Article 8 — Network identification service
Implementing Regulation (EU) 2021/664
1. A network identification service shall allow the continuous processing of the remote identification of the UAS throughout the duration of the flight and shall provide the remote identification of the UAS to the authorised users referred to in paragraph 4 in an aggregated manner.
2. The network identification service shall allow for the authorised users to receive messages with the following content:
(a) the UAS operator registration number;
(b) the unique serial number of the unmanned aircraft or, if the unmanned aircraft is privately built, the unique serial number of the add-on;
(c) the geographical position of the UAS, its altitude above mean sea level and its height above the surface or take-off point;
(d) the route course measured clockwise from true north and the ground speed of the UAS;
(e) the geographical position of the remote pilot or, if not available, the take-off point;
(f) the emergency status of the UAS;
(g) the time at which the messages were generated.
3. The information provided by the network identification services shall be updated at a frequency that the competent authority has determined.
4. The authorised users shall be:
(a) the general public as regards information that is deemed public in accordance with applicable Union and national rules;
(b) other U-space service providers in order to ensure the safety of operations in the U-space airspace;
(c) the air traffic services providers concerned;
(d) when designated, the single common information service provider;
(e) the relevant competent authorities.
GM1 Article 8 Network identification service
ED Decision 2022/022/R
(a) The network identification service provides the registration number of a UAS operator, the serial number of an unmanned aircraft, and live flight data of the UAS. It enables the sharing of information with any of the authorised users listed in Article 8(4) of Regulation (EU) 2021/664. Authorised users will be made aware of the geographical position, route course and emergency status, flight level, and type of the UAS, among other data elements. Based on the information provided by the UAS operators, USSPs share and consolidate UAS flight data among themselves and can, therefore, support traffic information when needed.
(b) The network identification service complements the original intent of the direct and network remote identification systems referred to in Regulation (EU) 2019/945. Whereas the remote identification established in Regulation (EU) 2019/945 supports the authorities in aspects related to security and privacy, the network identification service also supports operational needs and the traceability of unmanned aircraft during flight. The responsibility for the provision of the remote identification service lies with different entities. Regulation (EU) 2019/945 lays down the requirements for the design and manufacture of unmanned aircraft systems whereas Regulation (EU) 2021/664 defines the services provided by USSPs.
(c) Detailed and accurate information about the latency necessary for the proper functioning of the traffic information service may be assessed and defined during the U-space airspace risk assessment.
AMC1 Article 8(1) Network identification service
ED Decision 2022/022/R
PROVISION OF AGGREGATED UAS REMOTE IDENTIFICATION
USSPs should provide the UAS network remote identification in the geographic proximity of UAS operations that are supported by the provision of their services.
USSPs should exchange network remote identification data with all the service providers that share the same U-space airspace. The resulting aggregated data should cover all available network remote identification data in the U-space airspace concerned.
AMC2 Article 8(1) Network identification service
ED Decision 2022/022/R
USSPs should demonstrate a response time for distributing data received from the UAS, or from other service providers, which is smaller than the latency necessary for the proper functioning of the traffic information service, for at least 99 % of the time.
AMC3 Article 8(1) Network identification service
ED Decision 2022/022/R
The network identification service should:
(a) be available throughout the duration of the flight, starting as soon as the flight authorisation is activated;
(b) not be required when the operator ceases the flight, independently of the time limit approved in the flight authorisation.
AMC4 Article 8(1) Network identification service
ED Decision 2022/022/R
USSPs should use the interface defined in Annex 4 to ASTM F3411-22A ‘Standard Specification for Remote ID and Tracking’.
GM1 Article 8(1) Network identification service
ED Decision 2022/022/R
Member States may support the definition of ‘geographic proximity’ by setting a value as part of the performance requirements established for each U-space airspace. Alternatively, the value provided in ASTM F3411-22A which specifies a rectangular area with a diagonal no greater than 7 km as a maximum display area may be used. Establishing a value for a geographic proximity smaller than the size of the U-space airspace limits the sharing of unnecessary data among the USSPs and thus supports the technical and economic efficiency of the network.
GM2 Article 8(1) Network identification service
ED Decision 2022/022/R
To support the satisfaction of the U-space performance requirements as per Article 15(1) of Regulation (EU) 2021/664, a possible testing environment is presented in Annex A2 to ASTM F3411‑22A ‘Standard Specification for Remote ID and Tracking’.
AMC1 Article 8(2) Network identification service
ED Decision 2022/022/R
USSPs should provide the authorised users defined in Article 8(4) of Regulation (EU) 2021/664 with access to aggregated network remote identification data using the communication protocol defined in Annex 4 to ASTM F3411-22A ‘Standard Specification for Remote ID and Tracking’.
AMC1 Article 8(2)(c) Network identification service
ED Decision 2022/022/R
USSPs should convert the heights above the WGS 84 ellipsoid exchanged with the ASTM F-3411-22A standard to height above mean sea level (MSL) before providing it to the UAS operators.
GM1 Article 8(2)(c) Network identification service
ED Decision 2022/022/R
Due to the fact that the altitude above mean sea level (AMSL) calculated from the measured value of the barometric sensor and the QNH, cannot be compared to the calculated value of the altitude AMSL using the GNSS systems, it is recommended to exchange the altitude values in relation to the WGS 84 ellipsoid between U-space systems.
Wherever the flight altitude above sea level is required to be determined with the use of GNSS systems, it is recommended to use the EGM2008 or at least the EGM96 geoid models as the definition of mean sea level, as agreed with the competent authority.
GM1 Article 8(2)(f) Network identification service
ED Decision 2022/022/R
Certain UAS capabilities may not be available as from 26 January 2023, the date on which Regulation (EU) 2021/664 will become applicable. Regarding the identification of the UAS emergency status as per Article 8(2)(f) of Regulation (EU) 2021/664, and to compensate for the potential lack of automatic transmission of the information, it is considered an acceptable alternative for UAS operators to:
(a) continuously monitor the UAS behaviour, and when implemented, the built-in safety parameters or emergency status;
(b) manually trigger the UAS emergency status toward the USSP.
The proposed alternative is considered acceptable until 1 year after the date of entry into force of Regulation (EU) 2021/664, i.e. 26 January 2024.
