Easy Access Rules for U-space

Easy Access Rules for U - space Disclaimer

D ISCLAIMER

This document is issued by the European Union Aviation Safety Agency (referred to as both ‘EASA’ and ‘the Agency’) to provide its stakeholders with an updated, consolidated, and easy - to - read publication.

It has been prepared by putting together the officially published EU regulations with the related EASA acceptable means of compliance (AMC) and guidance mater ial (GM) (including their amendments) adopted so far. However, this document is not an official publication, and EASA accepts no liability for damage of any kind resulting from the risks inherent in its use.

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Easy Access Rules for U - space List of revisions

L IST OF REVISIONS

Published Reason for revision First Easy Access Rules document powered by eRules , incorporating: — Commission Implementing Regulation (EU) 2021/664 on a regulatory framework for the U - space ; — Commission Implementing Regulation (EU) 2023/203 laying down M ay 20 24 requirements for the management of information security risks with a potential impact on aviation safety ; and — ED Decision 2022/022/R providing for a cceptable means of c ompliance (AMC) and guidance material (GM) for the implementation of Regulation (EU) 2021/664 .

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Easy Access Rules for U - space Note from the editor

N OTE FROM THE EDITOR

The content of this document is arranged as follows: the cover regulation (recitals and articles) of the implementing rule (IR) appears first, then the IR annex points, followed by the related acceptable means of compliance (AMC) and guidan ce material (GM).

All elements (i.e. articles, IRs, AMC, and GM) are colour - coded and can be identified according to the illustration below. The EU regulation or EASA Executive Director (ED) decision through which the article, IR, AMC, or GM was introduced or last amended is indicated below the article, IR, AMC, or GM title in italics .

Cover regulation article

EU regulation

Implementing rule annex

EU regulation

Acceptable means of compliance

ED decision

Guidance material

ED decision Note: Rules that have a n applicability date in the future are marked with purple. The respective applicability date is indicated below the rule text in purple, in square brackets ‘[]’, and in italics .

This document will be updated regularly to incorporate further amendments.

The format of this document has been adjusted to make it user - friendly and for reference purposes.

Any comments should be sent to erules@easa.europa.eu .

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Easy Access Rules for U - space Incorporated amendments Commission regulations

I NCORPORATED A MENDMENTS

C OMMISSION REGULATIONS

Incorporated Commission Regulation Affected Part Applicability date Cover regulation Annex I Annex II Annex III Commission Implementing Regulation 26 /01/ 2023 Annex IV (EU) 2021/664 Annex V Annex VI Annex VII Appendix Commission Implementing Regulation Cover regulation 22 /02/ 2026 (EU) 2023/203 This is the earliest date of application (i.e. the date from which an act or a provision in an act produces its full legal effects) as defined in the relevant cover regulation article. Some provisions of the regulations though may be applicable at a lat er date (deferred applicability).

Besides, t here may be some opt - outs (derogations from certain provisions ) notified by the Member States .

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AMC/GM TO C OMMISSION REGULATIONS (ED DECISIONS )

Incorporated ED Decision AMC/GM Issue No and/or Amendment No Applicability date AMC and GM to Implementing Regulation ED Decision 2022/022/R 26/01/2023 (EU) 2021/664 — Issue 1 Note: To access the offic ial versions , please click on the hyper links provided above.

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Easy Access Rules for U - space Table of contents

T ABLE OF CONTENTS

Powered by EASA eRules Page 8 of 157 | May 2024 Easy Access Rules for U - space Table of contents Article 4 — Dynamic airspace reconfiguration ................................ ................................ . 46 CHAPTER III — GENERAL REQUIREMENTS FOR UAS OPERATORS AND U - SPACE SERVICE Powered by EASA eRules Page 9 of 157 | May 2024 Easy Access Rules for U - space Table of contents Powered by EASA eRules Page 10 of 157 | May 2024 Easy Access Rules for U - space Table of contents GM1 Article 9 Geo - awareness ser vice ................................ ................................ ... 81 Article 10 — UAS flight authorisation service ................................ ................................ .. 82 AMC1 Article 10(2)(a);(b) UAS flight authorisation service ................................ ... 85 AMC2 Article 10(2)(a);(b) UAS flight authorisation service ................................ ... 85 Powered by EASA eRules Page 11 of 157 | May 2024 Easy Access Rules for U - space Table of contents CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDER S AND SINGLE COMMON AMC1 Article 15(1) Conditions for obtaining a certificate ................................ ... 106 AMC2 Article 15(1) Conditions for obtaining a certificate ................................ ... 106 AMC3 Article 15(1) Conditions for obtaining a certificate ................................ ... 106 AMC4 Article 15(1) Conditions for obtai ning a certificate ................................ ... 107 AMC5 Article 15(1) Conditions for obtaining a certificate ................................ ... 107 Powered by EASA eRules Page 12 of 157 | May 2024 Easy Access Rules for U - space Table of contents GM10 Article 15(1) Conditions for obtaining a certificate ................................ ... 113 GM1 Article 15(1)(f) Conditions for obtaining a certificate ................................ . 128 GM2 Article 15(1)(f) Conditions for obtaining a certificate ................................ . 128 AMC1 Article 15(2) Conditions for obtaining a certificate ................................ ... 130 Powered by EASA eRules Page 13 of 157 | May 2024 Easy Access Rules for U - space Table of contents GM1 Article 17 Capabilities of the competent authorities ................................ .. 132 Criteria for the definition of capabilities, performance requirements, operational conditions Data quality, data latency and data protection requirements referred to in Article 5(4)(b) Exchange of relevant operational data and information between U - space service providers AMC1 Point 2 of Annex V Exchange of relevant operational data and information between U - space service providers and air traffic service providers in accordance with AMC1 Point 3 of Annex V Exchange of relevant operational data and information b etween U - space service providers and air traffic service providers in accordance with GM1 Point 3 of Annex V Exchange of relevant operational data and information between U - space service providers and air traffic service providers in accordance with Powered by EASA eRules Page 14 of 157 | May 2024 Easy Access Rules for U - space Table of contents AMC1 Point 4 of Annex V Exchange of relevant operational data and information between U - space service providers and air traff ic service providers in accordance with Certificate for U - space service provider referred to in Article 14(3) ................................ .. 154 Powered by EASA eRules Page 15 of 157 | May 2024

Easy Access Rules for U - space Cover regulation

C OVER REGULATION

COMMISSION IMPLEMENTING REGULATION (EU) 2021/664 of 22 April 2021 on a regulatory framework for the U - space Implementing Regulation (EU) 2021/664 THE EUROPEAN COMMISSION, Having regard to the Treaty on the Functioning of the European Union, Having regard to Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the fiel d of civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European Parliament and of the Council, and repealing Regulations (EC) No 216/2008 and (EC) No 552/2004 of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91 , and in particular Article 57 and Article 62(14) and (15) thereof, Whereas: (1) Commission Delegated Regulation (EU) 2019/945 and Commission Implementing Regulation (EU) 2019/947 established a first set of detailed provisions for the harmonised operation of u nmanned a ircraft s ystems (‘UAS’) and minimum technical require ments for U AS .

(2) The rising number of UAS entering the airspace and increased complexity of operations of UAS beyond visual line of sight (BVLOS) , initially at very low level, poses safety, security , privacy and environmental risks.

(3) In certain areas, such as primarily in those with an expected large number of simultaneous operations of UAS or areas where UAS operate alongside manned aircraft, the safe , secure and efficient integration of UAS in the airspace necessitate s the introduction of additional specific rules and procedures for the ir operation s and the organisations involved in those operations , as well as a high degree of automation and digitalisation .

(4) When Member States define UAS geographical zones for safet y, security, privacy or environmental reasons as provided for in Implementing Regulation (EU) 2019/947 , they may impo se specific conditions for certain or all UAS operations or allow access only to UAS equipped with certain technical features.

(5) It is necessary to define a minimum set of requirements for the UAS operations in certain UAS geographical zones, which shoul d be called U - s pace airspace for the purposes of this Regulation.

The access by UAS operators to such U - space airspace should be conditional on the use of certain services (‘U - s pace services’) that allow the safe management of a large number of UAS operati ons, respecting also applicable security and privacy requirements.

OJ L 212, 22.8.2018, p. 1 .

Commissio n Delegated Regulation (EU) 2019/945 of 12 March 2019 on unmanned aircraft systems and on third - country operators of unmanned aircraft systems ( OJ L 152, 11.6.2019, p. 1 ) .

Commission Implementing Regulation (EU) 2 0 19/947 of 24 May 2019 on the rules and procedures for the operatio n of unmanned aircraft ( OJ L 152, of 11.6.2019, p. 45 ).

Powered by EASA eRules Page 16 of 157 | May 2024 Easy Access Rules for U - space Cover regulation (6) There should be minimum requirements for UAS operators and U - space service providers for equipment and performance of the UAS and for the services provided in the U - space airspace in order to ensure the safety of operations in that airspace.

(7) The rules and procedure applicable to UAS when operating in the U - space airspace should be proportionate to the nature and risk of the operations.

(8) In particular, since operations with unmanned aircraft with a maximum take - off mass of less than 250g and performed in visual line of sight (VLOS) are presenting a low risk, UAS operators should not be required to comply with the U - space airspace requirements as regards th o se operations. Similarly, considering their good safety record, model aircraft operations in the framework of authorised clubs and associations should be able to continue their operations as they do now , namely without the need to comply with the U - spac e airspace requirements.

(9) Harmonised rules for UAS operations in the U - space airspace, standardised services delivered to UAS operators as well as connectivity methods between providers of the common information services , the U - space service providers, the air traffic service provider and the UAS operators should be established to ensure the safe , secure and efficient operation of UAS , while facilitating the free movement of services linked to UAS as well as U - space service providers in the Union.

(10) M ember States should establish U - space airspace and U - space airspace requirements, including additional U - space services with t he support of a risk assessment in order to ensure the safety of UAS operations in that U - space airspace.

(11) Minimum coordination requirements between Member States should be introduced in case those Member States establish a cross - border U - space airspace in order to ensure the safety of UAS oper ations in that U - space airspace.

(12) In order to allow UAS to safely operate alongside manned aircraft, specific coordination procedures and communication facilities between relevant air traffic service units, U - space service providers and UAS operators are necessary. Those coordination procedures and communicati on facilities are laid down in Commission Implementing Regulation (EU) 2017/373 as amended by Implementing Regulation (EU) 2021/665 .

(13) Although military and State aircraft operations are excluded from the scope of this Regulation , there is a need to ensure safe separation of aircraft in the U - space airspace. Therefore, Member States should be able to define static and dynamic U - space airspace restrictions to enable such operations in a safe and efficient manner.

(14) Member States should ensure that common information services are made available for every U - Space airspace to enable non - discriminatory access to U - space airspace and services for UAS operators, with particular regard to safety. Member States should however be able to designate a single common information service provider to provide the common information services on an exclusive basis in respect of all or some of the U - space airspaces under their responsibility.

(15) The provision of common information services to U - space service providers should be timely and corresponding to the quality requirements laid down by this Regulation .

Commission Implementing Regulation (EU) 2017/373 of 1 March 2017 laying down c ommon requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, repealing Regulati on (EC) No 482/2008, Implementing Regulations (EU) No 1034/2011, (EU) No 1035/2011 and (EU) 2016/1377 and amending Regulation (EU) No 677/2011 ( OJ L 62, 8.3.2017, p. 1 ).

