ADR.OPS.A.057 Origination of NOTAM

GENERAL The procedures should as a minimum:

(a)define the ways and means that the aerodrome operator may use to request the issuance of a NOTAM, in accordance with the arrangements that the aerodrome operator has with the aeronautical information service (AIS) provider(s). The procedures should clearly indicate the names of the aerodrome operator’s personnel that have the authority to originate a NOTAM, and which should be included in the arrangements with the AIS provider.

(b)contain instructions regarding the:

(1)cases when a NOTAM should be originated by the aerodrome operator;

(2)cases when a NOTAM should not be originated by the aerodrome operator; and

(3)completion of the NOTAM form (including the use of relevant electronic applications, if applicable) by the personnel designated by the aerodrome operator as NOTAM originators; and

(c)specify the cases in which coordination with the Competent Authority is needed prior to the origination of the NOTAM, and the way to inform the Competent Authority about the issuance of a NOTAM.

INITIAL TRAINING FOR AERODROME PERSONNEL INVOLVED IN NOTAM ORIGINATION AND OTHER AERODROME PERSONNEL

(a)The theoretical part of the training of a person to be designated as a NOTAM originator should, as a minimum, cover the following areas:

(1)regulatory framework governing NOTAM origination and issuance, and its relationship with other aeronautical data products, including:

(i)cases when the origination of a NOTAM is required;

(ii)cases when a NOTAM should not be originated.

(2)NOTAM form completion, including word abbreviations and phrase contractions applicable to NOTAMs;

(3)NOTAM types and understanding of NOTAM;

(4)use of electronic applications for initiating a NOTAM (if applicable); and

(5)aerodrome procedures for origination and internal dissemination of a NOTAM. The theoretical training should be followed by an assessment of the trainees (see AMC1 ADR.OR.D.017(e).

(b)Following the successful completion of the theoretical training, the practical part of the training should, as a minimum, include familiarisation with the origination of NOTAM and implementation of the relevant aerodrome operating procedures for the persons to be designated as NOTAM originators. Upon completion of the practical training, and the successful competency assessment of the trainee in practical terms, the person may be designated as a NOTAM originator.

(c)For other aerodrome personnel, whose duties require only the understanding of a NOTAM, the theoretical part of the training should be adjusted to their needs and need not include (a)(4) and (a)(5) above, while the practical training should include practical examples to assess the level of their understanding. Both the theoretical and the practical training should be followed by an assessment of the person concerned (see AMC1 ADR.OR.D.017(e)).

RECURRENT, REFRESHER AND CONTINUATION TRAINING ADR.OR.D.017 point (f) regulates the provision of training following the completion of the initial training, as part of the aerodrome operator’s training programme. For the process that needs to be followed to ensure the continued competence of the personnel involved in NOTAM origination and use, see ADR.OR.D.017(f) and AMC1 ADR.OR.D.017(f).

NON-ORIGINATION OF NOTAM Promulgation of information through NOTAM is required under certain circumstances. In such cases, the responsible organisation (e.g. Competent Authority, aerodrome operator, air traffic services provider, etc.) originates a NOTAM, which is finally issued by the AIS provider. ADR.OPS.A.057 defines the responsibilities of the aerodrome operator with respect to the NOTAM origination process, while its point (b) requires the origination of a NOTAM by the aerodrome operator in the cases prescribed in it. On the other hand, for a variety of reasons (e.g. prevention of information overflow), not all kinds of information are eligible for promulgation through NOTAM. To this end, Regulation (EU) 2017/373, which applies to AIS providers, prescribes in AIS.TR.330 the cases where the AIS provider shall (or shall not) issue a NOTAM. This means that there are cases in which, even if an aerodrome operator originates a NOTAM to promulgate information, the NOTAM will not be finally issued by the AIS provider if this information is not allowed to be promulgated by NOTAM as per AIS.TR.330. To avoid such situations, the aerodrome operator needs to:

