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EXPLORATORY RESEARCH

European Higher Airspace Principles and Assumptions

Deliverable ID: NOT APPLICABLE Dissemination Level: ECHO Project Project Acronym: ECHO Grant: 890417 Call: H2020-SESAR-2020 Topic: Higher Airspace Consortium Coordinator: EUROCONTROL Edition date: 23 March 2021 Edition: Final 1.0 Template Edition: 02.00.01

PRINCIPLES AND ASSUMPTIONS

Authoring & Approval

Authors of the document Name/Beneficiary Position/Title Date Christopher Brain/EUROCONTROL WP4.1 Leader 23 March 2021

Contributors and Reviewers internal to the project Name/Beneficiary Position/Title Date Henk Hof / EUROCONTROL PM ECHO 23 March 2021 Dragos Tonea/EUROCONTROL WP4 Leader Paul O’Reilly/EUROCONTROL Roger Goodwyn/EUROCONTROL Igor Kuren/EUROCONTROL Steven Bancroft/EUROCONTROL Olivier Mrowicki/EUROCONTROL Charlie Eliot/EUROCONTROL David Brain/EUROCONTROL Rosalind Lapsley/EUROCONTROL Pedro Fernandez Sancho/EUROCONTROL Bogdan Petricel/EUROCONTROL Jorg Steinleitner/EUROCONTROL Dirk De Herdt/EUROCONTROL Marc Vales/Dassault Luigi Bricculeri/ENAV Sebastien Aubry/ONERA Reynald Doktor/ONERA Andrew Tailby/Airbus Miguel-Angel Vilaplana-Ruiz/Airbus Sven Kaltenhaeuser/DLR Georges Mykoniatis/ENAC France Angela Vozella/ CIRCA Pascal Senard/DSNA Giovanni Di Antonio/ENAC Italy Angelo Romito/ENAC Italy Marco Sandrucci/ENAC Italy Denis Lebleu/ThalesAleniaSpace Matthieu Dabin/ThalesAleniaSpace

PRINCIPLES AND ASSUMPTIONS

Approved for submission to the SJU By - Representatives of beneficiaries involved in the project Name/Beneficiary Position/Title Date Not Applicable

Rejected By - Representatives of beneficiaries involved in the project Name/Beneficiary Position/Title Date Not Applicable

Document History

Edition Date Status Author Justification 00.00.01 01/06/2020 Creation D Tonea Content/ Structure 00.00.02 18/01/2021 Draft C Brain Content update 00.00.03 02/03/2021 Final Draft C Brain Content update 00.01.00 23/03/2021 Final C Brain Final review

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Table of Contents

Executive Summary ...... 7 1 Introduction ...... 8 1.1 Need and Context ...... 8 1.2 Target Audience ...... 8 1.3 Document Scope ...... 8 1.4 Dependencies ...... 8 1.5 Constraints ...... 9 2 Principles ...... 10 2.1 Higher Airspace (HA) ...... 10 2.1.1 Access to HA ...... 10 2.1.2 HA and its Interfaces ...... 10 2.2 Safety ...... 11 2.2.1 Prevent Collisions ...... 11 2.2.2 Higher Airspace and Space Users ...... 11 2.2.3 General Public and Critical Infrastructure ...... 11 2.2.4 Vehicle Debris, Space Debris or Near Earth Objects ...... 11 2.3 Contingency ...... 11 2.3.1 Strategic Roles ...... 12 2.3.2 Tactical Measures ...... 12 2.4 Security and Defence ...... 12 2.5 Higher Airspace Traffic Management (HATM) and Services ...... 13 2.5.1 Flexible Use of Airspace (FUA) ...... 14 2.5.2 HATM Procedures ...... 14 2.6 Civil/Military Coordination in HA ...... 15 2.7 Spaceports ...... 15 2.7.1 Potential Mixed Mode Operations at Aerodromes ...... 16 2.8 Launch Platforms ...... 16 2.9 The Transition of Traffic to and from HA via the Existing Network ...... 17 2.10 Environment ...... 17 2.10.1 Ensure Sustainable Growth and Minimise Environmental Impact ...... 18 2.11 Meteorology ...... 19 2.11.1 Measure and Share Data ...... 20 2.11.2 Space Weather ...... 21 2.12 Future Regulatory Framework ...... 22 2.13 Global Operations...... 22 2.14 Enabling Infrastructure ...... 22 2.14.1 Communication ...... 22

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2.14.2 Surveillance and Tracking ...... 22 2.14.3 Navigation ...... 23 2.15 Interoperability of Systems ...... 23 3 Assumptions ...... 24 3.1 European Higher Airspace Operations Symposium Conclusions ...... 24 3.2 Vision 2050+ ...... 24 3.3 Legal Frameworks - Aviation and Space ...... 24 3.4 Higher Airspace Operations ...... 25 3.4.1 Trajectory Based Operations (TBO) ...... 25 3.4.2 Notification of Flight/Mission Intentions ...... 26 3.4.3 Integration of all Operations in National Defence/Security Plans ...... 26 3.5 Higher Airspace Design ...... 26 3.5.1 Vertical Dimensions - Options ...... 26 3.5.2 Lateral Dimensions - Options ...... 27 3.6 Potential Traffic Services in HA ...... 27 3.7 Estimated Forecast of HA Traffic in Europe ...... 27 3.8 Criteria for Fair and Equitable Access to HA ...... 28 3.9 Infrastructure ...... 28 3.9.1 Communication ...... 28 3.9.2 Navigation ...... 28 3.9.3 Surveillance and Tracking ...... 29 3.9.4 System Wide Information Management (SWIM) ...... 29 3.9.5 Short-Term - Accommodation ...... 29 3.9.6 Medium Term - Convergence ...... 30 3.9.7 Long Term - Integration...... 30 Appendix A Bibliography ...... 32 Appendix B Glossary of Terms, Acronyms and Terminology ...... 33 B.1 Glossary of terms ...... 33 B.2 Acronyms and Terminology ...... 33 Appendix C European Higher Airspace Operations Symposium Conclusions ...... 36

List of Figures

Figure 1: Example of a Space Debris Footprint Zone ...... 11

Figure 2: Middle Atmosphere - Temperature Relationship with Altitude ...... 20

Figure 3: Examples of Higher Airspace Operations ...... 25

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List of Tables

Table 1: HA Estimated Traffic Forecast ...... 27

Table 2: Glossary ...... 33

Table 3: Acronyms and Terminology ...... 35

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Executive Summary

This document aims to support the development of the Concept of Operations (ConOps) for European Higher Airspace (HA) by defining principles and assumptions to be respected. This work has been performed building on the High Level Principles agreed at the European Higher Airspace Operations Symposium held in Brussels, Belgium, on 2 April 2019 (see Annex B).