Commission Implementing Regulation (EU) 2021/6 65 of 22 April 2021 amending Implementing Regulation (EU) 2017/373 as regards requirements for providers of air traffic management/air navigation services and other air traffic management network functio ns in the U - space airspace designated in controlled a irspace (see page 184 of this Official Journal ) .

Powered by EASA eRules Page 17 of 157 | May 2024 Easy Access Rules for U - space Cover regulation (16) This Regulation should establish requirements for common interoperable open communication protocols between authorities, service prov iders and UAS operators, as well as data quality, latency and protection requirements for the information exchanged, necessary for safe and interoperable operations in the U - space airspace .

(17) UAS operators should operate in U - space airspace only if they make use of the U - space services that are indispensable to ensure safe, secure , efficient and interoperable operations. U - space service providers should provide at least the following mandatory U - space services: a network identification service, a geo - awa reness service, a UAS flight authorisation service and a traffic information service.

(18) A network identification service should provide the identity of UAS operators , and the location and flight vector of UAS during normal operations and in contingency situations, and share relevant information with other U - space airspace users .

(19) A geo - awareness service should provide UAS operators with the information about the latest airspace constraints and defined UAS geographical zo nes information made available as part of the common information services . In accordance with Implementing Regulation (EU) 2019/947 , the establishment of UAS geographical zones should take into account safety, security, privacy and environmental requirements.

(20) A UAS flight authorisation service should ensure that authorised UAS operations are free of intersection in s pace and time with any other notified UAS flight authorisation within the same portion of U - space airspace.

(21) A traffic information service should alert UAS operators about other air traffic that may be present in proximity to their UAS .

(22) In order to allow un manned aircraft to safely operate alongside manned aircraft in U - space airspace, rules providing for effective signalling of the presence of manned aircraft by means of surveillance technologies are necessary. Those rules are laid down in Commission Implementing 1 2 Regulation (EU) No 923/2012 as amended by Implementing Regulation (EU) 2021/666 .

(23) In order to ensure the safe operation in a given U - space airspace and with the support of a risk assessment, Member St ates should be able to require that other U - space service s such as a weather information service and a conformance monitoring service are mandatory .

(24) A weather information service should support UAS operator s during the flight planning and execution phases, as well as improv e the performances of other U - space services provided in the U - space airspace.

(25) A conformance monitoring service should provide real - time alerting of non - conformance with the granted fl ight authorisation and inform the UAS operators when deviating from it.

(26) To ensure the provision of safe and high - quality U - space services , this Regulation lays down a common certification scheme for certifying U - space service providers and , when desig nated by Member States, for a single common information service provider , as well as a set of rules for regular monitoring of compliance with the applicable requirements.

Commission Implementing Regulation (EU) No 923/2012 of 26 September 2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementin g Regulation (EU) No 1035/2011 and Regulations (EC) No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010 ( OJ L 281, 13.10.2012, p. 1 ).

Commission Implementing Regulation (EU) 2021/666 of 22 April 2021 amending Regulation (EU) No 923/2012 as regards requirements for manned aviation operating in U - space airspace (see page 187 of this Official Journal ).

Powered by EASA eRules Page 18 of 157 | May 2024 Easy Access Rules for U - space Cover regulation (27) The tasks of the competent authorities designated by the Member States in accord ance with Regulation (EU) 2018/1139 should be clearly defined.

(28) This Regulation should not apply to aircraft opera tions carrying out military, customs, police, search and rescue, firefighting, border control and coastguard or similar activities and services undertaken in the public interest, under the control and responsibility of a Member State or on behalf of a body vested with the powers of a public authority unless the Member State has decided pursuant to Article 2(6) of Regulation (EU) 2018/1139 to apply rules on unmanned aircraft to some or all of those activities.

(29) Safety management ensures the identification, assessment and minimisation of safety risks as well as security vulnerabilities, that have an impact on safety. Therefore, U - space services providers and single common information service providers should duly establish management systems to ensure the safe and secure operations of UAS in the U - space airspace.

(30) The U - space services providers and single common information service providers should establish a system of record keeping that allows adequate storage of the records and reliable traceability of all their activities, cove ring in particular all the elements of their management systems .

(31) In order to ensure the proper implementation of this Regulation, Member States and affected stakeholders should be given sufficient time to adapt their procedures to the new regulatory f ramework before this Regulation applies.

(32) The Agency prepared a draft implementing act and submitted it with Opinion No 01/2020 in accordance with Article 75(2) , points (b) and (c) and Article 76(1) of Regulation (EU) 2018/1139 .

(33) The measures provided for in this Regulation are in accordance with the opinion of the Committee established by Article 127 of Regulation (EU) 2018/1139 .

HAS ADOPTED THIS REGULATION: https://www.easa.europa.eu/document - library/opinions Powered by EASA eRules Page 19 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER I — PRINCIPLES AND GENERAL REQUIREMENTS

CHAPTER I — PRINCIPLES AND GENERAL REQUIREMENTS

Article 1 — Subject matter and scope

Implementing Regulation (EU) 2021/664 1. This Regulation lays down rules and procedures for the safe operations of UAS in the U - space airspace , for the safe integration of UAS into the aviation system and for the provision of U - space ser vices .

2. This Regulation shall apply , within the UAS geographical zones established as U - space airspace by Member States, to: (a) operators of UAS ; (b) U - space service providers ; (c) providers of common information services .

3. This Regulation shall not apply to operations of UAS conducted : (a) in the framework of model aircraft clubs and associations that have receive d an authorisation in accordance with Article 16 of Implementing Regulation (EU) 2019/947 ; (b) in subcategory A1 of the ‘open’ category of operations with an unmanned aircraft that: (i) in the case of a privately built UAS, has a maximum take - off mass, including payload, of less than 250 g and a maximum operating speed of less than 19 m/s; or (ii) is marked as class C0 and complies with the requirements of that class, as defined in Part 1 of the Annex to Delegated Regulation (EU) 2019/945 ; or (c) in accordance with SERA.5015 instrument flight rules of Implementing Regulation (EU) No 923/2012 .

GM1 Article 1(1) Subject matter and scope

ED Decision 2022/022/R SCOPE — MILITARY AND STATE AIRCRAFT (a) Although military and State aircraft operations are in principle excluded from the scope of Regulation (EU) 2018/1139 and its implementing and delegated acts , the safety of such operations is paramount when conducted in airspace that is sub ject to EU aviation safety regulations. In this context, the safe separation between military and S tate aircraft also in the U - space airspace is always expected during all stages of flight.

(b) It is recalled that when defining UAS geographical zones in accordance with Article 15 of Regulation (EU) 2019/947 , Member States should also consider other aspects than safety, such as security aspects. Indeed, a Member State could designate a U - space airspace in critical areas for security and/ or defence reasons, including military and State aircraft operations.

Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Unio n Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European Parliament and of the Council, and repealing Regulations (EC) No 552/2004 a nd (EC) No 216/2008 of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91 (OJ L 212, 22.8.2018, p. 1) ( https://eur - lex.eu ropa.eu/legal - content/EN/TXT/?uri=CELEX%3A32018R1139&qid=1670245547063 ).

Commission Implementing Regulation (EU) 2019/947 of 24 May 2019 on the rules and procedures for the operation of unmanned aircraft (OJ L 152, 11.6 .2019, p. 45) ( https://eur - lex.europa.eu/legal - content/EN/TXT/?uri=CELEX%3A32019R0947&qid=1670245620396 ).

Powered by EASA eRules Page 20 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER I — PRINCIPLES AND GENERAL REQUIREMENTS (c) In this context, military and State aircraft authorities are partners in the decision - making process of the coordination mechanism (as per Arti cle 18 (f) of Regulation (EU) 2021/664 ) for the designation of U - space to cover the safety and security aspects in a U - space airspace, from the initial ‘airspace risk assessment’ until the U - space is implemented and moni tored.

(d) The involvement of military authorities in relation to U - space is considered key to guarantee ing the level of safety and security in the U - space airspace from both a ground and an air risk perspective.

(e) For example, military and State aircraf t that conduct short - notice off - airfield landings while carrying out their assigned operations may require portions of the U - space to be adjusted or possibly deactivated. In this case, air traffic control units should apply the dynamic reconfiguration of t he U - space airspace at short notice, if/when required by military and State aircraft, as necessary, in accordance with the principles of Article 4 of Regulation (EU) 2021/664 .

GM2 Article 1(1) Subject matter and scope

ED Decision 2022/022/R SCOPE — SUPPORT TO PASSENGER OPERATIONS At this stage of the implementation, the U - space is not foreseen to support passenger operations, which are today carried out with manned VTOL - capable aircraft and which ultimately could be autonomously performed with e - VTOL UAS .

Indeed, the U - space system is intended to ensure the segregation of manned aircraft subject to air traffic control or the remain - well - clear spacing of manned aircraft not subject to air traffic control , including manned VTOL - capable aircraft . UA S operation s currently foreseen in urban environment s are UAS carrying payload or goods, but not humans. Therefore, today , the U - space regulatory framework ha s been designed and relies on the overall assumption that drone - to - drone collisions will ultimately have limit ed consequences.

The integration of UAS passenger - carrying operations will require the reassessment of the whole U - space framework, with particular focus on: (a) t he a cceptable l evel of s afety (ALS) that will have to be strengthened in maintaining appropri ate safety levels for manned aviation (i.e. to mitigate the risk of human ca s ualties) ; (b) c omplementary enablers/prerequisite s that may be required to support the safety of such operations (e.g. additional mandatory U - space services and on - board functiona lities).

GM1 Article 1(3) Subject matter and scope

ED Decision 2022/022/R APPLICABILITY (a) The scope of Regulation (EU) 2021/664 is limited to unmanned aircraft, as well as to natural and legal persons involved in their ope ration ; in the context of this Regulation: UAS operators, U - space service providers (USSPs) , and common information services (CIS).

(b) Therefore, the requirements on ATS providers or the requirements related to manned aircraft operations are not included in this Regulation. Instead, the provisions pertaining to ATS Commission Implementing Regulation (EU) 2021/664 of 22 April 2021 on a regulatory framework for the U - space (OJ L 139, 23.4.2021, p. 161) ( https://eur - lex.europa.e u/legal - content/EN/TXT/?uri=CELEX%3A32021R0664&qid=1670245701371 ).

Powered by EASA eRules Page 21 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER I — PRINCIPLES AND GENERAL REQUIREMENTS providers are included in a dedicated amendment to Regulation (EU) 2017/373 through Regulation (EU) 2021/665 . T he provisions related to manned aircraft are included in a d edicated amendment to Regulation (EU) No 923/2012 ( the SERA Regulation ) through Regulation (EU) 2021/666 on implementing acts as regards air operations as well as the use of airspace and the design o f airspace structures respectively.

(c) Regulation (EU) 2021/664 does not apply to the following UAS operations for t he following reasons : (1) model aircraft operating in the framework of model aircraft clubs and associations that have received an authorisation in accordance with Article 16 of Regulation (EU) 2019/947 have demonstrated a good level of safety in clubs and associations, which allows to keep the seamless transition from the different national systems to the new Union regu latory framework provided for by Regulation (EU) 2019/947 is maintained; (2) unmanned aircraft of a maximum take - off m ass (MTOM) of less than 250 g when used in subcategory A1 of the ‘open’ category do not represent a significant safety risk in case of collision ; t his includes privately built unmanned aircraft of a MTOM of less than 250 g, as well as class C0 UAS as defined in Regulation (EU) 2019/945 , including those that are toys in the meaning of Directive 2009/48/EC ; (3) UAS flying according to instrument flight rules (IFR) in accordance with the current standardised European rule s of the air (SERA) ; t he y benefit from the provision of air traffic service (ATS) , as summarised in Appendix 4 to Regulation (EU) No 923/2012 ; t his does not exclude certified UAS from flying in U - space airspace with the support of U - space services; and (d) Finally, it is recalled that Regulation (EU) 2021/665 does not apply to UAS that carry out military, customs, police, search and rescue, firefighting, border control and coastguard or similar activities and services undertaken in the public interest , by virtue of the scope defined in Article 2(3)(a) of Regulation (EU) 2018/1139 .