(a)ensure that the relevant aerodrome operator’s personnel are adequately trained in the relevant regulatory framework regarding both the origination and issuance of NOTAM;

(b)develop robust procedures regarding NOTAM origination by its personnel; and

(c)maintain close cooperation with the relevant AIS provider. The following are example cases where the aerodrome operator will not originate a NOTAM:

(a)routine maintenance work on aprons and taxiways that does not affect the safe movement of aircraft;

(b)temporary obstructions in the vicinity of aerodromes/heliports that do not affect the safe operation of aircraft;

(c)partial failure of aerodrome/heliport lighting facilities where such a failure does not directly affect aircraft operations;

(d)partial temporary failure of air-ground communications when suitable alternative frequencies are available and are operative;

(e)lack of apron marshalling services, road traffic closures, limitations and control;

(f)unserviceability of location, destination or other instruction signs on the aerodrome movement area;

(g)training activities performed by ground units;

(h)unavailability of backup and secondary systems if these systems do not have an operational impact;

(i)limitations to aerodrome facilities or general services with no operational impact;

(j)announcements or warnings about possible/potential limitations with no operational impact;

(k)general reminders on already published information;

(l)availability of equipment for ground units, without information on the operational impact on airspace and facility users;

(m)information about laser emissions with no operational impact and about fireworks below the minimum flying heights;

(n)closure of parts of the movement area in connection with locally coordinated, planned work of duration of less than 1 hour;

(o)closure, changes, unavailability in the operation of aerodrome(s)/heliport(s) other than in the aerodrome(s)/heliport(s) operation hours; and

(p)other non-operational information of a similar temporary nature. Information which relates to an aerodrome and its vicinity and which does not affect its operational status may be distributed locally during pre-flight or in-flight briefing or other local contact with flight crews. Thus, in case of need, the aerodrome operator may disseminate such type of information through the AIS provider it has arrangements with.

PRESENCE OF WILDLIFE The permanent presence of wildlife is to be contained in the AIP, whereas the notification of hazardous wildlife activity at short notice needs to be promulgated by NOTAM. When originating such a NOTAM, specific bird-related abbreviations should be avoided to facilitate readability and to prevent queries.

NOTAM FORMAT Information on the completion of a NOTAM format may be found in Chapter 6 of ICAO Doc 8126 ‘Aeronautical Information Services Manual’. Information on the ICAO NOTAM code and abbreviations to be used may be found in ICAO Doc 8400 ‘Procedures for Air Navigation Services - ICAO Abbreviations and Codes’ (PANS ABC).

SNOWTAM FORMAT The way to complete correctly a SNOWTAM format when initiating a SNOWTAM is indicated below.

1.General

(a)When reporting on more than one runway, repeat Items B to H (aeroplane performance calculation section).

(b)The letters used to indicate items are only used for reference purposes and should not be included in the messages. The letters M (mandatory), C (conditional) and O (optional) mark the usage and information and should be included as explained below.

(c)Metric units should be used, and the unit of measurement shall not be reported.

(d)The maximum validity of SNOWTAM is 8 hours. A new SNOWTAM should be issued whenever a new RCR is received.

(e)A SNOWTAM cancels the previous SNOWTAM.

(f)The abbreviated heading ‘TTAAiiii CCCC MMYYGGgg (BBB)’ is included to facilitate the automatic processing of SNOWTAM messages in computer databanks. The explanation of these symbols is: TT = data designator for SNOWTAM = SW; AA = geographical designator for Member States, e.g. LF = FRANCE; iiii = SNOWTAM serial number in a four-digit group; CCCC = four-letter location indicator of the aerodrome to which the SNOWTAM refers; MMYYGGgg = date/time of observation/measurement, whereby: MM = month, e.g. January = 01, December = 12; YY = day of the month; GGgg = time in hours (GG) and minutes (gg) UTC;

(BBB)= optional group for: Correction, in the case of an error, to a SNOWTAM message previously disseminated with the same serial number = COR. Brackets in (BBB) are used to indicate that this group is optional. When reporting on more than one runway and individual dates/times of observation/assessment are indicated by the repeated Item B, the latest date/time of observation/assessment is inserted in the abbreviated heading (MMYYGGgg).