The ConOps itself will provide input for the European regulatory impact assessment and the development of an EASA regulatory framework for HA operations. It will also form the basis from which the design, procedures and systems required for HA operations could be developed, validated and implemented.

This document is divided into two main parts as follows:

• Principles – Details a list of principles to be adhered to in the development of the ConOps • Assumptions – Details a list of operational assumptions, agreed by stakeholders to be relevant, realistic and objective, to be considered during the development of the ConOps

It is important to acknowledge that the principles and assumptions in this document will be dependent on a number of dependencies and constraints listed in the introduction.

In the context of the ECHO project, the principles laid out in this documented form a set of guidelines and beliefs, agreed between ECHO stakeholders, which will be adhered to during the development of the ECHO ConOps. These principles include a high-level description of the airspace, access, interfaces with other airspace and traffic management. Principles regarding safety, security and defence, civil/military coordination, the transition of traffic to and from the ATS airspace below, spaceports, launch platforms, environment, meteorology and infrastructure are also described.

In the context of ECHO project, a number of assumptions are documented which exist now, or the project expects to be established in the future, from which the ConOps can depend and build on. The current vision, legal framework, types of operation, airspace design, services, traffic demand and enabling infrastructure are all included as key assumptions.

The document will be reviewed and updated in the Autumn of 2021, prior to the work on the ConOps commencing. At that time, consideration will be given to the output of the work conducted by WP2 and WP3 of the ECHO project, which may lead to changes to this document.

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1 Introduction

1.1 Need and Context This document aims to support the development of the Concept of Operations (ConOps) for European Higher Airspace (HA) by defining principles and assumptions to be respected. This work has been performed building on the High Level Principles agreed at the European Higher Airspace Operations Symposium held in Brussels, Belgium, on 2 April 2019 (see Annex B).

The ConOps itself will provide input for the European regulatory impact assessment and the development of an EASA regulatory framework for Higher Airspace Operations (HAO). It will also form the basis from which the design, procedures and systems required for HA operations could be developed, validated and implemented.

1.2 Target Audience

The target audience of this document includes the following:

• European Commission • SESAR JU • EASA • European Institutions • Global Institutions - ICAO and UNOOSA • EUROCONTOL Member States • Air Navigation Service Providers • National Supervisory Authorities • State and Military organisations • Existing airspace users • New airspace users • Members of the space community • National or Multinational Space Agencies • Industry Partners

1.3 Document Scope

The document is divided into two main parts as follows:

1.4 Dependencies

It is important to acknowledge that the principles and assumptions in this document will be dependent on the following:

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• Global, European and National agreements, rules and regulations e.g. ICAO and UNOOSA

• European ATM Network evolution

• Future environmental regulation and standardisation

• Evolution of scientific research, surveying, communication and transport

• Society’s acceptance of new means of transport and new services

• Global economic growth

• Health and resilience of the world population

• Future global and European digital infrastructure

• Achievement of underpinning aerospace technologies

• National airspace policies and future military airspace requirements

1.5 Constraints

The authors wish to highlight that at the time of writing of this document there were a number of limitations and restrictions influencing its content and scope. This was mainly due to the lack of availability of information regarding planned operations, institutional matters, the maturity of processes and practices plus a consolidated common regulatory framework.

Some examples are listed below:

• Difficulties in estimating new user demand over time i.e. level of unmanned operations or new space technology demand • European Space Traffic Management (STM) capabilities, regulation and governance to be developed • European Space Situational Awareness (SSA) capabilities currently under development • Compatibility, interoperability and data policy between Air Traffic Management (ATM) and STM • National sovereignty and the role of individual States including the legal status of the vehicles that operate within or transit through HA • Existing ICAO standards and recommended practices • Global operations and their requirements that may have an effect on Europe • Environmental aspects relating to the Stratosphere and Mesosphere i.e. effects of the sun, ionosphere disruption, solar winds and space weather phenomena that can affect the operation of vehicles • Military operations and capabilities to fulfil national and collective defence obligations

It is anticipated that a number of the constraints will be explored and resolved during the development of the ConOps. However, if this is not the case, then they shall be highlighted as future work which was outstanding at the termination of the ECHO project.

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2 Principles

A principle is defined as moral rule or a strong belief that influences ones actions. In the context of the ECHO project the principles documented below form a set of guidance and beliefs, agreed between ECHO stakeholders, which are expected to be to be adhered to during the development of the ECHO ConOps.

2.1 Higher Airspace (HA)

HA is generally considered as the airspace above general air traffic aircraft operations and excluding outer space. HA with its vast expanse, shall be considered as a usable resource. On this basis, any restriction on the use of any particular volume of airspace will be considered transitory. The airspace will be organised and managed in a manner that will accommodate all current and potential new users of HA.

2.1.1 Access to HA

Access to HA shall be on a fair and equitable basis. Users will access HA vertically from the current ATS airspace volume below, from space above and horizontally from adjacent regions. Fair and equitable access will rely on a regulatory framework which would include safety and environmental frameworks. HA access is envisaged when the operator satisfies the related safety, environmental and security requirements adopted and harmonised on a regional level, alternatively the operation may be authorised on a case by case basis. Mutual recognition of safety standards from others regions will provide a fully flexible means of access for users of the airspace.

2.1.2 HA and its Interfaces

HA will interface with other operational environments notably outer space and other adjacent airspace. These interfaces shall be designed and developed to define clear roles and responsibilities between the different environments and enable seamless operations for the user. Where services are required, coordination and transfer will be normally conducted silently supported by the transfer of relevant data in advance.

The interfaces with outer space and STM plus the current ATS airspace volume will be determined by an airspace design methodology which will take all key factors into consideration.

Where relevant, results from the Horizon 2020 STM project and the current ESA Space Situational Awareness (SSA) Programme shall be considered during the airspace design, along with the European STM Conference hosted by the EU-ESA Space Council foreseen in 2021. In addition, the European Commission has selected a consortium of major European launch and satellite manufacturers, operators, service providers, policy and legal research centres plus some institutes to study and provide guidelines and recommendations on STM. This project, SPACEWAYS, will characterise and analyse the current changing context of STM, especially its international and domestic dimensions.

Interfaces at the lateral boundaries of HA shall be also subject to the same airspace design process.

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2.2 Safety As a key principle, future safety requirements dealing with the integrity and reliability of vehicles are expected to have an impact on HAO. Safety principles for HA are described below.

2.2.1 Prevent Collisions

Collisions shall be prevented.

2.2.2 Higher Airspace and Space Users

The safety of airspace and space users shall be assured.

2.2.3 General Public and Critical Infrastructure

The safety of the general public and critical infrastructure on the ground shall be assured.