GM1 Article 8(3) Network identification service
ED Decision 2022/022/R
Competent authorities may use the value defined in ASTM F3411-22A ‘Standard Specification for Remote ID and Tracking’ as aggregated monthly target for update frequency (no more than 3 seconds for 95 % of the time, and in 1 second for 99 % of the time).
GM1 Article 8(4) Network identification service
ED Decision 2022/022/R
USSPs may provide a visual interface to the authorised users to access data in accordance with items 5.5.5.6 to 5.5.5.8 of ASTM F3411-22A ‘Standard Specification for Remote ID and Tracking’.
Article 9 — Geo-awareness service
Implementing Regulation (EU) 2021/664
1. A geo-awareness service consisting of the following geo-awareness information shall be provided to UAS operators:
(a) information on the applicable operational conditions and airspace constraints within the U-space airspace;
(b) UAS geographical zones, relevant to the U-space airspace;
(c) temporary restrictions applicable to airspace use within the U-space airspace.
2. U-space service providers shall dispatch the geo-awareness information in a timely manner to allow contingencies and emergencies to be addressed by UAS operators, and shall include its time of update together with a version number or a valid time, or both.
GM1 Article 9 Geo-awareness service
ED Decision 2022/022/R
(a) Article 9 contains the requirements for USSPs when providing the geo-awareness service to UAS operators, and should not be confused with the geo-awareness function required by Regulation (EU) 2019/945 for certain UAS classes. In the latter case, geo-awareness is defined as a UAS function that detects a potential breach of the applicable airspace limitations and alerts the remote pilots so that they can take effective and immediate action to prevent that breach from occurring. In the framework of the U-space Regulation, geo-awareness is a USSP service that provides UAS operators with the information about the latest airspace constraints and defined UAS geographical zone information made available as part of the CIS.
(b) This service aims to support UAS operators in fulfilling their obligations, as it provides the necessary information on applicable operational conditions and airspace constraints with the level of accuracy and other performance requirements for which it has been certified.
(c) The geo-awareness service is used by the UAS flight authorisation service as a source of data to inform UAS operators of relevant operational constraints and changes both prior to and during the flight.
AMC1 Article 9(1) Geo-awareness service
ED Decision 2022/022/R
USSPs should ensure the timeliness and availability of the geo-awareness information provided to UAS operators.
AMC1 Article 9(2) Geo-awareness service
ED Decision 2022/022/R
USSPs should process and make geo-awareness data available to UAS operators based on the data’s update cycle and criticality level, but no later than its applicability dates and times.
GM1 Article 9(2) Geo-awareness service
ED Decision 2022/022/R
The table below illustrates the scenarios and values USSPs may consider for the implementation of the geo-awareness service:
|
Data type |
CIS update cycle |
Geo-awareness service update |
|
Static geographical zone |
Based on the aeronautical information regulation and control (AIRAC) cycle |
Daily |
|
Planned dynamic airspace restriction or limitation |
Several times a day |
Every 30 minutes |
|
Unplanned dynamic airspace reconfiguration |
Upon ATC unit request |
Within 5 seconds |
GM2 Article 9(2) Geo-awareness service
ED Decision 2022/022/R
TIME FORMAT AND VERSION NUMBER
USSPs may use the time format and version number provided in Chapter VIII ‘UAS geographical zone data model’ of and in Appendix 2 to EUROCAE ED-269 ‘MINIMUM OPERATIONAL PERFORMANCE STANDARD FOR GEOFENCING’ standard in the version published in June 2020.
Article 10 — UAS flight authorisation service
Implementing Regulation (EU) 2021/664
1. The U-space service providers shall provide UAS operators with the UAS flight authorisation for each individual flight, setting the terms and conditions of that flight, through a UAS flight authorisation service.
2. Where U-space service providers receive from the UAS operator an UAS flight authorisation request, they shall:
(a) check if the UAS flight authorisation request is complete and correct and submitted in accordance with Annex IV;
(b) accept the UAS flight authorisation request if the flight under the UAS flight authorisation is free of intersection in space and time with any other notified UAS flight authorisations within the same U-space airspace in accordance with the priority rules set out in paragraph 8;
(c) notify the UAS operator about the acceptance or rejection of the UAS flight authorisation request;
(d) when notifying the UAS operator about the acceptance of the UAS flight authorisation request, indicate the allowed UAS flight authorisation deviation thresholds.
3. When issuing a UAS flight authorisation, the U-space service providers shall use, where applicable, weather information provided by the weather information service as referred to in Article 12.
4. Where U-space service providers are unable to grant an UAS flight authorisation in accordance with the UAS operator’s request, U-space service providers may propose an alternative UAS flight authorisation to the UAS operator.
5. Upon receiving the request for an UAS flight authorisation activation referred to in Article 6(5), the U-space service providers shall confirm the activation of the UAS flight authorisation without unjustified delay.
6. U-space service providers shall establish proper arrangements to resolve conflicting UAS flight authorisation requests received from UAS operators by different U-space services providers.
7. U-space service providers shall check the request for UAS flight authorisations against U-space airspace restrictions and temporary airspace limitations.
8. When processing UAS flight authorisation requests, the U-space service providers shall give priority to UAS conducting special operations as referred to in Article 4 of Implementing Regulation (EU) No 923/2012.
9. When two UAS flight authorisations requests have the same priority, they shall be processed on a first come first served basis.
10. U-space service providers shall continuously check existing flight authorisations against new dynamic airspace restrictions and limitations, and information about manned aircraft traffic shared by relevant air traffic service units, in particular regarding manned aircraft known or believed to be in a state of emergency, including being subjected to unlawful interference, and update or withdraw authorisations as may be necessitated by the circumstances.
11. U-space service providers shall issue a unique authorisation number for each UAS flight authorisation. This number shall enable the identification of the authorised flight, the UAS operator and the U-space service provider issuing the UAS flight authorisation.
GM1 Article 10 UAS flight authorisation service
ED Decision 2022/022/R
(a) The UAS flight authorisation service provides authorisations to UAS operators for each individual flight based on other notified flight requests that may conflict with other unmanned operations within the same U-space airspace. It is a strategic deconfliction tool. The UAS flight authorisation service is provided to a UAS operator under the condition that it has submitted the UAS flight authorisation request before the flight. The content of this request is detailed in Annex IV to Regulation (EU) 2021/664.
(b) The UAS flight authorisation service should be able to handle flight authorisation requests by UAS operators for single flights and for a number of repetitive flights that are conducted consecutively on the same route.