GM2 Article 1(3) Subject matter and scope

ED Decision 2022/022/R MAXIMUM CEILING OF U - SPACE AIRSPACE To ensure an additional strategic layer of mitigation as regards separation between manned and unmanned aircraft, Member States may consider limiting the U - space airspace to a 150 m (500 ft) height above the ground or water, in particular when the U - space airspace is designated in uncontrolled airspace.

Commission Implementing Regulation (EU) 2017/373 of 1 March 2017 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, repealing Regulation (EC) No 482/2008, Implementing Regulations (EU) No 1034/2011, (EU) No 1035/2011 and (EU) 2016/1377 and amending Regulation (EU) No 677/2011 (OJ L 62, 8.3. 2017, p. 1) ( https://eur - lex.europa.eu/legal - content/EN/TXT/?uri=CELEX%3A32017R0373&qid=1670245893943 ).

Commission I mplementing Regulation (EU) No 923/2012 of 26 September 2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing Regulation (EU) No 1035/2011 and Regulations (EC) No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010 (OJ L 281, 13.10.2012, p. 1) ( https://eur - lex.europa.eu/legal - content/EN/TXT/?uri=CELEX%3A32012R0923&qid=1670245971615 ).

Commission Delegated Regul ation (EU) 2019/945 of 12 March 2019 on unmanned aircraft systems and on third - country operators of unmanned aircraft systems (OJ L 152, 11.6.2019, p. 1) ( https://eur - lex.europa.eu/legal - content/EN/TXT/?uri=CELEX%3A32019R0945&qid=1670246132139 ).

Directive 2009/48/EC of the European Parliament and of the Council of 18 June 2009 on the safety of toys (OJ L 170, 30.6.2009, p. 1) ( https://eur - lex.europa.eu/legal - content/EN/TXT/?uri=CELEX%3A32009L0048&qid=1670245459524 ).

Powered by EASA eRules Page 22 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER I — PRINCIPLES AND GENERAL REQUIREMENTS Considering the novelty of the U - space and the lack of experience with its implementation , t his limitation is deemed desirable to ensure safety of operations in the U - space airspace across the EU.

In this context, Member States may nevertheless decide to designate U - space airspace with a height greater than 150 m (500 ft) above the ground or wate r in controlled or uncontrolled airspace provided that there are additional services and means available to ensure a common reference altitude system between UAS and manned traffic, as well as additional U - space services and performance requirements for th e services derived from the airspace risk assessment.

Article 2 — Definitions

Implementing Regulation (EU) 2021/664 For the purposes of this Regulation, the definitions in Implementing Regulation (EU) No 923/2012 , Implementing Regulation (EU) 2017/373 , Delegated Regulation (EU) 2019/945 , and Implementing Regulation (EU) 2019/947 apply. The following definitions also apply: (1) ‘U - spac e airspace’ means a UAS geographical zone designated by Member States, where UAS operations are only allowed to take place with the support of U - space services; (2) ‘U - space service’ means a service relying on digital services and automation of functions designed to support safe, secure and efficient access to U - space airspace for a large number of UAS ; (3) ‘ a irspace risk assessment’ means an evaluation of operational , safety and security risks that takes into account the requi red levels of safety performance as defined in the European Plan for Aviation Safety and the State Safety Programme referred to in Articles 6 and 7 of Re gulation (EU) 2018/1139 , the type, complexity and density of the traffic, the location, altitudes or heights and the airspace classification ; (4) ‘common information service’ means a service consisting in the dissemination of static and dynamic data to enable the provision of U - space services for the management of traffic of unmanned aircraft ; (5) ‘ p rincipal place of business’ means the head office or registered office of a U - space or common information service provider in the Member State within which the principal financial functions and operational control of the service provider are exercised ; (6) ‘d ynamic airspace reconfiguration’ means the temporary modification of the U - space airspace in order to accommod ate short - term changes in manned traffic demand, by adjusting the geographical limits of that U - space airspace.

GM1 Article 2(6) Definitions

ED Decision 2022/022/R DYNAMIC AIRSPACE RECONFIGURATION — SHORT - TERM CHANGES Under the definition of ‘dynamic air space reconfiguration’, the phrase ‘short - term changes in manned traffic demand’ may cover various cases ranging from clearing the path of an aircraft in emergency or distress, to accommodating unexpected traffic demand due to any contingency situation or allowing a shorter route for an individual flight, as well as potential U - space airspace restrictions to enable military and State operations. But the objective is to keep these cases exceptional when establishing the U - space airspace, for the sake of safe ty and efficiency of the aviation system.

Powered by EASA eRules Page 23 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - S PACE AIRSPACE AND COMMON INFORMATION SERVICES

CHAPTER II — U - SPACE AIRSPACE AND COMMON

INFORMATION SERVICES

Article 3 — U - space airspace

Implementing Regulation (EU) 2021/664 1. Whe re Member States designate U - space airspace for safety, security, privacy or environmental reasons such designation shall be supported by an airspace risk assessment .

2. All UAS operations in the U - s pace airspace shall be subject to at least the following mandatory U - space services : (a) the network identification service referred to in Article 8 ; (b) the geo - awareness service referred to in Article 9 ; (c) the UAS flight authorisation service referred to in Article 10 ; (d) the traffic information service referred to in Article 11 .

3. For each U - space airspace, based on the airspace risk assessment referred to in paragraph 1, Member States may require additional U - space services selected from the services referred to in Articles 12 and 13 .

4. For each U - space airspace, based on the airspace risk assessment referred to in paragr aph 1 and using the criteria set out in Annex I , Member States shall determine: (a) the UAS capabilities and performance requirements; (b) the U - space services performance requiremen ts; (c) the applicable operational conditions and airspace constraints.

5. Member States shall give access to U - space service providers to the relevant data, if required for the application of this Regulation, as regards to : (a) the UAS operators registration system, referred to in Article 14 of Implementing Regulation (EU) 2019 /947 , of the Member State in which U - space service providers offer their services ; and (b) UAS operators registration systems of other Member States through the repository of information referred to in Article 74 of Regulation (EU) 2018/1139 .

6. Member States shall make the information on the U - space airspace available in accordance with Article 15 (3) of Regulation (EU) 2019/947 , as well as through their aeronautical information servi ce.

7. Whe re Member States decide to establish a cross - border U - space airspace, they shall jointly decide on: (a) the designation of the cross - border U - space airspace; (b) the provision of cross - border U - space service s ; (c) the provision of cross - border co mmon information services .

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GM1 Article 3 U - space airspace

ED Decision 2022/022/R GEN E RAL (a) Member States have complete and exclusive sovereignty o ver the airspace above their territory and, therefore, have full authority o ver the designation of the U - space airspace .

(b) The designation of the U - space airspace is driven by safety, security, privacy or environmental considerations .

(c) F or the designatio n of the U - space airspace, Member State s are expected to assess numerous safety - significant factors, including, among others: (1) the type, density, and complexity of existing and planned unmanned traffic, including UAS operations taking place in the conte xt of authorised model aircraft clubs and associations; (2) the type, density, and complexity of existing and planned manned traffic, including air sports activities; (3) the operational capacity of the designated ATS providers to interface with the CIS pr ovider and U SSPs in the designated U - space airspace; (4) the operational capacity of USSPs and, when relevant, the single CIS provider; (5) the complexity of the airspace structure; (6) the availability of safe and secure communication mechanisms to enable UAS operators and USSPs to exchange digital information; (7) the classification of the airspace and the services provided to instrument flight rule ( IFR ) and visual flight rule (VFR) ai rcraft; (8) existing UAS geographical zones defined in accordance with Article 15 of Regulation (EU) 2019/947 ; and (9) the topographical environment and prevalent meteorological conditions.

(d) Conversely, when a Member State considers issuing a new authorisation to model aircraft clubs and associations or when defining new UAS geographical zones, already designated U - spa ce airspace should be considered .

(e) Initial designations of U - space airspace are expected to take place at low - level altitude, e.g.

below 500 ft, and where there is very little expected manned traffic.

(f) Besides the four mandatory U - space services, Member States may decide that additional U - space services are needed to support the safe, secure, and efficient conduct of UAS operation s in specific volumes of U - space airspace.

(g) The r egular reassessment of the U - space airspace is expected to be conducted by the Member State s to evaluate its effectiveness in support ing the safe, secure, and efficient conduct of UAS operations .

AMC1 Ar ticle 3(1) U - space airspace

ED Decision 2022/022/R AIRSPACE RISK ASSESSMENT The d esignation of the U - space airspace is intended to enable the safe management of a large number of UAS operations, whi l e ensuring safety continuum as regards manned aviation : Powered by EASA eRules Page 25 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES (a) The airspace risk assessment should primarily consider the air risk and the related ground risk as a collateral effect of UAS mid - air collisions , and should ensure that the related hazards are ade quately addressed.

(b) The airspace risk assessment should cover, as a minimum: (1) h azard identification, including safety, security, privacy and environmental hazards ; (2) r isk analysis, meaning the evaluation of the likelihood and severity of harmful ef fects induced by the identified hazards ; (3) b ased on the previous analysis, the definition of mitigation actions that should be taken when necessary to ensure an acceptable risk level.

(c) The airspace risk assessment should further allow to derive the U - space airspace design, performance requirements , constraints, etc. , required to enable safe operations .

(d) The r eassessment of the U - space airspace should be conducted to : (1) support the introduction of major changes to the designated U - space airspace ; and (2) dynamically evaluate its adequacy and adjust its definition based on the experience gained from operation s and major evolutions that may occur in its environment (e.g.

emergence of critical ground infrastructures, extension of populated a reas ).

(e) The airspace risk assessment process should consider the coordination mechanism laid down in Article 18 (f) of Regulation (EU) 2021/664 .

GM1 Article 3(1) U - space airspace

ED Decision 2022/022/R REASONS FOR THE DESIGNATION OF U - SPACE AIRSPACE The U - space airspace may be designated for several reasons; for example: (a) Safety (1) Having the need to share a common volume of airspace between manned and unmanned aircraft; (2) To improve the visibility (e.g. by means of electronic conspicuity) of (un)manned aircraft , thus enabling a known traffic environment; (3) To decrease the risk on ground in the case of multiple UAS flying over an assembly of people in urban areas or over highly populated areas (in combination with other means such as the certification of unmanned aircraft, UAS operator s , etc.); and (4) In the case of high UAS density, there could be a specific need to reduce the risk of UAS mid - air collision by organis ing the traffic through the introduc t i o n of certain UAS route structures. U - space services , such as g eo - awareness , may provide support in that respect.

(b) Econom y (1) To ensure a fair and efficient sharing of th e airspace volume between manned and unmanned aircraft, and between manned aircraft ; (2) To enable more complex and denser UAS operations; and (3) To support the development of the drone sector and the provision of associated services to the public.