2.2.4 Vehicle Debris, Space Debris or Near Earth Objects

The risk of collision between airspace users and debris generated by vehicle fragmentation or separation in the HA or airspace below and space debris or Near Earth Objects (NEOs) shall be minimized.

Figure 1: Example of a Space Debris Footprint Zone

2.3 Contingency A contingency is a non-nominal event that may or may not happen. Principles for developing and maintaining operational contingency measures in HA are key to the success of its operation. They may be strategic or tactical in nature.

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2.3.1 Strategic Roles

The European Aviation Coordination Crisis Cell (EACCC) which ensures an improved level of preparedness in Europe for any kind of crisis potentially having an impact on air traffic, in the ATM airspace volume, should also exercise responsibility in HA. The main role of the EACCC is to support the coordination responses to network crises impacting adversely on aviation, in close cooperation with corresponding structures in States and aviation operational stakeholders.

In addition, the Space Situation and Tracking (SST) Consortium and the European Union Satellite Centre (SatCen) have worked together to develop a European SST capability, and formed the SST Cooperation. The SST services assess the risk of in-orbit collisions and uncontrolled re-entry of space debris into the Earth’s atmosphere, and detect and characterise in-orbit fragmentations. This function is expected to play a key strategic role in relation to HAO.

2.3.2 Tactical Measures

Provision for tactical contingency measures should support the following scenarios:

• Vehicle accident, emergency, diversion, loss of control, debris field or other unexpected occurrences • Establishment of links to Rescue Coordination Centres (RCCs) and Search and Rescue (SAR) organisations • Airspace contingencies i.e. service failures/partial failures to services requiring access to the airspace to be regulated or stopped temporarily • Tracking the re-entry, of vehicle debris, space debris or the presence of Near Earth Objects (NEOs) • Protection of HA vehicles or aircraft under the debris field

2.4 Security and Defence In accordance with the ICAO Chicago Convention, specifically pursuant to article 1 thereof, Member States have complete and exclusive sovereignty over their airspace and defence, which implies that they need to be in a position to exercise the ultimate decision making powers within their airspace, in order to safeguard public order, public security and defence matters. This is also reflected in EU Implementing Regulation 2019/123. Article 12.

National Security and Defence includes two cross related aspects: airspace and ATM security. In this context the purpose of airspace security is the safeguarding of the airspace from unauthorized use, intrusion, illegal activities or any other violation. The general objective of ATM security is to determine effective mechanisms and procedures to enhance the response of ATM to security threats that affect flights (aircraft and occupants) or the ATM system itself.

Concerning ATM security, the ATM system should meet national security requirements outlined in the following statement of the ICAO vision for the integrated, harmonized, and globally interoperable ATM system: “To achieve an interoperable global air traffic management system, for all users during all phases of flight, that meets agreed levels of safety, provides for optimum economic operations, is environmentally sustainable and meets national security requirements.”

Security should be guided by the following principles:

- National HA security in accordance with national legislation

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- High seas HA in accordance with international legislation

- Threat protection and security of ATM service provision

- Continuity of ATM service

- Appropriate contingency measures

The principles for maintaining State security and air defence in HA will be maintained and should be consistent with measures taken in the current ATS airspace volume below HA. Air defence monitoring by States of the airspace volume is expected to continue as today. New means of notification regarding airspace users may be necessary.

Depending on the infrastructure needs, the principle to ensure that infrastructure needed for HA i.e. Satellite based Communication Navigation and Surveillance (CNS) network will aim to be cyber-secure and protected.

The nature of the airspace volume and its users will require cross–border solutions and agreements to ensure security needs.

2.5 Higher Airspace Traffic Management (HATM) and Services The traffic management of HA will be based on the basic principles formed under the European Network Manager function in the lower ATS airspace, where HA from a Network perspective could be seen as a continuum. This management of the airspace, in order to avoid fragmentation and to pursue a holistic European approach in accordance with the EHAO High Level Principles, should be developed as an ecosystem, where stakeholders and their activities affect each other and work well together. The nature of the initial traffic, low density, low complexity and wide ranging types of performance will drive the need for new concepts which will be captured in a framework of services available for the benefit of the airspace user.

Over time as traffic grows, services shall be innovative in their application and be developed according to the evolution of the traffic and its needs. Services should be based on high levels of digitalisation and automation and adapt to emerging airspace user capabilities while becoming robust, sustainable, and scalable. For the medium and long term, there will be a requirement for an airspace management roadmap that will determine the impact of future operations against the safety assessment and requirements that are expected to be in place in the future.

New ways of working may be derived where a move from segregation of traffic to integration of HAO will be enabled by shared situational awareness between users through collaborative planning, community based cooperative traffic management, seamless information exchanges and cooperative separation. The sharing of intent prior to a mission will permit strategic de-confliction, while tactical de-confliction may be conducted where applicable using Detect and Avoid (DAA) techniques. The use (fully or partially) of U-space type developments could be considered for any synergies.

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2.5.1 Flexible Use of Airspace (FUA)

FUA is at the core of the ICAO global Air Traffic Management concept, where it has been further elaborated. Being a global concept endorsed by ICAO, it has worldwide applicability and will facilitate cross border operations by HA users across the globe. The concept will certainly be applied for operations transiting to/from HA. In the short term, the existing FUA concept and Airspace Management (ASM) procedures should be adopted in the HA. In both cases, operations should take into account future FUA developments, aiming to introduce a more dynamic process, as well as new features e.g. mobile areas, providing increasing flexibility to meet user needs.

The definition of ATS services provided in HATM will clarify whether airspace users operations are unable to comply with, for example, rules of the air and where appropriate ATS services cannot be provided. Therefore, airspace users’ operations shall be conducted in restricted/reserved airspace structures.

The application of the FUA concept will ensure that the activation of these restricted/reserved airspace structures will be of temporary nature, promoting an optimum and efficient use of the HA.

The application of ASM procedures should take into consideration the ICAO provisions for the operations over the High Seas.

2.5.2 HATM Procedures

Current ATM procedures shall be reviewed and those deemed applicable for HAO will be adopted or modified according the needs of the stakeholders. In the medium to long term new procedures will be needed to support new operations, new practices, innovation and the use of emerging technology.

Some examples of where review and development of procedures may be necessary are listed below:

• Rules of the Air and potential non-compliance

• Common reference system to determine the vertical position of a vehicle

• Separation standards

• Notification of operations

• Procedures associated with ATM services and/or autonomous operations

• Flexibility in procedures where operations are time critical or dependant on conditions outside the control of the operator e.g. weather conditions for launch to space, launch window due to in orbit congestion (collision avoidance), ultra-high speed flight duration precision formulated in seconds, gliding landing etc.