(g)The text ‘SNOWTAM’ in the SNOWTAM Format and the SNOWTAM serial number in a four-digit group is separated by a space, e.g. SNOWTAM 0124.

(h)For readability purposes for the SNOWTAM message, a linefeed would be included after the SNOWTAM serial number, after Item A, and after the aeroplane performance calculation section.

(i)When reporting on more than one runway, repeat the information in the aeroplane performance calculation section from the date and time of assessment for each runway before the information in the situational awareness section.

(j)Mandatory information is:

(1)AERODROME LOCATION INDICATOR;

(2)DATE AND TIME OF ASSESSMENT;

(3)LOWER RUNWAY DESIGNATOR NUMBER;

(4)RUNWAY CONDITION CODE FOR EACH RUNWAY THIRD; and

(5)CONDITION DESCRIPTION FOR EACH RUNWAY THIRD (when RWYCC is reported 15)

2.Aeroplane performance calculation section Item A — Aerodrome location indicator (four-letter location indicator). Item B — Date and time of assessment (eight-figure date/time group giving time of observation as month, day, hour and minute in UTC). Item C — Lower runway designator number (nn[L] or nn[C] or nn[R]). Only one runway designator should be inserted for each runway and always the lower number. Item D — RWYCC for each runway third. Only one digit (0, 1, 2, 3, 4, 5 or 6) is inserted for each runway third, separated by an oblique stroke (n/n/n). Item E — Per cent coverage for each runway third. When provided, insert 25, 50, 75 or 100 for each runway third, separated by an oblique stroke ([n]nn/[n]nn/[n]nn). This information is provided only when there is a condition description for each runway third (Item G) that has been reported other than ‘DRY’. When the conditions are not reported, this is signified by the insertion of ‘NR’ for the appropriate runway third(s). Item F — Depth of loose contaminant for each runway third. When provided, insert in millimetres for each runway third, separated by an oblique stroke (nn/nn/nn or nnn/nnn/nnn). This information is only provided for the following contamination types: standing water, value to be reported 04, then assessed value. Significant changes 3 mm; slush, value to be reported 03, then assessed value. Significant changes 3 mm; wet snow, value to be reported 03, then assessed value. Significant changes 5 mm; and dry snow, value to be reported 03, then assessed value. Significant changes 20 mm. When the conditions are not reported, this is signified by the insertion of ‘NR’ for the appropriate runway third(s). Item G — Condition description for each runway third. Any of the following condition descriptions for each runway third, separated by an oblique stroke, is inserted.

COMPACTED SNOW

DRY SNOW

DRY SNOW ON TOP OF COMPACTED SNOW

DRY SNOW ON TOP OF ICE

FROST

ICE

SLIPPERY WET

SLUSH

SPECIALLY PREPARED WINTER RUNWAY

STANDING WATER

WATER ON TOP OF COMPACTED SNOW

WET

WET ICE

WET SNOW

WET SNOW ON TOP OF COMPACTED SNOW

WET SNOW ON TOP OF ICE DRY (only reported when there is no contaminant) When the conditions are not reported, this is signified by the insertion of ‘NR’ for the appropriate runway third(s). Item H — Width of runway to which the RWYCCs apply. The width in metres if less than the published runway width is inserted.