Powered by EASA eRules Page 26 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES (c) Se curity (1) To improve the visibility of unmanned aircraft by having most of the airspace users identified ; (2) To support the enforcement of local regulations and rules (e.g. prohibiti o n o f flights over sensitive sites, limited schedules, specific performa nce requirements) where there are too frequent violations, if the availability of the related UAS geographical zones is not sufficient to ensure the effective application of flight constraints to support UAS operations. This may notably concern the protection of critical infrastructures and no - fly zone s ; (3) To support Member States’ authorities in identifying , responding to , and investigating the use of UAS for malicious or unlawful purposes; and (4) To support the protection of services that are cr itical to the proper functioning of the Member State s , the econom ies and the societ ies from the use of UAS for malicious or unlawful purposes.

(d) Privacy To support the enforcement of particular conditions for certain or all UAS operations for privacy rea sons. Flying over some specific areas could be restricted to some users or to some slots (as it is the case for restricted areas for manned aviation).

(e) Environment (1) To define environmental requirements for UAS operations ( noise could be limited, a mi nimum height could be required); (2) To distribute traffic density to an acceptable level of disturbance over environmentally sensitive sites ; (3) Enabling a diverse set of UAS operations (e.g. commercial and residential areas etc.), while respecting envir onmentally protected areas.

(4) To minimi s e CO emissions, especially in urban environment s .

GM2 Article 3(1) U - space airspace

ED Decision 2022/022/R AIRSPACE RISK ASSESSMENT — GENERAL (a) An airspace risk assessment involves making use of information to determine possible relevant air and ground risks posed by unmanned aircraft flying in the airspace volume assessed , and regulate the conditions on privacy, security and environment al protect ion f o r all parties involved , including the citizens .

(b) An airspace risk assessment is a combination of qualitative and quantitative analysis ensuring that safety and performance criteria are defined , and that assumptions and enablers are consistent with the current airspace design and procedures. The methodology used in this process needs to contain a clear set of objectives and a realistic view of the operations conducted in a given airspace volume .

(c) Different formats are recognised (formal to less f ormal) for the approach to the analytical aspects of an airspace risk assessment. For some hazards, the number of variables and the availability of both suitable data and mathematical models may lead to credible results with sole quantitative methods (requ iring mathematical analysis of specific data). However, few Powered by EASA eRules Page 27 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES hazards in aviation lend themselves to credible analysis solely through quantitative methods.

Typically, these analyses are supplemented qualitatively through critical and logical analysis of the known facts and their relationships.

(d) When available, appropriate tools for the quantitative analysis of the ground and air risk assessment may be used for the substantiation of the airspace risk assessment.

(e) In the case of UAS operators that intend to operate within a specific category under an operational authori s ation or a light UAS operator certificate ( LUC ) , the risk assessment referred to in A rticle 5 ( 2 ) of Regulation (EU) 2019/947 should consider the outputs of the airspace risk assessment.

(f) The objective of the methodol ogy applied should be to define a means for providing assurance that the U - space is acceptably safe, secure, and that privacy and environmental concerns are duly considered , covering at least the definition phase of the life cycle, and leading to the desig nation of the U - space airspace. Furthermore, the deployment of an operational U - space airspace requires an iterative process, through its development life cycle, from initial system definition to transition into service and finally to operations. The itera tive process could make use of different tools and methods, such as fault - tree analyses, event - tree analyses, common - - cause analyses, data collection, tests and validations , or documentation of the evidence , among others . During this process , the original airspace risk assessment could be modified through a feedback loop if necessary .

(g) An airspace risk assessment should be revised when the operational, regulatory and technology deployment context significantly evolves , or when the criteria too upon which the airspace ha s been designed significantly evolve. The o perational context includes incident and accident reports, traffic density, new procedures, and new stakeholders. The frequency of the reassessment depends on local conditions , and is expecte d to be performed in conjunction with the activities of the coordination mechanism in Article 18 (f) of Regulation (EU) 2021/664 .

GM3 Article 3(1) U - space airspace

ED Decision 2022/0 22/R AIRSPACE RISK ASSESSMENT — PROCESS PHASES (a) An airspace risk assessment is a process composed of different phases that can be represented as detailed below : Figure 1 : Airspace risk assessment process Powered by EASA eRules Page 28 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES (1) The preparati on phase begins with defining the airspace in the scope of the assessment, including operational, procedural and infrastructure design requirements from all involved stakeholders, as well as defining any assumptions and constraints. An assessment team needs to be created to ensure that no area is left unexamined.

(2) The reference scenario phase concerns only the analysis of the use of the airspace assessed before changes are introduced. An important step in this phase is conducting interviews with stakeholders ( including non - aviation entities ) , assessing ground infrastructure, identifying technical support infrastructure, and collecting the necessary data in a common data format . This would ensure a harmonised approach for all entiti es involved .

(3) The assessment phase includes hazard identification, risk analysis and mitigation planning. These processes should be applied separately to safety, security, privacy, and environmental hazards, and their associated risks. As the nature of hazards, risks, and mitigation measure s are specific to each of these four areas, the methodologies employed by Member States to identify hazards, assess risks, and plan appropriate mitigation measure s should fit the specific needs of the area assessed, an d of each Member State. Nevertheless, the assessment should guarantee that the risk is acceptable or tolerable while identifying the requirements that are to be met in that perspective.

Ultimately , the appropriate mitigation measure s from each assessment s hould be compatible with each other and they should not adversely impact on the other areas.

GM4 Article 3(1) U - space airspace

ED Decision 2022/022/R AIRSPACE RISK ASSESSMENT — SAFETY PART (a) The assessment phase consider s the following items when approaching safety: (1) Important aspects to include in the assessment are related to traffic density, mapping information related to population density and obstacles, in - depth assessment of encounters with manned aviation, consequences of mid - air collision between unmanned aircraft, and meteorological information, among others.

(2) It is expected that the assessment phase includes a des cription of the safety activities to be conducted during its life cycle (e.g. in a safety plan). The aim is to specify the detailed safety assessment activities to be undertaken for a given airspace. This preparatory process identifies the main safety issu es associated with the airspace under assessment as soon as possible.

(3) It is recommended that the following safety assessment activities, at a minimum, b e performed at safety planning level: (A) Description of the key properties of the operational envir onment that are relevant to the safety assessment .

(B) Initial i dentification of the hazards in the airspace under assessment .

(C) D erivation of suitable safety criteria for the airspace under assessment.

(D) Determination of the operational activities rel evant to the airspace under assessment.

Powered by EASA eRules Page 29 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES (4) The safety assessment methodology describe s the following elements: (A) Identification of hazards and definition of the safety criteria .

(B) To satisfy the safety criteria, definition of the airspace safety sp ecification at operational level in normal, abnormal, and emergency conditions.

(C) Definition of the airspace safety requirements describing the high - level design characteristics of the functional system to ensure that the system operates as specified.

(5 ) Such requirements may be allocated to different stakeholders (e.g. USSPs, UAS operators, etc.)

(b) Safety hazards (1) Currently, in Regulation (EU) 2017/373, the term ‘hazard’ means ‘any condition, event, or circumstance which could induce a harmful effe ct’ . This definition is maintained in the context of the U - space airspace risk assessment .

(2) This definition relates to a broader understanding of what a hazard is. It addresses two types of hazards: (i ) hazards inherent to aviation, which the functional system will have to mitigate; and (ii) ‘system - generated’ hazards, which are created by the potential failure of the functional system.

(3) In an airspace risk assessment associated to UAS operations , bo th types of hazards (i.e.

existing and system - generated hazards ) need to be considered, analysed and mitigated.

(4) By definition, hazards inherent to aviation are hazards which exist in the operational environment before any form of deconfliction has take n place. These hazards are the base for the definition of the safety criteria. Two examples of these hazards inherent to aviation, regarding air risk and ground risk respectively, could be: (A) a situation wh ere the intended trajectories of two or more air craft are in conflict ; (B) a situation where the intended trajectory of an aircraft conflicts with the terrain or an obstacle .

(5) System - generated hazards are hazards generated by the possible failure/malfunction of the functional system. Possible example s of system - generated hazards may be: (A) u nmanned aircraft entering controlled airspace ; (B) f ailure in separating two aircraft.

For the identified system - generated hazards , there is a need to provide: (A) the assessed immediate operational effect(s); (B ) the possible mitigation means in terms of measures to be implemented to protect against the risk - bearing hazards; (C) the assessed severity of the mitigated effect(s), in accordance with a severity classification scheme defined for the U - space airspace; (D) the airspace safety specification elements, to limit the tolerable frequency with which the system - generated hazard could be allowed to occur.

(c) It is recommended that safety assurance activities b e documented to present sufficient evidence that the actions taken have been adequate and complete in identify ing and mitigat ing the risks (e.g. safety assessment report).

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GM 5 Article 3(1) U - space airspace

ED Decision 2022/022/R AIRSPACE RISK ASSESSMENT — CHECKLIST TEMPLATE For the purpose of conducting an airspace risk assessment, Member States may wish to use a checklist f o r different types of environments for which hazards and impact s may be considered when performing an airspace risk assessment (the following list is not exhaustive): Ground risks • Critical aerodrome areas o ILS critical and sensitive areas, radar, etc .

Populated areas • Boundaries of population density areas o cities and suburbs • Boundaries of dynamic population density areas o Recurring or one - off events and gatherings (concerts, stadiums, beaches, etc.)

• Schools, hospitals, and other public buildings Physical infrastructure • Governmental/military installations • Prisons • Bridges and dams • Telecommunication and data centres • High - tension power lines and substations • Nuclear and conventional power stations • Chemical industry sites • Laboratories • Main roads, railway lines • Ports, harbours and waterways • Water treatment plants • Restricted, prohibited and danger areas • Summits and VIP protection Locations that could cause interference to a UAS flight • Electromagnetic wave emitting sites o mobile phone base stations o ground telecommunication sites o TV and radio broadcast sites o surveillance equipment sites • Solar panel and wind farms • Water jets, geysers, etc.

• Areas prone to inclement weather Powered by EASA eRules Page 31 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES Air risks Generic airspace restrictions • ATS routes o aerodrome traffic zone (ATZ); • Aerodrome areas o control zones (CTR) o terminal control areas (TMA) • Manned - aviation restricted areas o temporary reserved area (TRA) o temporary segregated airspace (TSA) o cross - border area (CBA) o radio mandatory zone (RMZ) o transponder mandatory zone (TMZ) Restricted airspace and no - drone zones Nature reserves and other noise - sensitive areas or environmentally sensitive areas Aerodrome operating hours, dimensions, and location Manned aircraft operations, locations, and most common routes Unmanned aircraft operations, locations, and most common routes Heliports and aerodromes IFR operations • Arrival and departure routes • Transit routes • Radar vectoring areas • Altitudes VFR operations • VFR common routes and altitudes • Operations below 150 m (500 ft) • Low - altitude military operations Powered by EASA eRules Page 32 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES Generic operations • High probability of manned or unmanned traffic (HEMS, etc.)

• Gliders, microlights • Model aircraft and rocket model activities • Balloons • Seasonal or permanent recreational activities • Base jump, wing suits, kitesurfing, parachuting, parasailing, hang - gliders, paragliders, etc.