• Communication, navigation and surveillance procedures

• Common language for voice and digital communication

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2.6 Civil/Military Coordination in HA In HA civil/military coordination will become a cornerstone for operational stakeholders and the Network Manager. With due regard to future military airspace requirements, based on cutting edge technologies and performance of new generation of manned and unmanned aircraft/platforms, the civil/military coordination will be a necessary precondition for safe and efficient flight operations. Consideration will be given to the need of States to guarantee their capability to detect and identify any object overflying their territory or territorial waters.

Civil-military coordination shall be based on a seamless Collaborative Decision Making (CDM) process, starting from the capture of all civil and military airspace requirements for the definition and management of HA configurations. This must be supported by continuous information sharing amongst all partners; however, it is recognised that there will be situations where certain information cannot be shared amongst all partners due to national security restrictions.

New operational doctrines, future aircraft generations or significant upgrades, other aerial platforms, new weapon systems, the introduction of new concepts are all elements, which should be considered for a new HA structure.

The involvement of international working arrangements, at network level is highly recommended to support the final decision that remains a national responsibility for the Member States which have complete and exclusive sovereignty over their airspace.

The following Civil/Military coordination principles in HA shall apply:

• The organisation and management of HA operations must ensure that military defence capability will continue to provide and further improve effective security and defence in Europe

• Flexibility to operate both manned and unmanned aircraft, in all weather conditions in all areas of the European higher airspace where national regulations allow to do so to execute all variety of assigned national and/or international missions

• Provision of HATM system capabilities, possibly including civil ones, to support military deployment, in particular for priority flights and for time-critical missions, but also for military aircraft not fully equipped to the civil standard

• The establishment of temporary airspace reservations, as necessary, situated as close as practicable to the appropriate operating areas, including airspace restrictions for non-flight-related Activities

• The implementation of a transparent process supported by commonly agreed modalities and monitoring scheme is considered a key enabler

2.7 Spaceports A spaceport is defined as the facilities, equipment, personnel, and vicinity required to prepare space-bound craft or suborbital vehicles for flight, initiate and manage the flight, and receive the vehicles at the end of their flight. For earth-based spaceports, ‘vicinity’ refers to the land occupied by the facilities and equipment.

Spaceports represent “gate-to-gate” points for certain classes of HAO, such as A-to-A or A-to-B suborbital flights, moreover the spaceport infrastructure may also provide services to HAO. For these reasons they shall be included in the HA ConOps. Three main aspects shall be taken into account as follows:

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a) Airspace and Higher Airspace structure above the spaceport, along with the type of aircraft/vehicle and the frequency of the movements;

b) The possible coexistence of aerodromes and spaceports within the same site, where mixed mode operations are possible

c) Type of services provided by the spaceport operator or otherwise based within the spaceport infrastructure, are identified as follows:

- Surveillance and Tracking

- Ground Control Stations for manned or unmanned vehicles

- Space Weather (SWx) service provider

- Communications.

Spaceports may be described as two main types:

• Vertical spaceports, for vertical launching from the ground (land or maritime platforms). Vertical spaceports may have one or more ground launch platforms

• Horizontal spaceports, for horizontal take-off/launching and landing/re-entry

A small number spaceports are already conducting limited operations in Europe, while more are planned to start operations between now and 2025 including the handling of aircraft that will air launch spacecraft/payload into low earth orbit.

2.7.1 Potential Mixed Mode Operations at Aerodromes

A key principle for cases where spaceport and conventional aircraft operations are conducted on the same aerodrome is the aim for both types of operations to operate seamlessly. Some factors that may possibly influence this objective are listed below:

• Current traffic priority rules • Wake turbulence – horizontal launches • Presence of volatile chemical propellants on the apron or manoeuvring area • Weather constraints and changes in local visibility

2.8 Launch Platforms

In the same way as spaceports form “gate to gate” points for certain classes of HAO, launch platforms will do the same for some HA users. For example the launch and recovery of High Altitude Platform Systems (HAPS) may not operate from/to conventional aerodromes but rather from remotely located single-use launch platforms on land or sea.

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2.9 The Transition of Traffic to and from HA via the Existing Network

In the short term, operations transitioning via the legacy ATS airspace volume will be conducted according to EC Implementing Regulation (EU) 2019/123 of 24 January 2019 laying down detailed rules for the implementation of air traffic management (ATM) network functions.

ATM strategies for handling climbing and descending traffic to and from HA will be developed. In this process consideration shall be given to the following:

• HA operations do not disproportionally affect the existing Network and operations will be included in the Network impact assessment process • HAPS accommodation and eventual integration recognising their slow movement, and performance against their proximity of operation relative to other traffic flows • Supersonic and hypersonic traffic that will require integration into existing traffic flows and need to transition to and from high speed. • Space and sub-orbital vehicle launches from various sites within Europe and adjacent areas which will include vehicles or parts of vehicles returning to the original launch site/platform or other sites • Strategies consider to the maximum extent possible that the ATS airspace and HA, from a Network perspective, form a continuum

In the medium to long term the Network regulation, rules, performance and collaborative decision making process may need to be revised to ensure it keeps pace with the evolution of traffic operating to and from HA.

All new operations shall be included in the Network Operations Plan (NOP) where the scope and time horizon ranges from the planning phase i.e. five years before date of operations, through the strategic and tactical phases until the day of operation itself. Additionally, operations shall be subject to post operation analysis where useful experience gained can lead to improving processes which are part of the NM business lifecycle.

Consideration should also to be given to the evolution of the European data policy for aviation and ATM data service provision planned for the future in order to anticipate the arrival of new operations.

2.10 Environment As a key principle HA users should ensure that:

• HAO comply with European Environmental Standards and Requirements; as applicable and, • HAO develop in a sustainable way, striving to minimise their environmental impact.

HA users should also ensure that sustainability objectives are incorporated in the full trajectory of operations i.e.:

• Operations undertaken in HA; and, • Operations transiting the traditional airspace to and from the HA.

For operations in HA, important aspects to be considered include:

1) Proportionate regulatory requirements considering the frequency and variety of operations (environmental certification and standards to ensure that state-of-the-art noise and emission

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reduction technologies are integrated into aircraft and engine designs) while ensuring a level-playing field. 2) Over time as operations in HA are considered from an “integration logic” (rather than accommodation / segregation), then they should be subject to an impact assessment to determine the following:

a. To what extent these operations may be considered sustainable; and, b. To what extent the performance characteristics of any vehicle may impact upon the environmental performance of regular aviation traffic, including the integration of both sets of operations. It should be noted that the current suite of environmental tools and modelling platforms will have to be updated to provide the capability to address operations in HA.

For operations transiting ATS airspace, a European environmental methodological framework for consistently modelling the life cycle of missions and supporting decision-making is required.