(c) This service covers the flight authorisation provided according to Article 15(1) of Regulation (EU) 2019/947; however, it does not cover operational authorisations granted by the competent authority as defined in Article 12 of Regulation (EU) 2019/947. The service informs operators of overlaps with any airspace restrictions provided by the geo-awareness service (Article 9). UAS flight authorisations in 4D volume may be used by the conformance monitoring service.
(d) This service is also a way for UAS operators to announce their intent to start their operations by activating their UAS flight authorisation. The activation of a flight initiates the provision of tactical services (like traffic information, network and remote identification or conformance monitoring) when required. The subsequent ending of the flight stops the provision of these services.
(e) This service is mandatory in U-space airspace designated in any airspace (controlled or not) and applies to UAS operators. This service enforces the prioritisation rules. When there is more than one USSP providing U-space services in a U-space airspace, all USSPs should exchange the UAS flight authorisation requests among themselves as well as state the changes to those requests — i.e. ‘Accepted’, ‘Activated’, ‘Withdrawn’, ‘Ended’.
(f) The information required to process a flight authorisation is provided by the UAS operators (flight authorisation request), other USSPs (other accepted flight authorisations, traffic information), and the CIS (e.g. temporary restrictions, manned traffic information). The single CIS provider has no coordination role and no other responsibilities than to ensure the provision of a subset of information that supports the flight authorisation process.
AMC1 Article 10(1) UAS flight authorisation service
ED Decision 2022/022/R
USSPs should keep records of:
(a) all UAS flight authorisations, including:
(1) the data submitted by the UAS operator;
(2) the time of receipt of the requests;
(3) when accepted, the unique authorisation number, and the associated terms and conditions;
(b) UAS flight authorisation requests that are rejected, including the reason for rejection.
AMC2 Article 10(1) UAS flight authorisation service
ED Decision 2022/022/R
The USSP should include in the terms and conditions of a flight authorisation:
(a) a reminder clause about the applicable conditions and airspace constraints;
(b) the technical requirements, such as the necessary UAS performance requirements;
(c) when relevant, a list of any permissions that are required for a flight to enter restricted airspace (e.g. limited-access geographical zones);
(d) instructions detailing how to handle the flight authorisation and activation requests and constraints, such as the time frame for flight activation or deactivation.
GM1 Article 10(1) UAS flight authorisation service
ED Decision 2022/022/R
It is recommended that the USSP keep the records for a period of 5 years.
GM1 Article 10(2) UAS flight authorisation service
ED Decision 2022/022/R
UAS FLIGHT AUTHORISATION PROCESS
(a) The UAS flight authorisation service is a conflict resolution mechanism and authorises flights that are free of intersection with other flight authorisations.
(b) The UAS flight authorisation request describes the flight trajectory as a series of one or more 4D volumes expressed in height (base, ceiling), longitudinal and lateral limits, and duration (entry and exit times). Each dimension includes the uncertainties of the flight, e.g. earliest possible entry, latest possible exit.
(c) The detection of conflict is performed considering the planned 4D trajectories of the flights with the deviation thresholds added.
(d) The flight authorisation service ensures that the trajectory does not conflict with a no-fly zone and warns if the flight enters a restricted area.
(e) The UAS flight authorisation service describes a 4D trajectory typically in terms of height, length, width, and duration, and ensures that the trajectory does not conflict with a no-fly zone.
(f) The performance required is primarily driven by considering separation assurance and collision avoidance.
AMC1 Article 10(2)(a);(b) UAS flight authorisation service
ED Decision 2022/022/R
CHECK OF THE UAS FLIGHT AUTHORISATION REQUEST — COMPLETE, CORRECT, FREE OF INTERSECTION
The USSP should verify that the UAS flight authorisation is complete, correct, and free of intersection, and only accept the UAS flight authorisation request when all the following conditions are satisfied:
(a) When specified by the Member State (as per AMC2 to Article 3(4) of Regulation (EU) 2021/664), the flight authorisation request is made within the allowed time frame.
(b) The maximum capacity and density of UAS flights in the U-space airspace (AMC1 to Article 3(4) of Regulation (EU) 2021/664) is not yet reached.
(c) The UAS registration number provided by the UAS operator can be retrieved and validated from the operator’s information provided by the Member States as per Article 3(5) of Regulation (EU) 2021/664.
(d) When available, the UAS registration number can be retrieved and validated from the information provided by the Member States.
(e) The UAS flight is compatible with the U-space airspace restrictions and temporary airspace limitations.
(f) The UAS flight does not intersect with a prohibited (no-fly) geographical zone.
(g) The 4D trajectory of the UAS flight, with the deviation threshold (as specified for U-space airspace as per AMC2 to Article 3(4) of Regulation (EU) 2021/664) added, is free of any intersection with a previously authorised request.
The contingency/emergency measures detailed in the flight authorisation request are free of any intersection with a previously authorised request.
AMC2 Article 10(2)(a);(b) UAS flight authorisation service
ED Decision 2022/022/R
UAS FLIGHT — ACCEPTANCE OF FLIGHT PLANNED IN RESTRICTED AREA
A UAS flight planned outside the boundaries of the U-space airspace or planned to enter a geographical zone with restricted access may be a UAS operator error. When a UAS flight is planned outside the boundaries of the U-space airspace or in a restricted access geographical zone, the USSP may accept the flight authorisation but should provide beforehand a clear notification to the UAS operator, and should list in the terms and conditions the related airspace restrictions, specific entry permissions and requirements.
Once the UAS operator confirms it has been granted the relevant permissions to perform its flight, the USSP should accept the flight authorisation request.
AMC1 Article 10(2)(c) UAS flight authorisation service
ED Decision 2022/022/R
REASON FOR REJECTION OF A UAS FLIGHT AUTHORISATION
A USSP that rejects a UAS flight authorisation request should indicate the reason(s) for the rejection to the UAS operator concerned.
GM1 Article 10(2)(c) UAS flight authorisation service
ED Decision 2022/022/R
UAS FLIGHT AUTHORISATION NOT ACCEPTED
(a) The reasons for which the USSP is unable to grant the authorisation should be detailed and clear enough to allow the UAS operator to properly understand the issue and adjust its flight authorisation request accordingly.
(b) As only warnings will be given regarding airspace access, the UAS operator remains responsible for acquiring any necessary access permission.