State - specific operations • Police • Customs, border control • Firefighting • Military • Search and rescue • Maritime and fisheries surveillance • Operators of essential services Communication, navigation and surveillance (CNS) — the advance identification of specific locations may be helpful to address potential CNS issues on UAS operations Communication • COM — VFR requirements, frequencies, radio, transaction expiration time (TET) • COMSEC — UAS COM interference, USSP – UAS link, USSP - RP, RP – USSP, e - conspicuity system • UAS COM and uncontrolled manned aircraft traffic (e - conspicuity) frequency availability, including coverage of 3/4/5G network Navigation • Navigation requirements and/or limitations (for U - space) • GNSS performance including outage reports and augmentation (GBAS, SBAS, etc.) availability Surveillance • Critical surveillance areas (coverage, etc.)

• Available means of surveillance (ADS - B Out, SRD 860, mobile telephony (e.g. GNSS - LTE), etc.)

Powered by EASA eRules Page 33 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES Non - exhaustive list of possible stakeholders involved in the airspace risk assessment process (in no restrictive order): National/State entities Organisation Contact Person Competent authorities ATM/ANS service providers (ANSPs) Air traffic controllers (ATCOs) Police and State security State defence/military Customs Aviation entities En - route flight information service (ATS providers) Aerodrome operators Airlines Pilots (GA, IFR, emergency services) Flight schools UAS operators/pilots U - space service providers (USSPs) UAS manufacturers Model aircraft clubs, airsports associations and aviation - related associations General aviation representatives (VFR) Non - aviation entities Critical infrastructure (nuclear stations, etc.)

Industry Local government Hospitals Education/schools Road and rail transport Ports and the maritime sector Telecommunications and others that emit electromagnetic waves Forestry and environmental protection (including non - governmental organisations (NGOs)) Others Powered by EASA eRules Page 34 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES

GM 6 Article 3(1) U - space airspace

ED Decision 2022/022/R AIRSPACE RISK ASSESSMENT — ACCEPTABLE LEVEL OF SAFETY ( A LS) (a) One of the main objectives of the implementation of the U - space is to increase the level of safety of the introduction of UAS operations to an acceptable level. In aviation, the acceptable level of safety is generally defined in terms of the probability of an aircraft accident occurring and the consequences being acceptable to the society, i.e. the society is ready to accept or be subjected to the risk that the event might involve . The role of M ember S tates in this regard is to translate the societal percep tion into qualitative or quantitative criteria addressing the probability and consequences of occurrences .

(b) The acceptable level of safety is defined by M ember S tates, which should consider the inputs from UAS operators and USSPs regarding their needs and capacities . In order to set acceptable levels of safety for the U - space airspace , it is proposed to set safety criteria as per Regulation (EU) 2017/373 considering the singularities and specificities of the different types of risks posed by unmanned traffic in the U - space.

(c) The defined set of safety criteria should cover all possible identified risks. Each criterion should be verifiable and expressed in terms of an explicit level of safety risk or another measure that relates to a specific safety risk. In the absence of suffi cient data related to U - space operations to take as a reference to determine the safety criteria, safety indicators from manned aviation operations may be used .

(d) It is worth remarking that when setting safety criteria for the U - space airspace , the goal is to maintain at least the safety levels attained over years of experience in manned aviation.

However, considering the specificities of UAS operations in the U - space, this might mean a higher rate of mid - air collision s than for manned aviation. Neverthel ess , considering the mitigation mean s that ensur e separation between manned and unmanned aircraft , the mid - air collision between two unmanned aircraft will not result in casualties in the air . T he ground risk is likely to be higher in populated areas , particularly when comparing high density of unmanned operations with traditional manned aviation. The definition of safety criteria should take these factors into account, as well as the presence of critical infrastructures in the vicinity which could be negatively impact ed by UAS operations.

(e) With reference to units of measurement, the most common unit of measurement applied to manage aviation risk s is generally the reference to ‘ aircraft per flight hours ’ . Nevertheless, there are other units that coul d be used in the framework of an airspace risk assessment. In general, it is considered that the most appropriate unit of measurement to assess U - space safety risks refer s to ‘per flight hour’ for en - route phases of flight, while for the take - off, approach and landing phases of flight , reference to ‘per movement’ over a period of time (e.g. ‘per year’) is the most convenient.

(f) The airspace safety specification at operational level will define what must happen at operational level in the airspace for the specified acceptable level of safety to be met . Different factors can be adjusted, like for instance the type of traffic, aircraft and system performance, equipment, procedures, aircraft speed, type of operation, maximum capacity, the number of people over flown (population density) , among other s , to comply with the airspace safety specification at operational level . Once the U - space is operational , comparative approaches to determine the appropriate level o f safety to be attained by the changes in the funct ional system (reassessments) may be useful. In these cases , the rationale of ‘maintaining or improving’ the current safety level of operations in the U - space may be used to define the new safety criteria associated to the changes made to the functional sys tem . Such an approach is convenient for Powered by EASA eRules Page 35 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES the consolidation of the U - space where incremental improvements are applied , while planning safety in the long term in terms of procedur es and system design can produce additional quantitative figures.

(g) Finally, the acceptable level of safety should be materiali s ed through the definition of the U - space airspace safety requirements , such as the set of U - space services, performance requirements, as well as the operational conditions and constraints, describ ing the high - level design characteristics of the functional system to ensure that the system operates as specified , thus satisfying the airspace safety specification at operational level.

GM 7 Article 3(1) U - space airspace

ED Decision 2022/022/R AIRSPACE RISK ASSESSMENT — QUANTITATIVE SAFETY FIGURES At this early stage of the implementation of the U - space regulatory framework , the limited experience with assessing the safety of UAS operations a nd the uncertainty on the related level of risk acceptable to the society do not permit to define sensible and harmonised quantitative safety figures. Th is may require to use simplified assumptions and approximations to establish quantitative values.

In the future, when more operational experience will have been gained, numerical examples to propose a n acceptable level of safety could be provided with the appropriate accuracy.

GM 8 Article 3(1) U - space airspace

ED Decision 2022/022/R OTHER RISKS During the a ssessment phase, the following guidance regarding the associated security, privacy, and environmental risks may support the Member States .

Security (a) The implementation of the European regulatory framework for the protection of critical infrastructure as well as cybersecurity may lead to risk assessments that are relevant to the airspace considered . Th e se risk assessments may be considered as components of the airspace risk assessment if they are reviewed to take into consideration the possible designatio n of a U - space airspace.

(b) It is recommended that a security risk assessment be conducted to assess the security risks of an organisation which emerg e from intentional , unauthorised electronic interaction. The necessary process steps and methodologies to conduct the security risk assessment will vary depending on the particular security risk assessment process that has been adopted.

(c) The methodology used to assess cybersecurity ri sks is very similar to the one used for physical security risks and , therefore , recommended to use i t during the assessment phase. The process for the risk assessment and for the sharing of information security risks is illustrated in Figure 2 on the next page . This comprises several activities that need to be performed for each risk assessment.

(d) There are fixed inputs (marked with the letters A, B, C, D) that should be common to all risk assessments conducted by an organisation. These would be establish ed as part of the overall corporate risk management process. The activities described may be conducted in a different order depending on the particular methodology used, and the activities and fixed inputs may have different names as well. Risk sharing can happen at any life cycle stage and should be dependent on agreed thresholds for reporting.

Powered by EASA eRules Page 36 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES Figure 2: Risk assessment and sharing of information according to EUROCAE ED - 201A (e) To ensure comparability and compatibility between the different security as sessment methodologies and definitions of risk, it is recommended that the parties involved should have a common method for categorising risks and different classes of risks. The u se of different methods may produce incomparable outputs that are unusable b etween the parties involved.

(f) The following principles may be used for risk sharing outputs where there is a safety impact identified between connected organisations and ecosystems using the same risk assessment method: (1) Assurance that the outputs of the assessments produce results which are comparable internally and externally.

(2) Agreement upon common definitions for the connected interfaces ( e.g. risk classes, vulnerabilities ) .

Powered by EASA eRules Page 37 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES (3) Sharing information on assessed risks that have a po tential safety impact on their partners, which relate to connecting networks, to sharing information , and to using third - party products.

(4) The u se of d ifferent risk assessment matrices should be used according to the type of impact that is being assessed and shared ( e.g. safety, capacity ) .

(5) An organisation may only compare and use the severity of same - type impact s , i.e. a safety impact with a safety impact; a safety impact cannot be compared with an organisational impact.

(6) Security protection (i) Th e general type of protection (e.g. type of encryption standard) .

(ii) The attribute being protected is important as it may be the case that one organisation protect s availability, but the receiving organisation is concerned with protecting integrity.

(iii) The assurance of security protection which represents the quality it has been designed to operate. If the assurance level of the protection measures of the connected organisation is not broadly equivalent, then each connected system will either have to ag ree to share and manage the risk to an acceptable level for both organisations or individually manage the risk to an acceptable level.

Privacy (g) A risk assessment on privacy is aimed at assessing the privacy risks to third parties emerging from intention al or accidental visualisation, capture and/or retention of personal images or information through (close) overflight or hovering. The necessary process steps and methodologies to conduct the privacy risk assessment will vary depending on the particular pr ivacy risk assessment process that has been adopted.

(h) The main legal reference regarding privacy risk assessment is Regulation (EU) 2016/679 (the General Data Protection Regulation (GDPR)). However, the GDPR only applies to ‘personal data’ as defined in its Article 4(1), not to commercial information, which will generally be covered by national laws. A privacy risk assessment is conducted to a dditionally ensure the security of third - party commercial data.

(i) Article 35 of the GDPR provides for the conduct of a data protection impact assessment (DPIA), where the processing of any personal data obtained is likely to result in a high risk to the rights and freedoms of the subjects of that data. This DPIA must describe the characteristics of the data treatment, the risks identified, and the mitigation measures adopted. A DPIA may be used to support the air space risk assessment.

Environmental (j) An environmental risk assessment should assess the risks to people, wildlife and the natural environment which emerg e from flight s near built - up areas, especially schools and hospitals, protected landscape, natural reserves, along known wildlife migratory ro utes, or over lakes, rivers, and other bodies of water. The necessary process steps and methodologies to conduct Regulation (EU) 2016/679 of the European Parliament and of the Council of 27 April 2016 on the protection of natural persons with regard to the processing of personal data and on the free movement of such data, and repealing Directive 95/46/EC (General Da ta Protection Reg ulation) (OJ L 119, 4.5.2016, p. 1) ( https://eur - lex.europa.eu/legal - content/EN/TXT/?uri=CELEX%3A32016R0679&qid=1670338209397 ).

Powered by EASA eRules Page 38 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES an environmental risk assessment will vary depending on the particular environmental risk assessment process that has been adopted.

(k) Environ mental risk assessments for UAS operations should ensure compliance with plans and programmes for which such environmental assessments have been carried out.

Noise (l) Regulation s (EU) 2019/945 and 2019/947 lay down provisions as regar ds noise limitation of small UAS. They require manufacturers to minimise noise, and operators to follow the guidelines for reducing noise during operations. The assessment and management of environmental noise of small UAS should take these provisions into account. Directive 2002/49/EC relating to the assessment and management of environmental noise remains applicable, and the action plans required in paragraphs 5 to 7 of its Article 8 should be updated to include noise from UAS used in the ‘specific ’ and ‘certified’ categor y . In effect, environmental airspace risk assessments ensure that UAS operations comply with these action plans regarding environmental noise .

(m) Many regulations on aircraft noise in clude airports , for example Regulation (EU) No 598/2014 on the establishment of rules and procedures with regard to the introduction of noise - related operating rest rictions at Union airports within a Balanced Approach .

Air quality (n) Directive 2008/50/EC , implementing a common approach to ambient air quality and cleaner air for Europe, applies to the management of local air quality at and around airports.