Furthermore, to address the environmental impacts of transiting traditional airspace, enhancing the efficiency of airspace management would be required to ensure that increased traffic through ATS airspace does not disproportionately affect the regularity and efficiency of civil air traffic and military operations in the airspace below FL 600/660.

HA users should minimise any potential environmental risk of future HAOs and comply with European Environmental Standards and Requirements as applicable. An HA mission should ratify existing applicable international environmental treaties and environmental regulation and policies. For example, the EU Emissions Trading Scheme (EU ETS) covers aircraft departing or landing in an aerodrome located in the territory of an EEA State. If the HAO vehicle is classified as an aircraft then it’s CO2 emissions should be included (subject to its possible exemption under specific circumstances, such as test, training, circular – same departure and arrival aerodrome, etc.) in the ETS. If the HAO vehicle is not considered an aircraft e.g. it is a non-winged rocket launcher, then it is likely to be excluded from the ETS.

It is also recommended that all space operators adopt environmental management systems with external third-party audits to ensure compliance with national environmental regulations and adopt best practices that are environmentally sustainable.

2.10.1 Ensure Sustainable Growth and Minimise Environmental Impact

HA users should perform an environmental impact assessment for their HAO in terms of the following events:

• Handling, transporting, and storage of chemical propellants • Launch and re-entry operations • Dropped stages; and, • Launch and re-entry failures/mishaps

Each of the above events should be analysed in terms of their potential environmental impact on the three following environmental elements:

• Air • Water • Soil

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In particular, the assessment of the environmental impacts of launching and re-entry will need to address:

• The environmental impacts associated with the preparation of the launch (such as regulations and requirements related to e.g. hazardous material at spaceports) • The environmental impacts associated with a normal (successful) launch (exhaust emissions from propellant combustion, waste generation, wastewater, etc.) re-entry and noise level for adjoining areas (incl. sonic boom) • Any radiological or non-radiological impacts associated with launch and re-entry accidents and mishaps • Such environmental impact assessments should drive risk prevention and mitigation measures. It is important to identify the potential environmental risks associated with a launch, re-entry and connected activities and to seek possible greener technologies and environmentally friendly propellants whilst understanding the environmental effects of potential propellants and rocket exhaust emissions • Environmental impacts assessments will also need to assess any new environmental impacts resulting from HAO. For example, areas may be affected by a new kind of noise, or new non-CO2 impact, as well as the impacts due to the integration with other traffic (e.g. specific departure routes for the new entrant resulting in departure routes for normal traffic being slightly changed resulting in a longer trajectory) • In addition, collaboration should be sought with other National, European Agencies or relevant international Bodies such as ESA, to identify further aspects that warrant additional environmental assessment. This could include ensuring a maximum amount of space debris control or removal related to HAO, if relevant, to ensure outer space’s Long Term Sustainability (LTS).

2.11 Meteorology The majority of the Earth’s weather occurs in the troposphere, which depending on geographical location and season, it is the part of the earth’s atmosphere which extends from the surface to around 8-15 km altitude. The weather in this part of the atmosphere is the most diverse and changeable, characterised by a relatively constant rate of temperature decrease with height, as shown below.

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Figure 2: Middle Atmosphere - Temperature Relationship with Altitude

Weather in the troposphere is generally well documented with global networks sharing observations and forecast information, including those dedicated to aviation purposes. Apart from the initial transition, HAO will occur above this tropospheric “weather layer”, into the stratosphere and mesospheric layers and will be under the influence of very different atmospheric conditions. Notably very low temperatures that may influence the operation of vehicles.

In the stratosphere (approximately 10-50km in mid-latitudes) and mesosphere (approximately 50-85km), it is usual to have a westerly wind component in the winter at mid-latitudes; and an easterly component in the summer. The highest zonal winds are around 60–70 ms¯¹ (135–155 mph) at 65–70 km altitude.

Readily Available Aviation MET Information Provisions for global MET information are defined in ICAO Annex 3. In 2022 however, these MET services will be upgraded to higher resolution (0.25°), and include MET information from FL050 to FL600.

Weather (and wind) information above FL600 is not readily available and beyond the capabilities of most numerical weather predication systems. That said, above FL600, the atmosphere is very thin and the primary weather concerns will be wind as well as space weather phenomena.

2.11.1 Measure and Share Data

Those parts of the atmosphere which are not widely used at present, have no regular or widespread source of direct observations. Radio-sonde balloons are a standard tool for measuring the atmospheric conditions, but have a vertical extent of around 35km altitude and are relatively sparse in their geographical coverage. Observations of wind and temperature are recorded and transmitted by some aircraft, but these observations are limited to where those aircraft are operating. Ground based LIDAR and RADAR technologies can be used to measure wind in the troposphere and lower stratosphere, but again are limited by the location

PRINCIPLES AND ASSUMPTIONS

of these instruments. Studies using space-borne remote sensing technology have been shown to measure wind between 50-85km altitude, using airglow of oxygen and hydroxyl. However, none of these techniques are in widespread operational use.

It is therefore recommended, as a principle for operators in the HA, to measure and share in real time, the atmospheric conditions their vehicles experience, in order to improve the global network of information for everyone.

It will also be important to engage with MET service providers and regulators, to articulate emerging requirements for atmospheric observations and forecasts in these parts of the atmosphere.

2.11.2 Space Weather

From an operational perspective, space weather events occur when solar activity causes disruptions to aviation communications, navigation and surveillance systems, and elevates radiation dose levels at flight altitudes. This is particularly relevant for operations at high altitudes and in Polar Regions. Space weather events may occur on short time scales, with the effects occurring from seemingly instantaneous to a few days in the future.

Space weather impacts occur to communications, navigation, surveillance, radiation-sensitive electronics, and human exposure. In particular, system impacts may include:

a) unexpected loss of communications

i. HF voice and HF data link i.e. Controller Pilot Data Link Communications (CPDLC), on routes where HF is employed

ii. poor or unusable performance of L-band SATCOM

b) degraded performance of navigation and surveillance that rely on Global Navigation Satellite System (GNSS)

i. Automatic Dependent Surveillance – Broadcast (ADS-B) and/or Automatic Dependent Surveillance – Contract (ADS-C) anomalies

ii. sporadic loss-of-lock of GNSS, especially near the equator, post-sunset

c) unanticipated non-standard performance of on-board electronics, resulting in reboots and anomalies; and

d) issues related to radiation exposure by aircrew and passengers

ICAO has established a global network of designated Space Weather Centres (SWXC) which have at their disposal information from satellite and ground-based sensors enabling both prompt event detection as well as providing input for predictive models. Existing SWXC information provisions for aviation do not extend above FL600. They are tasked to monitor and provide advisory information on space weather phenomena expected to affect high-frequency radio communications, communications via satellite, GNSS-based navigation and surveillance systems and/or pose a radiation risk to aircraft occupants. This includes the extent and severity of the event.