GM1 Article 10(2)(d) UAS flight authorisation service
ED Decision 2022/022/R
Due to the numerous parameters outside the area of responsibility of the USSPs which are required to establish safe and sensible deviation thresholds (e.g. acceptable level of safety (ALS), density of operations, necessary safety margins, etc.), the deviation thresholds are defined by the Member States during the risk assessment and specified as performance requirements as per the AMC and GM to Article 3(4) of Regulation (EU) 2021/664.
AMC1 Article 10(3) UAS flight authorisation service
ED Decision 2022/022/R
The Member State may specify weather maxima or minima for important meteorological parameters as part of the U-space airspace operational conditions and constraints. When weather maxima or minima exist, the weather information service is required for the U-space airspace and the USSP should check the adequacy of the weather forecast with the specified weather maxima or minima when processing UAS flight authorisation and activation requests.
GM1 Article 10(3) UAS flight authorisation service
ED Decision 2022/022/R
The USSP cross-checks the weather maxima and minima with the ‘mode of operation’ (point 2 of Annex IV) of the flight authorisation request, such as:
(a) visibility requirements for VLOS or BVLOS with aerial observers;
(b) wind and temperature for all operations.
GM1 Article 10(4) UAS flight authorisation service
ED Decision 2022/022/R
UAS FLIGHT AUTHORISATION NOT ACCEPTED
USSPs may support the planning of an acceptable alternative in suggesting the start time or change of path.
AMC1 Article 10(5) UAS flight authorisation service
ED Decision 2022/022/R
ACTIVATION OF THE UAS FLIGHT AUTHORISATION
The USSP should make a final check of the flight authorisation and should confirm the UAS flight authorisation activation without delay when the following conditions are satisfied:
(a) The UAS operator has accepted the terms and conditions associated to the flight authorisation.
(b) The UAS flight authorisation is activated within the allowed time frame, when specified.
(c) The U-space airspace is not subject to dynamic airspace reconfiguration, and the UAS flight remains compatible with the U-space airspace restrictions and temporary airspace limitations.
(d) The planned UAS flight is compatible with the current weather maxima or minima, when relevant.
(e) The UAS flight authorisation does not intersect with another UAS flight authorisation that has a higher priority (e.g. UAS conducting special operations).
(f) In the proximity of the UAS flight, there are no:
(1) manned aircraft in a state of emergency;
(2) cooperative but non-conforming drones, or non-cooperative drones (when their detection is possible);
(3) e-conspicuous manned aircraft intersecting the planned UAS trajectory.
When the UAS flight authorisation cannot be activated, the USSP should indicate the reason(s) to the UAS operator and may propose an alternative.
GM1 Article 10(5) UAS flight authorisation service
ED Decision 2022/022/R
(a) It is acknowledged that depending on the implementation of the flight authorisation service and the situation in the U-space airspace, the flight authorisation may have been withdrawn. Nevertheless, a final consolidation and check of the accepted flight authorisation against the U‑space airspace constraints, conditions, and environment is expected to be performed to ensure the safety of operations.
(b) The activation request is expected close to the start of the flight mentioned in the UAS flight authorisation.
(c) The activation of the flight authorisation triggers the provision of the network identification and traffic information services and, when applicable, the conformance monitoring service. The activation request should enable the provision of these services.
(d) When the USSP receives the activation request, it rechecks the flight authorisation request. If the flight authorisation request has been withdrawn because it has been found to be in conflict with a higher-priority flight authorisation request or a manned aircraft known or believed to be in a state of emergency, then the USSP should respond negatively to the activation request.
(e) If no activation request is received for a flight, the USSP should withdraw the flight authorisation after the time indicated in the flight authorisation request as the latest possible start time of the flight plus any deviation threshold with units of time. The USSP may warn the UAS operator before doing this.
GM2 Article 10(5) UAS flight authorisation service
ED Decision 2022/022/R
ACTIVATION OF THE UAS FLIGHT AUTHORISATION
The minimum and maximum time (size of time window) before take-off at which the activation of the flight authorisation may have been identified by the Member Sate for specific U-space airspace. The USSP may further constrain the minimum and maximum time (size of time window) before take-off at which the activation is requested, due to practical considerations (e.g. efficient acceptance of flight authorisations among the UAS operators).
Those constraints are to be provided to the UAS operators in the terms and conditions of the UAS flight authorisation request.
GM3 Article 10(5) UAS flight authorisation service
ED Decision 2022/022/R
A possible interpretation of the expression ‘without unjustified delay’ is provided in ASTM F3548-21 ‘Standard Specification for UAS Service Supplier (USS) Interoperability’, which requires that the activation of flight authorisations be confirmed within 5 seconds for 95 % of the time.
AMC1 Article 10(6) UAS flight authorisation service
ED Decision 2022/022/R
UAS FLIGHT AUTHORISATION EXCHANGE AND CONFLICTING REQUESTS
To prevent conflicting UAS flights, the USSP should:
(a) make the necessary arrangements with other USSPs to allow for the rapid, reliable, robust and unequivocal identification of conflicts between any UAS flight authorisation requests;
(b) ensure constant synchronisation of the flight authorisations within the U-space they share, in exchanging the UAS flight authorisation requests among themselves as well as stating changes to those requests — ‘Accepted’, ‘Activated’, ‘Withdrawn’, ‘Ended’.
GM1 Article 10(6) UAS flight authorisation service
ED Decision 2022/022/R
ARRANGEMENTS IN CASE OF CONFLICTING UAS FLIGHT AUTHORISATION REQUESTS
(a) To ensure the interoperability of USSPs that provide flight authorisation services and resolve potential conflicts, USSPs may follow ASTM F3548-21 ‘Standard Specification for UAS Service Supplier (USS) Interoperability’.
(b) When duly demonstrated to the competent authority that the following mechanism can be safely implemented, if during operations any USSP fails entirely and cannot support strategic coordination, the arrangement among the USSPs may establish service levels and allow other USSPs to plan over accepted flights managed by the USSP that has failed. In that regard, the terms and conditions associated with the flight should incorporate provisions to deal with that specific case.
