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

THE EUROPEAN COMMISSION, Having regard to the Treaty on the Functioning of the European Union, Having regard to Regulation (EC) No 550/2004 of the European Parliament and of the Council of 10 March 2004 on the provision of air navigation services in the single European sky (the service provision Regulation)(1), and in particular Article 15a thereof,

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(12) The Common Project One should continue to mandate the implementation of the six Pilot Common Project ATM functionalities albeit with an updated focus, based on the criteria of contributing to achieving essential operational changes in the European ATM Masterplan, maturity and the need for synchronised implementation.

(13) The sub-functionalities to be included in the present act should be confined to those that can be implemented by 31 December 2027.

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Article 1

Establishment of the Common Project One

The Common Project One (‘CP1’) is established to support the implementation of the European Air Traffic Management (‘ATM’) Master Plan.

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(10) ‘AF 6’ or ‘initial trajectory information sharing’ or ‘i4D’ means an ATM functionality that improves the use of target times and trajectory information, including where available the use of on-board 4D trajectory data by the ground ATC system and Network Manager systems, implying fewer tactical interventions and improved de-confliction situation.

6. AF 6: INITIAL TRAJECTORY INFORMATION SHARING
6.1. Operational and Technical Scope
6.1.1. ATM sub-functionality on initial air-ground trajectory information sharing
General
Initial air-ground trajectory information sharing contributes to the ‘Trajectory-based operations’ EOC. Air-ground trajectory exchange improves trajectory information. The preliminary steps for the deployment of initial trajectory information sharing consists of downlinking the extended projected profile (‘EPP’) data from the aircraft to the ATC systems and processing that data by those systems.
System requirements
(a) Aircraft must be equipped with the capability to automatically down-link trajectory information using ADS-C EPP as part of the ATS B2 services. The trajectory data automatically down-linked from the airborne system must update the ATM system in accordance with the terms of the contract.
(b) Data link communications ground systems must support ADS-C (downlink of aircraft trajectory using EPP) as part of the ATS B2 services while keeping compatibility with controller – pilot data link communications (‘CPDLC’) services as required by Commission Regulation (EC) No 29/2009(3), including provision of service to flights equipped only with the Aeronautical Telecommunication Network Baseline 1 (‘ATN-B1’).
(c) All ATS providers referred to in point 6.3 and the related ATC systems must be able to receive and process trajectory information from equipped aircraft.
(d) The ATC systems must enable controllers to display the route of the downlinked trajectory.
(e) The ATC systems must provide a warning to controllers in case of a discrepancy between the downlinked aircraft trajectory and the ground system trajectory elaborated using the filed flight plan route.

6.1.2. ATM sub-functionality on Network Manager trajectory information enhancement
General Network manager trajectory information enhancement contributes to the ‘Trajectory-based operations’ EOC. Trajectory information is enhanced by the use of air-ground trajectory exchange. A processing of such information by the Network Manager systems constitutes a further step for the deployment of initial trajectory information sharing. System requirements The Network Manager systems must use elements of the downlinked trajectories to enhance their information of trajectories flown by aircrafts.

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

General Initial trajectory information sharing ground distribution contributes to the ‘Trajectory-based operations’ EOC. Trajectory information data coming from airborne systems is distributed on the ground in order to minimise the air-ground data transmissions and to ensure that all air traffic service units (‘ATSU’) involved in the flight management work with the same data. The trajectory data must be processed and displayed to the controllers in a harmonised way as set out in point 6.1.1. (3)Commission Regulation (EC) No 29/2009 of 16 January 2009 laying down requirements on data link services for the single European sky (OJ L 13, 17.1.2009, p. 3). ENOfficial Journal of the European Union 2.2.2021 L 36/37

System requirements (a) Ground systems must ensure that trajectory data downlinked from the aircraft is distributed between ATS units and between ATS units and the Network Manager systems. (b) The data link capability referred to in Regulation (EC) No 29/2009 is an essential prerequisite for the AF6. (c) A reliable, fast and efficient air/ground communication infrastructure must support initial trajectory information sharing.

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

6.3. Stakeholders required to implement the functionality and industrialisation and implementation target date
(a) ATS providers and the Network Manager must ensure that they enable initial trajectory information sharing above flight level 285 by the implementation target date of 31 December 2027.
(b) Point 6.1.1 applies to all flights operating as general air traffic in accordance with instrument flight rules within the airspace above flight level 285 within the Single European Sky airspace as defined in Article 3(33) of Regulation (EU) 2018/1139. Aircraft operators must ensure that aircraft operating flights with an individual certificate of airworthiness first issued on or after 31 December 2027 are equipped with ADS-C EPP as part of ATS B2 capability, in accordance with the applicable standards in order to downlink aircraft trajectory.
(c) The industrialisation target date for points 6.1.1, 6.1.2 and 6.1.3 of this Annex is 31 December 2023, pursuant to Article 4 of Implementing Regulation (EU) No 409/2013.

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

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

6.6. Interdependencies with other ATM functionalitiesAF6 has interdependencies with airspace management and advanced flexible use of airspace referred to in AF3.

This new EPAS edition features the following novelties and highlights:

• Volume I ‘Strategy’: A new section ‘operational context’ is included to provide information on the European aviation system in terms of size, nature and complexity, describing the pre-COVID-19 situation, as well as the impact of the crisis.
• Volume II ‘Actions’ is shaped by the need to alleviate the regulatory burden on stakeholders in response to the unprecedented crisis affecting the entire aviation sector, while maintaining a high, uniform level of aviation safety. For this purpose, action priorities and timelines were reviewed and adjusted in consultation with the Agency’s Advisory Bodies.
• A new Volume III ‘Safety Risk Portfolios’ provides the set of available domain risk portfolios established through the European Safety Risk Management process. It describes the key risk areas and underlying safety issues affecting the European aviation system, identifying those requiring further action. Following an analysis of specific risks and safety issues arising from the current crisis, a dedicated COVID-19 risk portfolio is also provided.

Finally, EPAS 2021-2025 continues to establish a series of actions for innovative air mobility solutions to create a cleaner, quieter and more sustainable aviation system. Initiatives include actions to increase CO2 efficiency, prepare for electric and hybrid propulsion technology, sustainable aviation fuels, carbon offsetting, as well as for the development of an environmental label.