3.Situational awareness section Elements in the situational awareness section end with a full stop. Elements in the situational awareness section for which no information exists, or where the conditional circumstances for publication are not fulfilled, are left out completely. Item I — Reduced runway length. The applicable runway designator and available length in metres is inserted (e.g. RWY nn [L] or nn [C] or nn [R] REDUCED TO [n]nnn). This information is conditional when a NOTAM has been published with a new set of declared distances. Item J — Drifting snow on the runway. When reported, the lower runway designator is inserted with a space ‘DRIFTING SNOW’ (RWY nn or RWY nn[L] or nn[C] or nn[R] DRIFTING SNOW). Item K — Loose sand on the runway. When loose sand is reported on the runway, the lower runway designator is inserted with a space ‘LOOSE SAND’ (RWY nn or RWY nn[L] or nn[C] or nn[R] LOOSE SAND). Item L — Chemical treatment on the runway. When application of chemical treatment has been reported, the lower runway designator is inserted with a space ‘CHEMICALLY TREATED’ (RWY nn or RWY nn[L] or nn[C] or nn[R] CHEMICALLY TREATED). Item M — Snowbanks on the runway. When snowbanks are reported present on the runway, the lower runway designator is inserted with a space ‘SNOWBANK’ and with a space left ‘L’ or right ‘R’ or both sides ‘LR’, followed by the distance in metres from centre line separated by a space ‘FM CL’ (RWY nn or RWY nn[L] or nn[C] or nn[R] SNOWBANK Lnn or Rnn or LRnn FM CL). Item N — Snowbanks on a taxiway. When snowbanks are present on taxiway(s), the taxiway(s) designator(s) is (are) inserted with a space ‘SNOWBANKS’ (TWY [nn]n or TWYS [nn]n/[nn]n/[nn]n/… or ALL TWYS SNOWBANKS). Item O — Snowbanks adjacent to the runway. When snowbanks are reported present, penetrating the height profile in the aerodrome snow plan, the lower runway designator and ‘ADJ SNOWBANKS’ are inserted (RWY nn or RWY nn[L] or nn[C] or nn[R] ADJ SNOWBANKS). Item P — Taxiway conditions. When taxiway conditions are reported slippery or poor, the taxiway designator followed by a space ‘POOR’ is inserted (TWY [n or nn] POOR or TWYS [n or nn]/[n or nn]/… POOR or ALL TWYS POOR). Item R — Apron conditions. When apron conditions are reported slippery or poor, the apron designator followed by a space ‘POOR’ is inserted (APRON [nnnn] POOR or APRONS [nnnn]/[nnnn]/… POOR or ALL APRONS POOR). Item S — NR (not reported). Item T — Plain-language remarks.

SNOWTAM FORMAT Below are four examples of completed SNOWTAMs. Example SNOWTAM 1

GG EADBZQZX EADNZQZX EADSZQZX 170100 EADDYNYX SWEA0149 EADD 02170055 (SNOWTAM 0149

EADD 02170055 09L 5/5/5 100/100/100 NR/NR/03 WET/WET/WET SNOW) Example SNOWTAM 2

GG EADBZQZX EADNZQZX EADSZQZX 170140 EADDYNYX SWEA0150 EADD 02170135 (SNOWTAM 0150

EADD 02170055 09L 5/5/5 100/100/100 NR/NR/03 WET/WET/WET SNOW 02170135 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH) Example SNOWTAM 3

GG EADBZQZX EADNZQZX EADSZQZX 170229 EADDYNYX SWEA0151 EADD 02170225 (SNOWTAM 0151

EADD 02170055 09L 5/5/5 100/100/100 NR/NR/03 WET/WET/WET SNOW 02170135 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH 02170225 09C 2/3/3 75/100/100 06/12/12 SLUSH/WET SNOW/WET SNOW RWY 09L SNOWBANK R20 FM CL. RWY 09R ADJ SNOWBANKS. TWY B POOR. APRON NORTH POOR) Example SNOWTAM 4

GG EADBZQZX EADNZQZX EADSZQZX 170350 EADDYNYX SWEA0152 EADD 02170345 (SNOWTAM 0152

EADD 02170345 09L 5/5/5 100/100/100 NR/NR/03 WET/WET/SLUSH 02170134 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH 02170225 09C 2/3/3 75/100/100 06/12/12 SLUSH/WET SNOW/WET SNOW DRIFTING SNOW. RWY 09L LOOSE SAND. RWY 09R CHEMICALLY TREATED. RWY 09C CHEMICALLY TREATED.)