AMC1 Article 10(7) UAS flight authorisation service
ED Decision 2022/022/R
AIRSPACE RESTRICTIONS AND LIMITATIONS
The USSP should:
(a) when authorising a flight request, use the set of current airspace restriction data coming from the CIS (and the associated geo-awareness service);
(b) check whether there are any entry permission or technical requirements due to any airspace restrictions relevant to the flight, taking into account the flight’s 4D trajectory including any deviation thresholds;
(c) list the airspace restrictions as well as the specific entry permission and technical requirements in the terms and conditions provided with the flight authorisation request, if a flight authorisation requires specific entry permission or should meet specific technical requirements due to any airspace restrictions relevant to the flight and the USSP cannot determine from the information in the flight authorisation request whether these requirements are met.
GM1 Article 10(7) UAS flight authorisation service
ED Decision 2022/022/R
AIRSPACE RESTRICTIONS AND LIMITATIONS
(a) When the acceptance of the flight authorisation only depends on the information contained in the flight authorisation request (Annex IV to Regulation (EU) 2021/664), or when an appropriate automatic means to request and obtain permission to enter restricted airspace is implemented for the U-space airspace, the USSP may automatically confirm the technical compliance and approve the flight authorisation request. Conversely, the same process could automatically determine technical non-compliance or the absence of entry permission, hence the USSP could automatically reject the flight authorisation request.
(b) For cases other than that referred to in point (a), there are currently no means in the flight authorisation request (Annex IV to Regulation (EU) 2021/664) for the UAS operator to indicate that it has already obtained permission to enter any restricted airspace or that the aircraft is appropriately equipped. In these cases, the flight authorisation service should inform the UAS operator whether permission is required or whether there are specific requirements to be satisfied (e.g. technical equipment) by including the requirements in the terms and conditions of the flight authorisation request.
(c) In the case described in point (b), the UAS operator is responsible for obtaining the appropriate permission to enter any restricted airspace and/or for using an aircraft that meets any applicable technical requirements. By activating a flight authorisation, the UAS operator commits to meeting the terms and conditions of that flight authorisation request.
AMC1 Article 10(8) UAS flight authorisation service
ED Decision 2022/022/R
For the purposes of this AMC, the term ‘normal’ is used for a UAS flight which does not conduct special operations.
(a) When an authorisation request for a UAS flight which conducts special operations conflicts with a previously authorised normal UAS flight, the USSP should update or withdraw the authorisation of the normal flight, as may be necessary by the circumstances, in order to authorise the flight which conducts special operations.
(b) The USSP should inform the UAS operator concerned about any change to the flight authorisation, as per Article 6(6) of Regulation (EU) 2021/664.
GM1 Article 10(8) UAS flight authorisation service
ED Decision 2022/022/R
USSPs identify flight authorisation requests intended for special operations by the information given under ‘type of flight’ (special operations) of the UAS flight authorisation request (see point 3 of Annex IV to Regulation (EU) 2021/664).
AMC1 Article 10(9) UAS flight authorisation service
ED Decision 2022/022/R
(a) USSPs should reject any UAS flight authorisation request that conflicts with an earlier authorisation request of the same priority or higher, in accordance with Article 10(2)(b) of Regulation (EU) 2021/664.
(b) As far as practically possible (through the ‘proper arrangements’ that meet the requirement of Article 10(6) of Regulation (EU) 2021/664), USSPs should process UAS flight authorisations that have the same priority in the order of time at which the operational intent is submitted.
(c) As part of the recording required by AMC1 to Article 10(1) of Regulation (EU) 2021/664, USSPs should record the time of receipt of the UAS flight authorisation requests.
GM1 Article 10(9) UAS flight authorisation service
ED Decision 2022/022/R
(a) A new flight authorisation request cannot override a previously approved flight authorisation of the same priority. To reduce the number of cases where two conflicting flight authorisation requests arrive before the approval of either of them has finished, the time required to approve a flight authorisation request by means of ‘proper arrangements’ as per Article 10(6) of Regulation (EU) 2021/664 should be as short as practically possible. When two or more conflicting flight authorisation requests are received so close in time that their processing has not finished when the other(s) is (are) received, then there should be no systematic advantage to a given USSP or a given UAS operator.
The result should be one of the following:
(1) the first flight authorisation request received by any USSP is approved;
(2) neither/none flight authorisation request is approved;
(3) any flight authorisation request at random is approved.
(b) It is not possible to change an already authorised flight so that it conflicts with another authorised flight of the same priority or higher. Any change causing a conflict will be rejected, and the original, unchanged flight authorisation should remain valid.
AMC1 Article 10(10) UAS flight authorisation service
ED Decision 2022/022/R
CONTINUOUS CHECK OF FLIGHT AUTHORISATIONS IN RELATION TO THE PRESENCE OF MANNED AIRCRAFT
In airspace where the operation of manned aircraft not subject to air traffic control by the ANSP takes place, the USSP should consider the presence of electronically conspicuous manned aircraft and should:
(a) update or withdraw the flight authorisations, as may be necessary, if the manned aircraft is or is believed to be in a state of emergency;
(b) suggest to UAS operators the update of the flight authorisation when the manned aircraft trajectory intersects with the planned UAS 4D trajectory to enhance continued separation.
GM1 Article 10(10) UAS flight authorisation service
ED Decision 2022/022/R
(a) The checks should be performed from the moment the flight is authorised until the flight is no longer active (i.e. when the UAS operator signals the flight is no longer active).
(b) ‘Continuous’ checking is likely to be implemented as periodic checking. For an active UAS flight, the check should deliver relevant information as soon as practically possible, hence the checking should be performed at intervals similar to the time between the updates of the network information service for a given flight. For a not-yet-active flight, the checking interval may be longer and at the time limit according to the time horizon published by the Member States for the validity and availability of geo-awareness data.
GM2 Article 10(10) UAS flight authorisation service
ED Decision 2022/022/R
UPDATE OR WITHDRAWAL OF A FLIGHT AUTHORISATION
(a) USSPs may provide an updated, active UAS flight authorisation at the request of the UAS operator at any time provided that by doing so no new conflicts are produced. For example, a USSP may update a UAS flight authorisation at any point in space to assist in avoiding manoeuvres (e.g. holding or hovering) without the flight being considered non-conforming.