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A key principle for HA operators in the high altitude domain would be to measure and share in real time, the impact of space weather on their operations, in order to improve the global network of information for everyone. It will also be important to engage with the Space Weather Centres and regulators, to articulate emerging additional requirements in those parts of the atmosphere not already within their scope (i.e. above FL600).

2.12 Future Regulatory Framework The preparatory work for the future European HA regulatory framework will be carried out by an EASA Task Force from which input will be derived from the ECHO ConOps and it is expected it may be based on the following pillars:

a. Performance-based approach b. Risk-Based approach c. Operation-centric approach d. Flexibility

2.13 Global Operations HA users require consistency of regulation, rules, procedures and standards across the globe to enable them to conduct their missions with full freedom and flexibility. As a first step and as a minimum, this consistency shall apply across European States for a given activity type. Users advocate supporting the pioneers of tomorrow now, whilst preparing for future innovation, this will imply a progressive evolutionary and holistic approach towards common global operations.

2.14 Enabling Infrastructure Enabling infrastructure for example, information exchange processes, communication, navigation, surveillance, tracking, collision avoidance tools and services shall be available to meet the operational needs of HA. Over the medium to long-term this infrastructure shall be robust and scalable to meet future potential growth in volume and types of operation.

2.14.1 Communication

Full communication capability shall be provided for all operators in the airspace from the start of the operations. Full integration of communications, including ground-ground, between all operators within the airspace is required. Seamless integration of the communication capabilities between ATS airspaces is required.

2.14.2 Surveillance and Tracking

Full surveillance of operations shall be provided in the airspace from the start of operations.

Cooperative airborne surveillance will provide the surveillance capability in HA and in the future this may be supplemented by telemetry data from operators. For certain types of HAO a tracking function and capability may be required along with surveillance.

Surveillance means to detect non-cooperative targets may be necessary.

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Surveillance and tracking, along with space object and debris catalogues, are then essential to support the objectives of collision avoidance services.

2.14.3 Navigation

Vehicles operating to, from and within the HA shall have the required lateral and vertical navigation performance, with appropriate integrity and continuity, commensurate with the planned operation.

2.15 Interoperability of Systems

Ensuring the interoperability of different systems, to support HAO, with standardisation of processes, shall be provided across regions and eventually globally in order to meet the needs of HA stakeholders.

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3 Assumptions

An assumption is defined as an act that is taken for granted. In the context of ECHO an assumption is seen as something which the project expects to exist now or be established in the future from which the ConOps can depend and build on.

3.1 European Higher Airspace Operations Symposium Conclusions It is assumed that the conclusions of the European Higher Airspace Operations Symposium held in Brussels Belgium on 2 April 2019 (see Annex B) are correct and valid for defining the ConOps. Should the ConOps deviate from the conclusions it will be highlighted and an explanation provided.

3.2 Vision 2050+ It is assumed that the future vision and goal for HA and its operations is as follows:

Demand • HA is extensively used by traffic giving significant density and complexity • Transcontinental suborbital hypersonic A to B flights are offered • Access to space happens on a daily basis, from several locations worldwide and from several European States

Operations • HA is seamlessly integrated with underlying airspace and space operations • Flight trajectories and operating areas can be planned, executed and modified by the operators in real time • Use of desired airspace is negotiated and ensured while being fully automated Technology • HA Platforms, Suborbital spaceplanes, reusable space transportation are all a reality • Subsonic, supersonic and hypersonic transport is common

Safety • All types of vehicles will operate in HA in ways that will ensure safety at all times

3.3 Legal Frameworks - Aviation and Space

It is assumed that in the short term to medium term international agreement on the definition of the boundary between airspace and outer space will not be reached. Therefore, ad interim, the ECHO project will consider a functionalist point of view as far as deemed appropriate.

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3.4 Higher Airspace Operations

It is assumed that the existing classification of traffic i.e. General Air Traffic (GAT) and Operational Air Traffic (OAT) will cease to apply in HA operations in a trend to move to Trajectory Based Operations (TBO) with mission and business trajectories. Nevertheless, guarantees to State flights to meet specific priority requirements and safeguarding the necessary confidentiality will continue to be a requirement. The following assumptions listed in the paragraphs below will apply to all traffic.

Figure 3: Examples of Higher Airspace Operations

3.4.1 Trajectory Based Operations (TBO)

Operations are at a minimum 4D trajectory based while all pertinent information will be exchanged during the planning, execution and termination of operations between all involved airspace users and service providers. This will be enabled by different systems being interoperable to permit such exchanges.

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Processes will exist to ensure the best placed actor will provide whatever trajectory solution is required for specific operations and situations. In the medium to long term, innovative solutions will be derived to provide a combination of possible trajectory solutions, tailored to different types of operations.

3.4.2 Notification of Flight/Mission Intentions

All new entrants have the capability to notify their flight/mission intentions to the authorities responsible for the respective airspace they will penetrate. This will include the optimum vertical, lateral profile of the flight, the time margin related to Estimated Time Over (ETO) and Estimated Time of Arrival (ETA), the actual performance in 4D (vertical/longitudinal/lateral) of the vehicle along with the related safety areas as required. The trajectory may also be complemented by mass and thrust data.

Vehicles will be classified into safety categories which will enable the predetermined margins to be applied in the mission intention.

Should the operation of a vehicle not be notified or disclosed, the operation will be assumed to be conducted under due regard to other traffic by the State operator.

3.4.3 Integration of all Operations in National Defence/Security Plans

The plans and operations in real time of new airspace users will be processed by existing systems in order to notify defence security/authorities as necessary.

3.5 Higher Airspace Design

It is assumed that the design of the HA will consider the key airspace design principles developed in Europe over the last 60 years and that the mandate given by EU Regulation to the NM and its European Route Network Design (ERND) Function will be employed. While the principles, as today, will respect the Sovereignty of each participating State; however, it is assumed that HA will aim to be a unified volume of airspace which will be free from the fragmentation currently existing in the ATS airspace volume below HA. The design will be driven by the new user’s needs, being simple to understand and easy to plan and execute operations. While at the same time being robust, sustainable and scalable to ensure potential future needs, as traffic volume and complexity increases.