Assessments should determine whether drones whose lift and propulsion do not come solely from electric sources comply with t his Directive.

Protection of wildlife and the natural environment (o) Concerns regarding aviation and wildlife generally focus on strikes against aircraft, mostly by birds. This is also a problem for unmanned aircraft. Such strikes could cause the unmanned aircraft to become uncontrollable, presenting a danger to people and property on the ground.

A ssessments should ensure that UAS operations avoid known wildlife migratory routes.

Assessments should ensure that local laws on the protection of wild birds, notably through Directive 2009/147/EC on the conservation of wild birds, are respected. They should also ensure that Directive 92/43/EEC on the conservation of natural habitats and of wild fauna and flora, and in particular of Natura 2 000 sites and other areas of special scientific interest and of outstanding natural beauty, is observed.

Directive 2002/49/EC of the European Parliament and of the Council of 25 June 2002 relating to the assessment and management of environmental noise - Declaration by the Commission in the Conciliation Committee on the Directive relating to the assessment an d management of environmental noise (OJ L 189, 18.7.2002, p. 12) ( https://eur - lex.europa.eu/legal - content/EN/TXT/?uri=CELEX%3A32002L0049&qid=167045066665 1 ) .

Regulation (EU) No 598/2014 of the European Parliament and of the Council of 16 April 2014 on the establishment of rules and procedures with regard to the introduction of noise - related operating restrictions at Uni on airports within a Balanced Approach and repealing Directive 2002/30/EC (OJ L 173, 12.6.2014, p. 65) ( https://eur - lex.europa.eu/legal - content/EN/TXT/?u ri=CELEX%3A32014R0598&qid=1670450907343 ) .

Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008 on ambient air quality and cleaner air for Europe (OJ L 152, 11.6.2008, p. 1) ( https://eur - lex.europa.eu/legal - content/EN/TXT/?uri=CELEX%3A32008L0050&qid=1670451158754 ).

Directive 2009/147/EC of the European Pa rliament and of the Council of 30 November 2009 on the conservation of wild birds (Codified version) (OJ L 20, 26.1.2010, p. 7) ( https://eur - lex.europa.e u/legal - content/EN/TXT/?uri=CELEX%3A32009L0147&qid=1670451516653 ).

Council Directive 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora (OJ L 206, 22. 7.1992, p. 7 ) ( https://eur - lex.europa.eu/legal - content/EN/TXT/?uri=CELEX%3A31992L0043&qid=1670451799785 ).

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GM 9 Article 3(1) U - space airspace

ED Decision 2022/022/R AIRSPACE RISK ASSESSMENT — COORDINATION WITH THE U - SPACE STAKEHOLDERS In conjunction with Article 18 (f) of Regulation (EU) 2021/664 , for Member States to ensure a viable and effective designation of the U - space airspace, it is recommended as best practice to : (a) e xchange o n best practices with other Members S tates and /or the Agency to ensure consist ency and interoperability across the European Union — for instance, in seeking harmonisation on safety criteria and performance requirements ; (b) c oordinate w ith the p roviders of common information , the single CIS provider (when relevant) and U SSP s to evaluate : (1) t he availability of the required capabilities and performance requirements ; (2) t he operational capacity according to the volume of operations expected in the U - space air s p a ce ; (3) t he o perational capacity to interface with ATS provider s ; (4) t he procedures support ing the dynamic airspace re configuration in controlled airspace; (5) t he availability of a common secure interoperable open communication protocol to enable digital information exchange between the U - space airspace actors ; (c) c oordinate with the relevant ATS providers to evaluate the particularit ies or constraint s of the controlled airspace to be considered during the designation of the U - space airspace ; (d) c oordinate w ith UAS manufacturers to evaluate th at UAS satisfy the requ ired capabilities and performance requirements ; (e) c oordinate w ith UAS operators to g ain understanding of the intended operations and evaluate the service performance required, the practicability of the operational constraints , as well as the planned cont ingency and emergency procedures.

GM 10 Article 3(1) U - space airspace

ED Decision 2022/022/R AIRSPACE RISK ASSESSMENT — COORDINATION AT LOCAL LEVEL The public consultation (hearing process) , as addressed in the AMC and GM to Article 18 (f) of Regulation (EU) 2021/664 , i s intended to further elaborate the U - space airspace risk assessment with regard to the following : (a) e valuating the soundness of the risk assess m ent (technical aspects) and potentially enrich ing it with complementary risks that may be indicated during th e public consultation ; (b) i ntegrat ing the considerations from to the public impacted by the establishment of the U - space airspace , and refin ing its design accordingly (e.g. to cater for local well - being needs as per GM1 and GM3 to Article 18 (f) ) ; (c) u ltimately evaluating, and supporting as necessary , the social acceptance of the U - space airspace deployment .

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AMC 1 Article 3(4) U - space airspace requirements

ED Decision 2022/022/R U - SPACE AIRSPACE — DESIGN, OPERATIONAL CONDITIONS AND CONSTRAINTS Considering Annex I to Regulati on (EU) 2021/664 , Member States should establish and provide the U - space airspace definition , encompassing : (a) t he geographical limits of the area where the U - space airspace is designated; (b) t he internal airspace structure (e.g. airspace blocks with their m aximum and minimum size , subject to activation/deactivation ) ; (c) the UAS geographical zones defined in Article 15 of Regulation (EU) 2019/947 , which could be encompassed within the U - space airspace.

Furthermore , Member States should define the U - space airspace operational conditions and constraints : (a) f or U - space airspace designated in controlled airspace, the means and procedures to disseminate information regarding dynamic airspace reconfiguration ; (b) t he potential p re - established contingency or emergency procedures ; (c) t he w eather limitations , in te rms of maxima or minima for important meteorological parameters (e.g. maximum gust, and visibility minimum, temperature minimum) ; (d) t he maximum simultaneous UAS operations, and the maximum density of UAS flight s allowed within the designated U - space airs pace ; (e) t he minimum safety distance (spacing) to be maintained between manned and unmanned aircraft in airspace where manned aircraft operations are not subject to air traffic control; (f) t he residual a irspace r isk c lass (ARC) to support the specific operations risk assessment ( SORA ) as defined in Regulation (EU) 2019/947 ; (g) a ny o ther operational conditions and constraints derived from the airspace risk assessment (e.g.

mitigat ion of specific hazards identified during the a ssessment ) .

AMC 2 Article 3(4) U - space airspace requirements

ED Decision 2022/022/R U - SPACE AIRSPACE — PERFORMANCE REQUIREMENTS Considering Annex I to Regulation ( EU) 2021/664 , and derived from th e airspace r isk a ssessment , Member State s should establish the following : (a) T he U - space services ’ performance requirements and operational constraints : (1) t he ‘ geographic proximity ’ to UAS operators at which the UAS remote identification has to be acquired and provided t o support the network information service ; (2) t he maximum data ‘ latency ’ and ‘frequency’ at which the traffic information needs to be provided to UAS opera tor s to ensure the proper functioning of the traffic information service ; (3) t he ‘ proximity ’ to the UAS position, and the associated definition of the surveillance volume at/ with in which the traffic information should be provided to UAS operators ; Powered by EASA eRules Page 41 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICE S (4) t he ‘ deviation thresholds ’ , meant to be the maximum acceptable deviation from the intended UAS flight path , to be considered by the U SSP when processing a flight authorisation or to generate a non - conformance alert to the UAS operator ; (5) f light authorisat ion constraints that may be defined to ensure fair and efficient access to the U - space airspace ; (6) t he d ata q uality r equirements for w eather data , when relevant ; (7) t he minimum coverage (e.g. horizontal and vertical range within and , when required , also outside the U - space airspace) for the rece i pt of information from electronically conspicuous manned aircraft that are not subject to air traffic control , considering the means of compliance as defined in AMC1 to point SERA.6005(c) of Regulation (EU) No 92 3 /2012 , and complementary information about manned aircraft traffic potentially shared by the rel evant air traffic service units.

(b) T he required UAS capabilities and performance requirements .

For the determination of the performance requirements , the contribution of the U - space actors (layers) should be taken into account including, when relevant, t he single CIS provider, the U SSP , and UAS operators (e.g. reaction time).

GM1 Article 3(4) U - space airspace requirements

ED Decision 2022/022/R U - SPACE AIRSPACE — RESULTS OF THE AIRSPACE RISK ASSESSMENT The acceptable level of safety is supported by a comprehensive set of performance requirements, operational constraints and limitations that are to be subsequently considered and/or satisfied by the U - space actors (e.g. USSPs, UAS operators, UAS manufacturers). These performance requiremen ts and operational constraints and limitations are intended to be established throughout the risk assessment, be performance based, and commensurate with the level of risk that needs to be mitigated in the U - space airspace.

GM2 Article 3(4) U - space airspac e requirements

ED Decision 2022/022/R U - SPACE AIRSPACE — STRUCTURE The design of the U - space airspace could be organised into a set of airspace components that can be a basic set of airspace blocks which can be combined/deactivated in changing combinatio ns/configurations to meet the actual manned aviation requirements. It can also be a more sophisticated mathematical grid, the geometry of which can vary depending on the complexity and density of the operations (e.g. triangles to allow for straight ‘areas’ boundaries). An efficient strategic approach to the design of the U - space airspace is therefore important, also taking into account the need to manage the complexity of the dynamic airspace reconfiguration procedure, which might be progressively increased at the later stage of the U - space implementation.

GM3 Article 3(4) U - space airspace

ED Decision 2022/022/R U - SPACE AIRSPACE — INTERNAL GEOGRAPHICAL ZONES The U - space airspace may encompass sub - geographical zones as defined in Article 15 of Regulation (EU) 2019/947 and in the related AMC and GM: Powered by EASA eRules Page 42 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES (a) zones limited in place and time (e.g. operations allowed only at certai n periods and in certain areas); (b) zones restricted to UAS operations that fulfil a specific set of conditions and specific authorisations; (c) zones of exclusion where UAS operations are prohibited (e.g. no - fly zones).

GM4 Article 3(4) U - space airspace

ED Decision 2022/022/R U - SPACE AIRSPACE — AIR RISK CLASS (ARC) — APPLICATION OF THE SPECIFIC OPERATIONS RISK ASSESSMENT (SORA) FOR UAS OPERATIONS IN THE ‘SPECIFIC’ CATEGOR Y While it is considered that the initial ARC of UAS operations in the ‘specific’ category is established taking into account the airspace classification and type of complexity of the airspace (e.g. height, danger area, etc.) for the purpose of a harmonised U - space airspace implementation, it is recommended to apply the residual ARC as follows (after having applied all the strategical and pre - tactical and tactical means that support the implementation of the U - space airspace, and having ensured the proper uti lisation of the required U - space services): It is recommended to apply residual ‘ARC - b’ for U - space in both controlled and uncontrolled airspace (or in airspace where both controlled and uncontrolled manned aircraft may operate simultaneously), relying on the provision of tactical information through the ‘traffic information service’ and the U - space segregation principle (e.g. dynamic airspace reconfiguration) to maintain safe separation from manned aircraft, while still accounti ng for a certain level of air risk for manned aircraft.

The demonstration by UAS operators of the relevant tactical mitigations performance requirements (TMPR) to their competent authority that has provided the operational authorisation is still required.

In the context of U - space, additional requirements complementing the defined SORA/TMPR in Regulation (EU) 2019/947 ma y be established by the Member State through the definition of the U - space performance requirements.