(b) When a USSP becomes aware that an existing flight authorisation is impacted by a new dynamic airspace restriction/limitation or that an existing flight authorisation is considered to be at risk from manned aircraft traffic due to information shared by the relevant air traffic service units, or information incoming from a (non-cooperative) drone detection system, then the USSP should either alert the UAS operator and provide it with an updated UAS flight authorisation to resolve the conflict or withdraw the existing UAS flight authorisation. The USSP should request the UAS operator to acknowledge any change in the UAS flight authorisation.
(c) Ending an active flight is a UAS operator action, and it is not expected to be automatically performed by the USSP. Ending an active flight terminates the provision of ‘tactical’ services, such as network identification, traffic information, and conformance monitoring services. The USSP should warn a UAS operator if it has not ended the flight and the time limit of the flight authorisation has passed.
(d) The USSP may withdraw a flight authorisation prior to flight activation.
AMC1 Article 10(11) UAS flight authorisation service
ED Decision 2022/022/R
(a) When authorising a flight, the USSP should issue a flight authorisation number that is unique throughout the duration that the authorisation is expected to be referred to, including after flight. This period should be at least 2 years, and preferably more than 10 years.
(b) Each USSP should ensure that the probability of issuing an authorisation number that is the same with that issued by another USSP within the geographic scope of the U-space implementation is lower than once in 2 years and preferably lower than once in 10 years.
(c) USSPs should agree on, and ensure through dedicated arrangements, the robustness of the mechanism ensuring the uniqueness of flight authorisation numbers.
GM1 Article 10(11) UAS flight authorisation service
ED Decision 2022/022/R
(a) The purpose of a unique authorisation number is to support the identification of a UAS operation during all its phases, including postflight. It provides an identifier for each UAS flight which is, as far as possible, unique across the U-space implementation and unique in a given time period, for at least 2 years and preferably for more than 10 years.
(b) The UAS operator should refer to the flight by its unique authorisation number in any subsequent communication with the USSP regarding that flight. It might include activation, ending, update, or cancellation. The USSP too should refer to the flight by its unique authorisation number in any communication with the UAS operator, for example in case of authorisation withdrawal.
(c) A Variant 1 Version 4 or Version 5 universally unique identifier (UUID) is considered a sufficiently unique flight authorisation number. In case Version 5 is used, the USSP should have a unique identifier and that identifier should be made known to the competent authority as part of the certification process of the USSP.
(d) Updates to a UAS flight authorisation should not result in a change to the unique authorisation number.
Article 11 — Traffic information service
Implementing Regulation (EU) 2021/664
1. A traffic information service provided to the UAS operator shall contain information on any other conspicuous air traffic, that may be in proximity to the position or intended route of the UAS flight.
2. The traffic information service shall include information about manned aircraft and UAS traffic shared by other U-space service providers and relevant air traffic service units.
3. The traffic information service shall provide information about other known air traffic and shall:
(a) include the position, time of report as well as speed, heading or direction and emergency status of aircraft, when known;
(b) be updated at a frequency that the competent authority has determined.
4. Upon receiving the traffic information services from the U-space service provider, UAS operators shall take the relevant action to avoid any collision hazard.
GM1 Article 11 Traffic information service
ED Decision 2022/022/R
(a) The traffic information service provides information to UAS operators about other air traffic that is or may be present in close proximity to the position of their UAS and supports situational awareness.
(b) The traffic information service supports UAS operators in avoiding collisions with manned and unmanned traffic.
(c) The traffic information service supports concurrent access to U-space airspace for a large number of UAS by providing UAS operators with useful information for the safe and efficient conduct of their flights.
GM2 Article 11 Traffic information service
ED Decision 2022/022/R
RESPONSIBILITY WITH REGARD TO THE PREVENTION OF MID-AIR COLLISION
(a) UAS operators are ultimately responsible for the safety of their flights, for meeting the U-space airspace operational constraints, and for ensuring separation or spacing from other manned and unmanned traffic.
(b) This responsibility cannot be transferred to USSPs nor to ANSPs. Neither is authorised to give instructions such as ‘climb’, ‘hold’, etc., to UAS operators; neither is charged with the responsibility to provide conflict resolution advisories, and neither is charged with the responsibility to separate unmanned aircraft from other traffic, other than the USSPs that provide flight authorisation services and ATC units that implement dynamic airspace reconfiguration.
(c) U-space services support the effective decision-making of UAS operators by providing as soon as possible the relevant traffic information to the relevant UAS operators while protecting the integrity and confidentiality of the data originating from manned or unmanned aircraft.
(d) Traffic information is not common information, and the exchange of traffic information does not involve the single CIS provider — except when ATSPs provide the relevant traffic information regarding manned aircraft in U-space airspace established in controlled airspace, as laid down in point ATS.OR.127 of Regulation (EU) 2017/373 amended by Regulation (EU) 2021/665.
AMC1 Article 11(1) Traffic information service
ED Decision 2022/022/R
USSPs should:
(a) identify any known traffic in close proximity to the position or intended route of any active UAS flight under their responsibility, and provide in real time that information to the UAS operator; and
(b) report such traffic to the UAS operator in a timely manner.
GM1 Article 11(1) Traffic information service
ED Decision 2022/022/R
From the point of view of a UAS operator, and in specific U-space airspace, other conspicuous air traffic comprises all flights under the control of other UAS operators that share the same U-space airspace and conspicuous manned traffic in the U-space airspace and in its vicinity.
GM2 Article 11(1) Traffic information service
ED Decision 2022/022/R
Member States may support the definition of ‘proximity’ by specifying the associated ‘surveillance volume’ through the establishment of the relevant values (range, height) as part of the performance requirements established for each U-space airspace.
Regarding UAS traffic, a rectangular area with a diagonal of 7 km, may be used according to the value provided in ASTM F3411-22A. For manned traffic, it is recommended to use 3 times this value (i.e. 21 km).
AMC1 Article 11(2) Traffic information service
ED Decision 2022/022/R
ELABORATION OF TRAFFIC INFORMATION
Traffic information is composite data that USSPs should elaborate from several sources:
(a) in controlled airspace, from the traffic information provided by the ATSP as per point ATS.OR.127 of Regulation (EU) 2017/373 amended by Regulation (EU) 2021/665, through the CIS or, when relevant, from the single CIS provider;
(b) from electronically conspicuous manned traffic, as specified in point SERA.6005(c) of Regulation (EU) No 923/2012, in airspace where manned aircraft operations are not subject to ATC;
(c) from complementary traffic information about uncontrolled manned aircraft;
(d) from the network identification service, providing the UAS remote identification, including the information from other USSPs;
(e) from other authoritative sources.