3.5.1 Vertical Dimensions - Options

The vertical dimensions of the airspace are to be defined. The base level may be derived from one of the following options so far identified:

• FL500 • FL600 • FL660

The top level of the airspace may be defined from the following options so far identified:

• Limit of aviation law and regulations • A function of the vertical responsibility of STM

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• Until the maximum altitude reached by a vehicle or part thereof within a specific operation

3.5.2 Lateral Dimensions - Options

The lateral dimensions of the airspace may be defined as the outer boundary of one of the following options so far identified:

• ECAC States • ICAO EUR Region • EUROCONTROL NM States • European Functional Airspace Blocks (FABs)

3.6 Potential Traffic Services in HA In HA it is assumed that the type and provision of traffic services will be assessed and allocated where and when required. They will be determined on the basis of user demand, traffic complexity, traffic density and the safety case applicable to HA. Services may range from a flight information and alerting service to a full ATC service. In the medium to long term new concepts and services may be introduced.

Consideration should be given to the implementation of future services described in the SESAR Operational Concept. It may be assumed for example that for ATC or FIS a non-geographical Flight-centric method could apply. In the flight-centric area, a flight (trajectory) remains under the control of the same ATCO throughout the whole, or a significant part of its en-route segment. A number of flights are assigned to an ATCO, in function of their workload and unconstrained by the geographical location, sector or national boundaries.

3.7 Estimated Forecast of HA Traffic in Europe It is assumed that the ConOps will take into careful consideration the expected magnitude of traffic in the airspace over time, as this will determine how operations are designed and conducted within HA. The table below represents a first estimate of the traffic expected provided by stakeholders.

Before 2025 Between 2025 and Beyond 2030 Types 2030 Movements per annum Movements per annum Movements per annum HAPS Supersonic/Hypersonic Sub-Orbital A to A Sub-Orbital A to B Table to be completed in the next Edition Aero launch* Orbital – re-entry Military/State Aircraft RPAS (*) including vertical launch into orbit

Table 1: HA Estimated Traffic Forecast

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The occupancy of the airspace will also vary, a movement defined as a vehicle entering and leaving the airspace may range from a few minutes to six months or more.

It is important to acknowledge the potential diversity of vehicle performance in HA. This will range from very slow moving vehicles influenced by weather to vehicles on parabolic trajectories travelling at many times the speed of sound. Their operating levels will also vary considerably. The challenge will come where such traffic interacts, either in the transition to and from HA, on its interfaces or within the HA volume itself.

3.8 Criteria for Fair and Equitable Access to HA

Due to the nature of some operations by vehicles in HA i.e. very long duration flights often requiring to loiter in the same location, it is assumed that there will be a need to review the criteria for “fair and equitable” access to HA and specifically the principle of “first come, first served”. Any changes will need to be developed in a cooperative manner by States, regulators and industry. There will be need for a balanced approach between various actors that will need access to this critical resource.

3.9 Infrastructure

It is assumed that the infrastructure required for HA operations will, in the short term, be accommodated by existing technology while the medium and long term will see increasing convergence and integration of such infrastructure. Assumptions on basic infrastructure are listed below.

3.9.1 Communication

It is assumed that for communication in HA the aviation spectrum is protected. All frequencies allocated for communications shall be protected from interference. Air-to-air communications should enable HA platforms in flights out of range of VHF ground stations to exchange necessary operational information and facilitate the resolution of operational problems as happens today for commercial flights for instance.

Dependent on the speed of the vehicle in the proposed airspace, VHF voice communication based on 25khz spacing may be required, as 8.33khz spacing will not be technically feasible with high speed vehicles due to the Doppler effect.

It is assumed that datalink communications will also be available initially on the basis of CPDLC assuming the datalink message list available in ICAO/RTCA SC 214 EUROCAE WG78 as a start. In the future a move from voice to full datalink communication may be envisaged.

3.9.2 Navigation

For access to and from the HA, unless segregated from ‘normal’ ATM operations, all vehicles meet the navigation performance requirements of the current ATS airspace volume to enable safe separation between vehicles as applied by ATC.

In the event of a loss of navigation detected, appropriate contingency operations are defined to enable the safe recovery of the impacted vehicle(s) with minimum risk to other actors. Where contingency procedures are based on other applications such as ADS-B and/or communication (relative navigation), interdependency has been assessed and the core infrastructure assured.

PRINCIPLES AND ASSUMPTIONS

3.9.3 Surveillance and Tracking

It is assumed that that in the short to medium term, the provision of surveillance is met by the use of cooperative surveillance technology i.e. in the form of ADS-B in and out. Additionally, in the short term the following assumptions can be made:

• Avionics vendors are able to market version 3 ‘1090 MHz ADS-B Out’ systems within ‘TBD’ months from publication of ED-102B / DO-260C; • Airframe manufacturers, aircraft integrators and/or vehicle operators are able to provide solutions for the integration of pertinent ‘ADS-B Out’ systems within ‘TBD’ months from the availability of these systems in the market; • Operators of terrestrial and space-based ADS-B receiver systems are able to upgrade their systems to decode 1090 MHz ‘ADS-B Out’ version 3 data at reasonable costs; • Operators of HAO aircraft/vehicles can afford equipping the platforms with the necessary ‘ADS-B Out’ avionics (the determination of the need for certification is a function of the use case requirements).

For air-to-air collision avoidance systems i.e. ACAS, it is assumed that in the short term current technology would not be able to support HAO operations due the disparate performance of the new airspace users. Non cooperative surveillance technologies will also be possible for certain type of operations (e.g. A-A or A-B suborbital flights) by adaptation of SSA/SST technologies. Tracking may also be used for certain HA operations like A to A and A to B suborbital flight.

3.9.4 System Wide Information Management (SWIM)

In support of the interoperability required for higher airspace operations, System-wide information management (SWIM) allows seamless information access and interchange.

SWIM brings standards and best practices in information technology including service-oriented architecture, lowering integration costs, enhancing architectural flexibility, lowering complexity and maintenance costs.

It is assumed that the implementation of SWIM for HAO is achieved by the implementation of SWIM Services, that enables participating organizations to automate the exchange of information based on mainstream technologies and ATM widely adopted information exchange models.

SWIM can be made available as a service to HA users. A data exchange providing the required information to the planning functions of the HATM via SWIM may use a modified version of existing models like the Flight Information Exchange Model (FIXM) that covers the necessary parameters. The use of (modified) standardised data exchange formats and established services, like for example an exchange of flight information related to the Flight Object using for example the blue SWIM Technical Infrastructure Profile, allows for interoperability with existing ATM tools and processes.

3.9.5 Short-Term - Accommodation

The pioneers in HA are focusing on stratospheric flight (i.e. between FL500 and FL700) and sub-orbital flight including air launches. The main issues are the climb and descent phases of the flight when transiting in

PRINCIPLES AND ASSUMPTIONS

controlled airspace and the favourable weather window required. From the ATM perspective, the issue is to accommodate case by case or mission by mission such a flight on the day. Then a specific preparation and bilateral briefings are required ahead of the start of the flight for setting the strategic objectives for the envisaged flight. Furthermore, once the vehicle is in flight, the contact between ATC and the operator is based upon infrastructure such as a direct telephone communication for the tactical coordination to take place and for surveillance a transponder and ADS-B technologies.

