXAD ) FFFFF (AI) HHHHH (DI) NDB NN NNNNN MMMMM (ADI) RRRRR 2 PPPPP 1 2 VOR / DME TTT 1 JJJJJ ZZZZZ XXXXX EEEEE (X) DDDDD TTTTT LLLLL (E) SSSSS Figure 51 : Example of (AUA) border clipping rejection 3.4 Other data related to 3.4.1. significant points and direction of cruising levels in 3.4.1.1. The FL orientation scheme (FLOS) applied by each State is normally published in AIP ENR 1.7. Without, each ATS route (ENR 3.3) has a defined direction of cruising levels expressed in terms of ODD or EVEN levels. Cases where direction deviations from ENR 1.7 exist shall be reflected in ENR 3.3 with correct ODD or EVEN FLs. 3.4.1.2. In, regardless of the existence of the ATS route network, there are flights towards a relevant significant point from different directions; however they are in accordance with the published FLOS. Deviations from the published direction of cruising levels are necessary in several cases for operational reasons related to ATC Unit responsibility of the same FL (ODD or EVEN) over a significant point. 3.4.1.3. Currently all significant points and direction of cruising levels are published in State AIPs as part of either ENR 4.1 or ENR 4.4 remarks. 3.4.1.4. This data is NOT included in CACD as part of the definitions. NMOC systems are not checking the compatibility between the State FLOS and flight plans filed. VERSION 1.1 RELEASED ISSUE PAGE 45

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4 NMOC ASM expression 4.1 Purpose 4.1.1. The purpose of this Chapter is to describe the specificities and processing of the ASM entities in. 4.1.2. This Chapter covers the RAD restrictions and NMOC system available features. 4.2 AURA Provisions 4.2.1. FUA Restriction 4.2.1.1. In RAD Appendix 7 States / FABs / ANSPs may define the airspace restrictions (FUA restrictions) caused by restricted airspace (RSA) activation. 4.2.1.2. For further details see also Chapter 3, section 3.2.8. 4.2.2. EU Restriction 4.2.2.1. A temporary (duration of few hours, daily, weekly) or seasonal airspace related information and/or other information influencing the air navigation is considered as EU restriction. 4.2.2.2. It can be implemented for Major exercise/s, Special event/s (Olympic Games, the Champions League final, etc.) and Industrial action/s. Information related to EU Restriction is published by AIP Supplement/s, Aeronautical Information Circular/s (AICs), or NOTAM. 4.3 FUA / EU Restrictions in CACD 4.3.1. Data Sources 4.3.1.1. FUA Restrictions are used for RSAs published in the AIP and are only created by the CADF / AD Team on request of an AMC. 4.3.1.2. The AMC shall pass the request for an FUA Restriction to relevant State / FAB / ANSP National RAD Coordinator (NRC) for publication in the RAD Appendix 7. 4.3.2. FUA / EU Restriction Types 4.3.2.1. An FUA Restriction is a Traffic Flow Restriction which has the same behaviour as an EU Restriction concerning flight plan validation. 4.3.2.2. An FUA Restriction must have: A Reference location (an RSA or FBZ); Dependent applicability based on RSA or FBZ activation; A FUA Restriction ID starting with an RSA or FBZ ID and ending with the character R (then S, T, etc. if there are multiple FUA Restrictions). There is a limit of 10 characters in total. 4.3.2.3. An EU Restriction ID starts with EU followed by maximum 8 characters (EUTLP974A). VERSION 1.1 RELEASED ISSUE PAGE 47

4.3.2.4. In the dependent applicability of the FUA / EU Restriction, the FUA Default Active parameter (Yes/No) determines whether the FUA Restriction is active by default when creating an AUP / UUP. If required, the resulting activation or non-activation of the FUA / EU Restriction in an AUP / UUP can be changed there by selecting or deselecting the corresponding checkbox. 4.3.2.5. A basic FUA / EU Restriction will invalidate FPLs that have a profile calculated to be inside the airspace volume of the concerned area when it is activated in an AUP / UUP. The example of basic FUA Restrictions is I8REHD14BR. 4.3.2.6. It is also possible to use additional conditions in an FUA / EU Restriction in order to obtain a more specific invalidation of FPLs according to pre-defined scenarios. The examples are: ESTRA52R (a basic FUA Restriction) This restriction will invalidate all FPLs penetrating the RSA ESTRA52. ESTRA52S (a FUA Restriction for a specific scenario) This second FUA Restriction for the RSA will be introduced for departures/arrivals, or specific airports or ATS routes. 4.3.3. Implementation of FUA / EU Restrictions in CACD and usage in CIAM 4.3.3.1. RSA: FUA RS tab In the image below, a FUA Restriction has been created for the RSA LFTPERCBRC, but not set as Default Active in the CACD, meaning that they will not be shown in CIAM as Activated. 4.3.3.2. The activation of the FUA Restrictions (as defined in the CACD) can still be overruled in CIAM by the AMC, and each Restriction (even those not activated) must be confirmed by the AMC. 4.3.3.3. In the RSA Allocation pane, the FUA / EU RS column displays the following information: Blank: No FUA Restrictions associated with this RSA are active; Vink sign: All FUA Restrictions associated with this RSA are active; Shaded square sign: Some, but not all, FUA Restrictions associated with this RSA are active. Figure 52 : Example of FUA RS tab VERSION 1.1 RELEASED ISSUE PAGE 48