AMC2 Article 11(2) Traffic information service
ED Decision 2022/022/R
RECEIPT OF TRAFFIC INFORMATION FROM UNCONTROLLED MANNED AIRCRAFT
USSPs that provide traffic information service in U-space airspace where the operation of manned aircraft not subject to ATC takes place should ensure they can acquire the e-conspicuous manned aircraft information through the means specified in AMC1 to point SERA.6005(c) of Regulation (EU) No 923/2012. The information may be acquired from external sources (e.g. other USSPs) or by privately owned means of receipt.
AMC3 Article 11(2) Traffic information service
ED Decision 2022/022/R
USSP COMMON PROTOCOL — UNIQUENESS OF TRAFFIC INFORMATION
USSPs should adhere to a common protocol to ensure the uniqueness of traffic information and that it is delivered to each UAS operator exactly once.
GM1 Article 11(2) Traffic information service
ED Decision 2022/022/R
COMPLEMENTARY RECEIPT OF TRAFFIC INFORMATION FROM UNCONTROLLED MANNED AIRCRAFT
As per the result of the airspace risk assessment referred to in Article 3(1) of Regulation (EU) 2021/664, the need for deployment of additional ground infrastructure, in accordance with AMC1 to point SERA.6005(c) of Regulation (EU) No 923/2012, necessary for the continuous receipt of information from manned aircraft that make themselves electronically conspicuous, may be exceptionally alleviated.
GM2 Article 11(2) Traffic information service
ED Decision 2022/022/R
Traffic information is originally generated on board manned or unmanned aircraft by systems that compute, for example, own time, position and speed of the aircraft.
(a) Operators of unmanned aircraft in U-space airspace provide traffic information to USSPs by means of network identification service.
(b) Operators of manned aircraft not subject to ATC in U-space airspace provide traffic information to USSPs in accordance with point SERA.6005(c) of Regulation (EU) No 923/2012.
(c) Inside controlled airspace, ATSPs provide traffic information on manned aircraft to USSPs.
(d) USSPs share traffic information among themselves and with UAS operators.
(e) There is no direct flow of traffic information from USSPs to operators of manned aircraft.
AMC1 Article 11(3) Traffic information service
ED Decision 2022/022/R
PERFORMANCE OF THE TRAFFIC INFORMATION DISTRIBUTION
USSPs should demonstrate a latency for distributing traffic information that is lower than 5 seconds for at least 99 % of the time.
Article 12 — Weather information service
Implementing Regulation (EU) 2021/664
1. When providing a weather information service, U-space service providers shall:
(a) collect weather data, provided by trusted sources, to maintain safety and support operational decisions of other U-space services;
(b) provide the UAS operator with weather forecasts and actual weather information either before or during the flight.
2. The weather information service shall include, as a minimum:
(a) wind direction measured clockwise through the true north and speed in metres per second, including gusts;
(b) the height of the lowest broken or overcast layer in hundreds of feet above ground level;
(c) visibility in metres and kilometres;
(d) temperature and dew point;
(e) indicators of convective activity and precipitation;
(f) the location and time of the observation, or the valid times and locations of the forecast;
(g) appropriate QNH with geographical location of its applicability.
3. U-space service providers shall provide weather information that is up-to-date and reliable to support UAS operation.
GM1 Article 12 Weather information service
ED Decision 2022/022/R
(b) It is recognised that the weather information service intended for UAS operations is different from that provided by today’s meteorological service providers, especially when it comes to UAS operations in the ‘open’ and ‘specific’ category. UAS may fly near buildings and in areas where current aeronautical meteorological information is not always provided. Therefore, Article 12 of Regulation (EU) 2021/664 specifies the minimum content of weather information to be available for the purpose of UAS operations. It does not exclude the possibility that current aeronautical meteorological service providers may also provide this service.
AMC1 Article 12(1)(a) Weather information service
ED Decision 2022/022/R
(a) USSPs should use weather data that comes from authoritative sources.
(b) Where such weather data is not formally available from an authoritative source, but is required by end users, USSPs should use weather data from other (non-authoritative) sources, provided they have been verified and validated by the USSP to conform with the data quality requirements.
(c) USSPs should enable the identification of the source of the weather data in accordance with the contractual arrangements concluded with their UAS operators.
GM1 Article 12(1)(a) Weather information service
ED Decision 2022/022/R
(a) An authoritative source may be an organisation that is formally recognised by the Member State to originate and/or publish weather information which meets the data quality requirements as specified by that Member State. An authoritative source may be a meteorological service provider certified in accordance with Regulation (EU) 2017/373.
(b) A non-authoritative source may be an organisation other than that defined in point (a), but which originates and/or publishes weather data derived through data gathering or measuring (e.g. by the USSPs themselves, aircraft operators, or other relevant weather information organisations, or a combination of them), which conforms with the data quality requirements as specified by the Member State.
AMC1 Article 12(2)(f) Weather information service
ED Decision 2022/022/R
USSPs should provide weather information that contains:
(a) the location of the observation or forecast using:
(1) the ICAO designator, where available; or
(2) the geographic position expressed in the WGS 84 coordinate;
(b) the validity of the observation or forecast by specifying:
(1) the validity area/volume either via the ICAO designator and, where available, the WGS 84 position or WGS 84 area of validity; and
(2) the time of the observation and/or the validity of the forecast in UTC time.
GM1 Article 12(2)(f) Weather information service
ED Decision 2022/022/R
Article 12(2) of Regulation (EU) 2021/664 defines the minimum weather information set to be provided by the USSP. In certain cases, USSPs may either display a subset of, or enrich, this weather data set (or additional sources of information) to:
(a) provide the information to the end user for awareness;
(b) complete the weather data set with weather information that is publicly available, such as MET information.
AMC1 Article 12(3) Weather information service
ED Decision 2022/022/R
(a) Upon receipt of updated weather information related to current weather, the USSP should provide it to the UAS operator within maximum 30 seconds.
(b) Upon receipt of an updated weather forecast, the USSP should provide it to the UAS operator within maximum 5 minutes from the time the USSP starts processing the data.
(c) The USSP should inform the end user when the information is not up to date.
(d) The USSP should inform the end user of the source of the data at the request of the UAS operator.
