POSITION SOURCE It is recommended that the GNSS position source process more than one constellation and/or use SBAS augmentation if available. USE OF THE ‘HARDWARE AND SOFTWARE DAL’ PARAMETER The development assurance parameter is a provision to indicate the system’s hardware and software development assurance levels (DALs), if applicable. Further information on DAL determination and use may be found in aeronautical standards for certification of software and hardware items, such as ED-80 and ED-12().
INSTALLED SYSTEMS
(a)Certified ADS-B Out systems compliant with ICAO Annex 10 that are implemented and deployed for that purpose in all Member States. The systems may be installed in accordance with CS-ACNS (Subpart D Section 4) or CS-STAN (Standard Change CS-SC005 INSTALLATION OF AN ADS-B OUT SYSTEM COMBINED WITH A TRANSPONDER SYSTEM), or AMC 20-24. The installation of the system should be approved by the competent authority.
(b)Systems using an SRD 860 frequency band or standardised mobile telecommunication network services coordinated for aerial use in Europe. The installation of a system in an aircraft, for which EASA is the competent authority for the aircraft design, should be performed in accordance with the EASA aircraft design change processes or in accordance with CS-STAN (CS-SC0051 INSTALLATION OF ‘FLARM’ EQUIPMENT, and CS-SC0057 INSTALLATION OF AN ELECTRONIC CONSPICUITY (EC) FUNCTION).
(c)The installation of a system in an aircraft, for which an aviation competent authority is the authority for the aircraft design, should be performed in accordance with the aircraft design change processes defined by the relevant authority. Aviation competent authorities may make use of recognised standards (e.g. CS-STAN) for technically similar installations in aircraft specified in Annex I to Regulation (EU) 2018/1139.
DECLARATION OF COMPLIANCE The manufacturer of a system referred to in points (a)(3)(i) and (ii) of AMC1 SERA.6005(c) may declare conformity of its system with point SERA.6005(c). The declaration should be supported by technical documentation showing compliance. Alternatively, the manufacturer may voluntarily ask for a technical evaluation of its system by a competent authority. Such declarations of conformity and technical evaluations may be used by aircraft operators to demonstrate to competent authorities compliance with point SERA.6005(c).
NON-INSTALLED EQUIPMENT
(d)The carriage of non-installed equipment on board the aircraft, for which EASA is the competent authority for the aircraft design, should comply with the applicable air operations requirements (points CAT.GEN.MPA.140, NCC.GEN.130, NCO.GEN.125, and SPO.GEN.130). The carriage of non-installed equipment on board the aircraft, for which an aviation competent authority is the authority for the aircraft design, should comply with the applicable air operations requirements defined by the relevant authorities. Aviation competent authorities may make use of the relevant EASA requirements for similar kinds of air operations with aircraft specified in Annex I to Regulation (EU) 2018/1139.
(e)The equipment should be set up on board the aircraft in such a way so as to limit transmission obscuration by the airframe, human body, or other structures and at the same time maximise the visibility of the transmitting antennas, including those on the ground.
MOBILE TELECOMMUNICATION SERVICES FOR AERIAL USE
(f)National and international roaming agreements rely on standardised roamed services (SMS, voice streaming, etc.), which cannot be automatically presumed for aerial services. Only the mobile telecommunication services concluded by the standardisation bodies for aerial use could be used by manned aircraft to make themselves electronically conspicuous to U-space service providers.
(g)There are country-specific restrictions for the aerial use of certain mobile telecommunication frequencies. Therefore, the frequencies used by aerial mobile telecommunication services should be consistent with the relevant decisions of the Electronic Communication Committee (ECC) of the European Conference of Postal and Telecommunications Administrations (CEPT) as implemented by national telecommunication authorities.
MILITARY AND STATE AIRCRAFT OPERATIONS
(h)Although the amendment to Implementing Regulation (EU) No 923/2012 introduced by Implementing Regulation (EU) 2021/666 does not apply to military and State aircraft operations and training, these aircraft may fully or partially operate in the U-space airspace. Military and State organisations may reserve the right not to be electronically conspicuous to U-space service providers, taking both security and safety requirements into account.
(i)At national level, coordination between authorities in charge of civil and military/State aircraft should assess the risk of electronically non-conspicuous military and State aircraft operating in U-space airspace and may specify means by which the presence and or location of such aircraft may be communicated by the relevant operational units.
(j)In determining the designation of an area as U-space airspace, States should consider operations and training conducted with manned military and State aircraft in the airspace concerned and the ability or otherwise to be conspicuous, whether for technical or operational reasons.
SAFEGUARDS FOR CONTINUOUS TRANSMISSION
(k)U-space service providers may use the provisions of Article 18(h) of Implementing Regulation (EU) 2021/664 to inform the competent authority about any known irregularities in the continuous transmission of the systems that make manned aircraft electronically conspicuous to U-space service providers, particularly if such irregularities may negatively affect the provision of air traffic information services as referred to in Article 11 of that Regulation.
(l)Manned aircraft that operate in U-space airspace should use the provisions of Regulation (EU) No 376/2014 for reporting any known irregularities in the continuous transmission of the systems used for making them electronically conspicuous to U-space service providers.
(m)The competent authority should, in case of an urgent safety problem, determine a corrective action (including directives or recommendations) to be taken by a natural or a legal person, where this is necessary to safeguard the safety of traffic information service.