GM5 Article 3(4) U - space airspace

ED Decision 2022/022/R U - SPACE AIRSPACE — PERFORMANCE REQUIREMENTS F O R U - SPACE SERVICES The performance requirements ar e related to the provision of services and to Regulation (EU) 2021/664 as follow s : (a) The maximum data ‘ latency ’ is related to the ‘ t raffic i nformation service’ ( Articles 5 (2) and 8 (1) of Regulation (EU) 2021/664 ) ; (b) The ‘ proximity ’ to the UAS position is related to the ‘ n etwork i nformation service’ ( Article 8 (1) of Regulation (EU) 2021/664 ) ; (c) ‘ D eviation thresholds’ are related to the ‘ f light a uthorisation service’ ( Article 10 (2)(c) of Regulation (EU) 2021/664 ) , and the ‘ c onformance service’ ( Article 13 (1) of Regulation (EU) 2021/664 ) ; (d) The ‘ proximity ’ to the UAS position and the definition of the surveillance volume are related to the ‘ t raffic i nformation service’ ( Article 11 ( 1) of Regulation (EU) 2021/664 ) ; (e) The ‘ frequency ’ at which the information needs to be provided to the UAS operator is related to the ‘ t raffic i nformation service’ ( Article 11 (1) of Regulation (EU) 2021/664 ) ; Powered by EASA eRules Page 43 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES (f) The d ata q uality r equirements for w eather data are related to the ‘weather information service’ ( Article 12 of Regulation (EU) 2021/664 ) .

GM 6 Article 3(4) U - space airspace

ED Decision 2022/022/R U - SPACE AIRSPACE — SAFETY AND SECURITY OBJECTIVES To ensure that the acceptable level of safety is a chieved , safety objectives may be specified in term s of required l evels of i ntegrity and reliability , and be allocated to the U - space actors . Similarly, security objectives aligned with the safety objectives , type of operation and level of threats may be also defined to ensure assurance in the security measures .

While the objectives are meant to be commensurate with those existing today for manned aviation, the practical ity of the implementation may limit the approach (e.g. difficulty in apply ing a relevant software assurance level ( SWAL ) approach).

GM 7 Article 3( 4) U - space airspace

ED Decision 2022/022/R U - SPACE AIRSPACE — FLIGHT AUTHORISATION CONSTRAINTS Linked to specific airspace, and to ensure efficiency as well as fairness as regards access t o the U - space airspace , Member State s may constrain: (a) t he minimum and maximum time (size of time window) before scheduled take - off time at which flight activation is requested ; (b) the maximum time a flight authorisation request may be sent in advance t o ensure the effective implementation of the ‘ first in, first serve ’ principle and prevent undue occupation of the U - space airspace .

GM 8 Article 3(4) U - space airspace

ED Decision 2022/022 /R U - SPACE AIRSPACE — FLIGHT AUTHORISATION DEVIATION THRESHOLD S It is expected that the acceptable level of safety may be achieved by having UAS flight authorisation for 4D trajectories that do not intersect and contain their flights for 95 % of the time.

The UAS flight authorisation describes the flight trajectory as a series of one or more 4D volumes expressed in height (base, ceiling), longitudinal and lateral limits, and duration (entry and exit times).

Each dimension includes the uncertainty of t he flight , consider ing the UAS operational performance, and the assumptions on the operator proficiency and weather conditions.

It is recommended as best practice that these uncertainties b e capped in the given probability of 95 % .

The resulting deviation threshold defines an additional 4D volume around each planned 4D volume for a flight. The dimensions may be specified to balance the needs of safety with the efficient use of the airspace, and refine them over time for the U - space airspace under considerat ion based o n the observed us age of the U - space airspace, the performance (and conformance) of the UAS flight s in the airspace , and other factors.

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GM 9 Article 3(4) U - space airspace

ED Decision 2022/022/R U - SPACE AIRSPACE — TRAFFIC INFORMATION AND SURVEILLANCE VOLUME Proximity is understood as the distance between two aircraft. In the context of traffic information service, its value should be determined in such a way to allow UAS operators enough time to take appropriate ac tion to avoid collision hazards. Proximity values may vary depending on the geography of the U - space airspace and the type of expected operations (e.g. BVLOS/VLOS), and also on the type and performance of manned aircraft that operat e in or cross through th e U - space airspace.

The constraints in terms of situational awareness, and thus the proximity values, may differ for manned and unmanned aircraft. Manned aircraft are usually much faster than unmanned aircraft. Due to their higher velocity, and due to the fact that manned aircraft induce wake turbulence, UAS operators may need to ensure situational awareness at a much wider scale to effectively assess incoming traffic and take appropriate action to maintain sufficient spacing .

For instance, to enable a 10 - m in ute reaction time f o r the UAS operator , and considering a manned traffic velocity of 120 kt (≈240 km), a wider volume of 20 NM (≈37 km) and 5 000 ft (≈1 500 m) may be taken as reference to adequately monitor manned traffic patterns.

Th e se factors are to be considered by Member State s to ultimately specify the appropriate ‘surveillance volume’. In addition, considering such constraints, and to safely enable operations close to the geographical borders of the U - space airspace, the ‘surveillance volume’ s hould include the adjacent airspace beyond the strict geographical limit of the U - space airspace.

GM10 Article 3(4) U - space airspace

ED Decision 2022/022/R U - SPACE AIRSPACE — RECE I PT OF TRAFFIC INFORMATION FROM UNCONTROLLED MANNED AIRCRAFT Traffic inform ation may be complemented by information about manned aircraft traffic shared by the relevant air traffic service units. This may include information from primary and secondary surveillance radars, multilateration surveillance systems and other surveillanc e or tracking systems already used by air traffic service units.

The complementary traffic information about manned aircraft traffic should be considered as one of the inputs to the airspace risk assessment referred to in Article 3 (1) of Regulation (EU) 2021/664 .

The complementary traffic informati on may, in exceptional cases and subject to deriving positive results from the airspace risk assessment referred to in Article 3 (1) of Regulation (EU) 2021/664 , alleviate the need for the deployment of new ground infrastructure necessary for the continuo us rece i pt of information from manned aircraft that make themselves electronically conspicuous in accordance with AMC1 to point SERA.6005(c) of Regulatio n (EU) No 92 3 /2012 . This is to be considered especially in situations where the deployment of new ground infrastructure could constitute a disproportionate burden on U SSP s when compared to the existing requirement for man ned aircraft that operat e in airspace which is being considered for designation as U - space airspace by the Member State s .

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GM 1 1 Article 3(4) U - space airspace

ED Decision 2022/022/R U - SPACE AIRSPACE — TIMELINESS AND LATENCY The maximum latency values may vary depending on the geography of the U - space airspace and the type of the expected operations.

In general, information will be handled by multiple parties, and a maximum latency would have to be subdivided into fractions, a nd latency budgets would have to be allocated to individual parties, while at the same time the number of re - transfers would have to be limited in order to protect the maximum overall latency.

GM 1 2 Article 3(4) U - space airspace

ED Decision 2022/022/R UAS CAPABILITIES AND PERFORMANCE REQUIR E MENTS Depending on the U - space airspace design and constraints , n ot all UAS types are capable of be ing safely operated within the U - space airspace. T he UAS capabilities and performance requirements may be expressed in t erm s of expected: (a) c limb / descent rate s or vertical speed , horizontal speed, autonomy/range /endurance , (b) n oise level s , (c) c onnectivity , (d) r equired navigation equipment , (e) f light d ata a ccuracy , i ntegrity and latencies (refresh rate) , (f) a vailability and integrity of the command - and - control link , (g) r esilience to environmental conditions (e.g. as applicable: wind, icing , electrical interference ) , (h) r esilience to cyberthreats and related security measur es .

Article 4 — Dynamic airspace reconfiguration

Implementing Regulation (EU) 2021/664 Where a Member State designates a U - space airspace within controlled airspace, it shall ensure that the dynamic reconfiguration of the airspace within that U - space airspace as laid down in ATS.TR.237 of Implementing Regulation (EU) 2021/665 amending Regulation (EU) 2017 /373 is applied in order to make sure that manned aircraft which are provided with an air traffic control service and UAS remain segreg ated .

AMC1 Article 4 Dynamic airspace reconfiguration

ED Decision 2022/022/R SEGREGA TION ASSURANCE (a) Protection buffers should be applied internally in the design phase, when assessing the volume of airspace to be designated as U - space airspace, so that flight authorisations are only granted to a specified vertical/horizontal distance f rom the U - space airspace limits.

(b) The values of the protection buffers should be taken into account and should be consistent with the UAS performance requirements for a given U - space airspace, specifically those requirements related to the lateral and v ertical navigation performance or containment criteria.

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AMC2 Article 4 Dynamic airspace reconfiguration

ED Decision 2022/022/R PRELIMINARY ALERT TO UAS OPERATORS When the location where UAS operations take place is to become deactivated, a preliminary alert should be issued soon enough by the USSPs to UAS operators to allow them to revise the UAS flight authorisations, or enable safe landing, before the restriction becomes active.

AMC3 Article 4 Dynamic airspace reconfiguration

ED Decision 2022/022/R ACKNOWLEDGEMENT OF IMPLEMENTATION Once the U - space airspace, or parts of it, are clear of UAS traffic (i.e. UAS have been redirected to portions of the U - space airspace that remain active or have landed), the implementation of the dynamic airspace reconfiguration should be acknowledged to the ATC unit.

GM1 Article 4 Dynamic airspace reconfiguration

ED Decision 2022/022/R GENERAL (a) Article 4 introduces the concept of dynamic reconfiguration of the U - space airspace and requires Member States to ensure that this concept is effectively pu t in place to avoid proximity between manned and unmanned aircraft within the U - space airspace.

(b) The dynamic reconfiguration of the U - space airspace is an important element of the overall safety argument for safe operations in the U - space airspace. It a pplies to a U - space airspace that is established in controlled airspace and allows manned aircraft to fly clear of the U - space airspace whilst ensuring the containment of the U - space traffic. Dynamic reconfiguration is carried out by the ATC unit in respon se to variable manned traffic patterns, which demand short - term U - space airspace adaptations.

GENERAL UNDERSTANDING OF THE OPERATIONAL CONCEPT (c) Initially, at least, the number of instances where dynamic airspace reconfiguration would be required should be limited. In addition, certain strategic measures could be taken to limit the extent of the dynamic airspace reconfiguration through, for example, the design of the U - space airspace itself. The better the airspace is designed, the easier it will be for A TC units to segregate manned from unmanned aircraft in the U - space airspace.

(d) Operationally, the ATC unit will inform USSPs that, depending on the U - space airspace design, certain portions of the U - space airspace (or its entirety) are (is) not eligible for flight authorisation, activation, and utilisation by the UAS. When these portions of the U - space airspace are dynamically deactivated, for tactical, short - term changes in manned traffic demand, USSPs should not grant flight authorisation/activation and should request the UAS operator that already flies into the deactivated portion of the U - space airspace to either exit it or land.

(e) The time margins (time within which, after deactivation, it is expected that the UAS that occupies the relevant portions of the U - space airspace will exit them or will have to land) for these operations may be established on a case - by - case basis, based on different factors, such as the proximity of the ATC route to the U - space airspace, including standard instrument departu re / standard instrument arrival (SID/STAR), typical performance of manned aircraft in Powered by EASA eRules Page 47 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES that particular airspace, constraints in the controlled airspace, or unexpected situations (e.g.

non - standard go - around, emergency).