Once installed in the cruise phase, above FL600 where full ATC service may no longer be available and depending on the altitude reached, where use of the transponder may be limited, the operator is then free to navigate and to monitor the flight by its own means. However, it is assumed that since the ATC information service is applicable, communicating position and flight intentions regularly by the operator through a periodic reporting contract, based on the average speed of the vehicle, will be possible.

The transit of space launches and re-entries are coordinated between the relevant regulators, space agencies/operators and the ANSPs and the relevant STM service providers.

It is assumed that the accommodation phase of HAO is focused on securing the processes implemented with the pioneers. Infrastructure requiring security i.e. the telephone link, automation of the reporting contract and generalisation of the ADS-B visualisation on ATC displays are the key elements. Provisions for the management of the contingency procedures and the abnormal situation of the flight are implemented. In addition, it is assumed that basic data and information from any airspace user (civil, military, experimental, space launch, re-entries, Unmanned Aerial Systems -UAS) are made available with flight intentions and flight monitoring. However, those elements are neither enough for developing a conflict probe function nor offering a de-confliction service. The dynamic segregation and the flexible use of airspace remains the best tools for the managing the airspace safely.

3.9.6 Medium Term - Convergence

It is assumed that all HA flights are monitored or controlled progressively under the flight centric concept as it is implemented step by step by ATC and the Network. Distinction between the transit of the lower ATS airspace and HA is maintained.

For infrastructure the implementation of the concept, medium term, will require swift transfer and efficient exchange of data and information between the operator and ATM actors involved. When the vehicles performance and equipage are compatible with the legacy aircraft performances, the air traffic is managed according the integration principles. Otherwise, the mission controlled principle prevails.

It is assumed that the European airspace architecture leveraging modern technologies to decouple the service provision from the local infrastructure is under development. Attention is put on the certification process related to AI integration in the service provision.

3.9.7 Long Term - Integration

It is assumed that the integration phase of the HAO relies on large scale automation of the exchange of data and information with the supporting infrastructure between all actors (operators, ANSPs, Network Manager(s), Regulators, State actors and additional authorities) each with their own interest in the vehicles concerned i.e. for the safety, security, capacity and efficiency of the higher airspace.

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It is assumed that the European airspace architecture has leveraged modern technologies to decouple the service provision from the local infrastructure and is in place. At the same time it enables the level of collaboration and automation support through a data rich and cyber-secured connected ecosystem. In parallel, it is assumed that the air traffic in the higher airspace is managed transparently, with appropriate services and data provided from the users perspective, while fully respecting the sovereignty of Member States in relation to their airspace. Furthermore, provisions are in place for accommodating the future new entrants of that period to enable future experimental vehicles into the higher airspace.

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Appendix A Bibliography

[1] European ATM Master Plan [2] Entretiens de Toulouse, cycle of annual conferences [3] A Proposal for the Future Architecture of the European Airspace [4] Future Architecture of the European Airspace – Transition Plan [5] SESAR Concept of Operations Step 1 [6] ICAO Global Air Traffic Management Operational Concept DOC9854 [7] Developing Options For Upper Airspace Management Towards a Regional Air Traffic Management Facility for Pacific Island Countries – World Bank [8] ICAO Civil/Military Cooperation in Air Traffic Management Doc 10088 [9] Higher-Level Airspace: New Entrants, Air Traffic Management, Security, and Defence – Food for Thought Paper - NATO Aviation Committee [10] ICAO First Unassigned High Seas Airspace Special Coordination Meeting – Experience of Tahiti ACC in the Provision of Oceanic Air Traffic Services [11] ICAO Convention on International Civil Aviation DOC7300/9 [12] SESAR Environment Assessment Process [13] Space Launch - Range Safety, Tracking and Surveillance Facilities: Final Report QinetiQ, UK

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Appendix B Glossary of Terms, Acronyms and Terminology B.1 Glossary of terms

Term Definition Source of the definition

Airspace User Operators of aircraft operated as general air Regulation (EC) No traffic 549/2004 of the European Parliament and of the Council of 10 March 2004

Vehicle TBD

Flight Level A surface of constant atmospheric pressure ICAO which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals

Altitude The vertical distance of a level, a point or an ICAO object considered as a point, measured from mean sea level (MSL)

Level A generic term relating to the vertical position ICAO of an aircraft in flight and meaning variously, height, altitude or flight level.

Near Earth Object Near-Earth objects are asteroids or comets of ESA (NEO) sizes ranging from metres to tens of kilometres that orbit the Sun and whose orbits come close to that of Earth's.

Table 2: Glossary

B.2 Acronyms and Terminology

Term Definition

ACAS Airborne Collison Avoidance System

ADS-B Airborne Dependant Surveillance – Broadcast

ADS-C Airborne Dependant Surveillance – Contract

ATC Air Traffic Control

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Term Definition

ATM Air Traffic Management

ATS Air Traffic Services

CDM Collaborative Decision Making

ConOps Concept of Operations

CNS Communication Navigation and Surveillance

CPDLC Controller Pilot Data Link Communications

DAA Detect And Avoid

EACCC European Aviation Coordination Crisis Cell

EASA European Aviation Safety Agency

ECAC European Aviation Civil Conference

ECHO European Concept for Higher Airspace Operations

ERND European Route Network Development

ESA European Space Agency

ETA Estimated Time of Arrival

ETO Estimated Time Over

ETS Emissions Trading Scheme

EU European Union

FAB Functional Airspace Block

FIS Flight Information Service

FIXM Flight Information Exchange Model

FUA Flexible Use of Airspace

GNSS Global Navigation Satellite System

HA Higher Airspace

HAPS High Altitude System

HATM Higher Airspace Traffic Management

HAO Higher Airspace Operations

PRINCIPLES AND ASSUMPTIONS

Term Definition

LTS Long Term Sustainability

MET Meteorology

NEO Near Earth Object

NM Network Manager

RCC Rescue Coordination Centre

RPAS Remotely Piloted Air Systems

SAR Search and Rescue

SATCEN Satellite Centre

SATCOM Satellite Communications

SESAR JU Single European Sky ….Joint Undertaking

SSA Space Situational Awareness

STM Space Traffic Management

SST Space Situation and Tracking

SWIM System Wide Information Management

SWx Space Weather

SWXC Space Weather Centre

TBD To be determined

TBO Trajectory Based Operations

UNOOSA United Nations Office for Outer Space Affairs

Table 3: Acronyms and Terminology

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Appendix C European Higher Airspace Operations Symposium Conclusions

PRINCIPLES AND ASSUMPTIONS

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