(e) The USSP should provide a confidence level of the data being provided, where available, or indicate that the confidence level is unknown.
GM1 Article 12(3) Weather information service
ED Decision 2022/022/R
(a) It is the responsibility of the USSP to ensure that the data being consumed or referred to is the last available data set from the trusted source.
(b) The USSP is not responsible for ensuring that the data being exposed by the trusted source is effectively the last available data. This responsibility lies with the trusted source.
(c) The reliability of the data pertains mostly to the security, availability, and status reporting to the end user. USSPs should ensure that the UAS operator is presented with accurate information that has not been tampered with, and with information regarding the confidence level of the data where this is available at the source.
(d) When MET data is provided using the standard MET products (such as METAR or aerodrome local report), the confidence levels are contained within the MET standards that define these products, as specified in ICAO Annex 3 ‘Meteorological Service for International Air Navigation’.
Article 13 — Conformance monitoring service
Implementing Regulation (EU) 2021/664
1. A conformance monitoring service shall enable the UAS operators to verify whether they comply with the requirements set out in Article 6(1) and the terms of the UAS flight authorisation. To this end, this service shall alert the UAS operator when the flight authorisation deviation thresholds are violated and when the requirements in Article 6(1) are not complied with.
2. Where the conformance monitoring service detects a deviation from the flight authorisation, the U-space service provider shall alert the other UAS operators operating in the vicinity of the UAS concerned, other U-space service providers offering services in the same airspace and relevant air traffic services units, which shall acknowledge the alert.
GM1 Article 13 Conformance monitoring service
ED Decision 2022/022/R
(a) Article 13 of Regulation (EU) 2021/664 contains a general description of the objective of the conformance monitoring service, as well as the requirements for the USSPs that provide such service. This service checks the current in-flight information of each UAS with respect to the actual progress of the UAS flight as reported by the UAS operator or obtained from the remote identification service. The monitoring is performed per UAS flight.
(b) When any non-conformance of the UAS flight is detected, the USSP alerts:
(1) the UAS operator of the flight for which the non-conformance is detected;
(2) other air traffic,
(3) other USSPs;
(4) the single CIS provider, where applicable; or
(5) other relevant authorities.
(c) The USSP that detects a non-conformance should:
(1) add the information on deviation in the traffic information message if an unmanned aircraft is non-compliant;
(2) alert the UAS operators whose unmanned aircraft fail to comply with their planned operation; and
(3) monitor all current flight operations of their subscribed UAS operators; all USSPs have collective responsibility to dispatch relevant information to the UAS operators concerned.
GM2 Article 13 Conformance monitoring service
ED Decision 2022/022/R
A non-conformance may occur when a UAS flight does not comply:
(a) with any of the operational conditions or airspace constraints referred to in Article 3(4)(c) of Regulation (EU) 2021/664;
(b) with any of the terms or conditions of its flight authorisation in accordance with Article 10(1) of Regulation (EU) 2021/664;
(c) with any of the deviation thresholds of its flight authorisation in accordance with Article 10(2)(d) of Regulation (EU) 2021/664.
AMC1 Article 13(1) Conformance monitoring service
ED Decision 2022/022/R
The USSP should perform the following sequence:
(a) match the unmanned aircraft with a corresponding flight authorisation(s);
(b) determine whether the unmanned aircraft is subject to an accepted and activated flight authorisation;
(c) determine whether the unmanned aircraft complies with the deviation thresholds of the flight authorisation;
(d) when possible, determine whether the unmanned aircraft complies with the requirements laid down in Article 6(1) of Regulation (EU) 2021/664, and the terms and conditions of the UAS flight authorisation;
When the UAS is detected to be non-conformant, the USSP should provide the details of the non‑conformance in the alert.
AMC2 Article 13(1) Conformance monitoring service
ED Decision 2022/022/R
NON-CONFORMANCE WITH THE DEVIATION THRESHOLDS
The USSP should consolidate the deviation with the flight authorisation, and should confirm the non‑conformance, when the UAS is outside the authorised 4D volume, including the deviation thresholds, for more than 5 % of the time as validated over time.
AMC3 Article 13(1) Conformance monitoring service
ED Decision 2022/022/R
NON-CONFORMANCE WITH THE FLIGH ACTIVATION/DEACTIVATION
The USSP should detect a non-conformance when a UAS flight:
(a) is performed without flight authorisation or proper flight activation (i.e. accepted by the USSP);
(b) has not ended, and the time limit of the flight authorisation has passed.
AMC4 Article 13(1) Conformance monitoring service
ED Decision 2022/022/R
PERFORMANCE OF THE NON-CONFORMANCE ALERTING
To ensure safety of operations through the timely reaction of UAS operators, the USSP should alert UAS operators within 5 seconds, for 99 % of the time, when a non-conformance is detected.
GM1 Article 13(1) Conformance monitoring service
ED Decision 2022/022/R
PRELIMINARY ALERT TO THE INFRINGEMENT OF THE 4D VOLUME
When the UAS flight approaches the boundaries of the authorised 4D volume, a preliminary alert may be generated by the USSP to raise awareness of the UAS operator about the potential for infringement and non-conformance.
GM2 Article 13(1) Conformance monitoring service
ED Decision 2022/022/R
NON-CONFORMANCE WITH THE FLIGH ACTIVATION/DEACTIVATION
A flight which remains airborne after the time limit of its flight authorisation has passed may no longer be conflict free, and poses a hazard to other flights which conform with their flight authorisations. Therefore, a flight which has not ended by the time its flight authorisation time limit has passed is non-conformant.
GM3 Article 13(1) Conformance monitoring service
ED Decision 2022/022/R
The aim of the non-conformance notification is to provide information with regard to the specific position of the unmanned aircraft at the time it became non-conformant with respect to its flight authorisation. The information about a non-conformant unmanned aircraft comprises the time, the position, and the number of non-conformant occurrences, each with an indication of deviation when possible.
AMC1 Article 13(2) Conformance monitoring service
ED Decision 2022/022/R
ALERTS TO THE AIR TRAFFIC CONTROL UNIT
The USSP should issue a non-conformance alert to the relevant ATC unit when a non-conformant unmanned aircraft is likely to represent a threat to manned aircraft in controlled airspace, i.e. the unmanned aircraft exits the U-space airspace, or enters an area where the implementation of an airspace restriction or a dynamic reconfiguration is in progress.