OPERATIONAL SCENARIO (f) When the AT C unit intends to issue a clearance to a manned aircraft to enter the U - space airspace, it will initiate a dynamic airspace reconfiguration procedure. The ATC unit will preliminarily alert, through its respective USSPs, UAS operators about the imminent dea ctivation of the entirety, or the relevant portions, of the U - space airspace to let them anticipate and engage the appropriate manoeuvres. The ATC unit will then publish a temporary U - space airspace restriction for UAS as part of the CIS for that U - space a irspace. USSPs that are active in that U - space airspace will adhere to this newly published restriction and provide the corresponding information to all UAS operators connected to their services through the geo - awareness service. In addition, they will che ck authorised UAS flights against the newly published restriction and cancel or amend flight authorisations accordingly.

(g) The UAS operators concerned will be notified through the UAS flight authorisation service and will need to either discontinue their flights or conform with the amended UAS flight authorisations, as applicable. USSPs will notify the ATC unit once the restricted portion of the U - space airspace is clear of UAS traffic as UAS will have exited the restricted portion of the U - space airspace .

(h) The ATC unit will clear manned aircraft to enter the U - space airspace once it is ensured that the segregation from UAS traffic has been achieved.

(i) Upon completion of the manned flight through the U - space airspace, the ATC unit will complete the dy namic airspace reconfiguration procedure, by lifting the dynamic restriction, and USSPs will be allowed again to activate UAS flight authorisations or provide UAS new flight authorisations for UAS operators accordingly.

GM2 Article 4 Dynamic airspace recon figuration

ED Decision 2022/022/R SEGREGATION ASSURANCE (a) The segregation effectiveness and assurance are highly dependent o n the amount of time given to UAS operators to react according to the performance of the UAS they operate . As per GM2 to point ATS.TR.237 of Regulation (EU) 2017/373 amended by Regulation (EU) 2021/665 , the ATC unit is expected to raise an alert as soon as practicable and ensure a recommended time window of 10 minutes before the implementation, plus 2 minutes once the restriction becomes activ e.

(b) To ensure that manned aircraft that operat e in controlled airspace within a U - space airspace are segregated from UAS that operat e in that U - space airspace, there is a need for: (1) performance standards for UAS ( those for manned aircraft being alrea dy widely established) to make reasonably sure that UAS will have the capability to stay within the defined airspace volume, with reference to both position accuracy and horizontal/vertical speed , and to exit the deactivated U - space airspace or land within a reasonable time; (2) criteria (e.g. applicable buffer) to determine the airspace volume required to consider that segregation h as been reasonably assured.

(c) According to Article 3 (4)(a) of Regulation (EU) 2021/664 , UAS capabilities and performance requirements are determined by Member States for each U - space airspace, based on the related airspace risk assessment.

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GM3 Article 4 Dynamic airspace reconfiguration

ED Decision 2022/022 /R SEGREGATION ASSURANCE According to the GM to point ATS.TR.237 of Regulation (EU) 2017/373 amended by Regulation (EU) 2021/665 , it is recommended as best practice that the ATC unit raise an advisory alert to UAS operators either 10 minutes or 5 times the anticipation time before the U - space airspace becomes deactivated . This ‘anticipation time’ is suggested to be a minimum of 2 minutes.

Article 5 — C ommon information services

Implementing Regulation (EU) 2021/664 1. Member State s shall make th e following data available as part of the common information services of each U - space airspace : (a) horizontal and vertical limits of the U - space airspace; (b) the requirements determined pursuant to Article 3(4) ; (c) a list of certified U - space service providers offering U - space services in the U - space airspace , with the following information: (i) identification and contact deta ils of active U - space service providers; (ii) U - space services provided; (iii) certification limitation(s), if any ; (d) any adjacent U - space airspace (s); (e) UAS geographical zones relevant to the U - space airspace and published by M ember S tates in accor dance with Implementing Regulation (EU) 2019/947 ; (f) static and dynamic airspace restrictions defined by the relevant authorities and permanently or temporarily limiting the volume of airspace within the U - space airspace where UAS operations can take place .

2. Member States shall ensure that the relevant operational da ta referred to in ATS.OR.127 of Implementing Regulation (EU) 2021/665 amending Regulation (EU) 2017/373 , as well as the data resulting from the dynamic airspace reconfiguration referred to in ATS.TR.237 thereof, are made available as part of the common information services of each U - space airspace.

3. U - space service providers shall make the terms and conditions of their services available as part of the common information services of each U - space airspace in which they offer their services .

4. T he providers of common information services shall ensure that the information referred to in paragraph s 1, 2 and 3 : (a) is made available in accordance with Annex II ; (b) complies with the necessary data quality , latency and protection requirements established in Annex III .

5. Access to common information services shall be granted to relevant authorities, air traffic service providers, U - space service providers and UAS operators on a non - discriminatory basis , including with the same data q uality , latency and protection levels.

6. Member States may designate a single common information service provider to supply the common information services on an exclusive basis in all or some of the U - space airspaces under Powered by EASA eRules Page 49 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES their responsibility. In this case, the information referred to in paragraphs 1 to 3 shall be made available to the single common information service provider who then shall provide it in accordance with paragraph 5 .

7. Such a single c ommon information service provider shall fulfil the requirements referred to in paragraphs 4 and 5 and shall be certified in accordance with Chapter V of this Regulation.

8. A Member State who designate s a single common information service provider shall inform the Agency, and the other Member States without delay of any decision concerning the certificate of the single common information servic e provider . The Agency shall include in the repository referred to in Article 74 of Regulation (EU) 2018/1139 information about all decisions notified by Member States pursuant to this paragraph.

GM1 Article 5 Common information services

ED Decision 2022/022/R U - SPACE ARCHITECTURE (a) Article 5 of Regulation (EU) 2021/664 defines the content and organises the distribution of ‘common information’ — that is, the necessary information that needs to be shared between the relevant operational stakeholders for the safe operation of UAS in the U - space airspace.

(b) C ommon informa tion is a collection of data that originat es mainly from three different sources: (1) the Members State s responsible for the design of the U - space airspace, including its dimensions, performance requirements, and static or dynamic restrictions; (2) the ATS providers responsible for the transmission of manned traffic information as laid down in point ATS.OR.127 of Regulation (EU) 2017/373 amended by Regulation (EU) 2021/665 , and the ATS unit s when applying the dynamic reconfiguration of the U - space airspace; (3) the USSP s , through the terms and conditions as regards access to their services .

(c) Member States may decide to designate a dedicated entity to provide CIS on an exclusive basis in a given U - space airspace. Such ‘single common information service provider’ (single CIS provider) would make the relevant information available to all relevant operational stakeholders. The single CIS provider would need to be certified for the services it provides. The designation of a single CIS provider would need to be notified to other Member States as well as to the Agency.

(d) In the absence of a single CIS provider, common information is directly exchanged between the relevant operational stakeholders in a distributed communication archi tecture, whereby each data provider communicates directly with another USSP for sharing information. Each USSP needs to communicate with other data providers. A clear allocation of common information elements between Member States, ATS providers and USSP s would allow data users to find target data quickly and efficiently. In the absence of a single CIS provider, there is no need for additional certification; the provision of common information elements by ATS providers and USSP s will be covered by their res pective certificate and the provisions of Regulation (EU) 2021/664 and Regulation (EU) 2021/665 amend ing Regulation (EU) 2017/373 .

(e) Members States may decide to designate different single CIS providers for different U - space airspace volumes, or designate a single CIS provider for some of their designated U - space airspace volumes only, otherwise op ting for a distributed model of exchange of common information.

Powered by EASA eRules Page 50 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES (f) To achieve a high level of data exchange and interoperability between the CIS and S tate services (law enforcement and potentially military authorities) , the CIS may need to comply with the national security and defence requirements.

GM2 Article 5 Common information services

ED Decision 2022/022/R STAKEHOLDERS (a) As regards information and data provided to or by the CIS provider , a variety of different stakehol ders may be involved. Member States may consider taking the needs and requirements of the stakeholders listed below into consideration.

(b) Stakeholders to provide information to, and retrieve information from , the CIS provider : (1) c ompetent authorities ; (2) ANSPs/ATS Ps ; (3) m ilitary authorities ( e.g. when being also ATS P s ) ; (4) USSP s; (5) s ingle CIS provider, when relevant ; (6) o ther relevant authorities or organisations (e.g. State agencies, municipalities, nature protection authorities, law enforcement authorities, rescue coordination cent r es , GNSS services , aerodrome/heliport/vertiport operators , meteorological authorities ) .

GM3 Article 5 Common information services

ED Decis ion 2022/022/R DEFINITIONS For the purposes of Regulation (EU) 2021/664 : (a) ‘ c ommon i nformation s ervice s’ (CIS) ref ers to the digital environment (network or platform) in which the common information elements (data) that support the implementation and proper functioning of the U - space airspace are provided/exchanged.

(b) ‘ p rovider s of c ommon i nformation’ refers to entit ies /organisation s that provid e common information elements (data) to the common information services ( CIS ) .

(c) ‘ s ingle CIS p rovider’ refers to a certified organisation that ensur es the interface and exchange between the ‘ p rovider s of c ommon i nformati on’ and the USSP s . There is one ‘ s ingle CIS p rovider’ per U - space airspace . On the principles, the s ingle CIS p rovider supports the provision of U - space services by providing common information to USSP s , but do es not have active operational roles and respo nsibilities. F or instance, i t should not take part in the flight authorisation , which is the sole responsibility of the USSP .

(d) ‘ d ist ri buted model’ or ‘ d ecentralised model’ refers to a U - space architecture without a ‘ s ingle CIS p rovider’ where each ‘ p rovider of c ommon information’ make s common information elements (data) directly available to the other operational stakeholders (e.g. USSP s).

(e) ‘ c entralised model’ refers to a U - space architecture with a ‘ s ingle CIS p rovider’ which collect s common information elements (data) from ‘ p roviders of c ommon i nformation’ and make s them available to all operational stakeholders (e.g. USSP s).

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AMC1 Article 5(1) Common information service s

ED Decision 2022/022/R FORMAT OF AIRSPACE INFORMATION The format of airspace information, including geographical zones, static and dynamic airspace restrictions, adjacent U - space airspace, and the horizontal and vertical limits of the U - space airspace should be as described in Chapter VIII ‘UAS geographical zone data model’ of and Appendix 2 to the ED - 269 ‘MINIMUM OPERATIONAL PERFORMANCE STANDARD FOR GEOFENCING’ standard in the version published in June 2020.

AMC2 Article 5(1) Common informatio n services

ED Decision 2022/022/R INTERFACES Member States or , when designated, the single CIS provider should provide and document all information required by the users to identify and implement interfaces to support access to the CIS .

GM1 Article 5(1)( b) Common information services

ED Decision 2022/022/R GEO - ZONE DATA FORMAT Members States may define a format and data model to support the electronic sharing of information.

They may use the JSON format (rfc7159) defined in EUROCAE ED - 269. To support interoperability, Members States are encouraged to refer to standards and ensure consistency as re gards the naming convention.

AMC1 Article 5(1)(f) Common information services

ED Decision 2022/022/R TIMELINESS Information on static and dynamic airspace restrictions should be made available within 30 and 5 seconds respectively for at least 99 % of the time.

GM1 Article 5(1)(f) Common information services

ED Decision 2022/022/R COMPLEMENTARY AIRSPACE RESTRICTION Relevant NOTAM s , airspace use plans ( AUPs ) / updated airspace use plans ( UUPs ) and navigation warnings are to be considered airspace information and should be made available online as part of the CIS , in accordance with Annex II t o Regulation (EU) 2021/664 .

AMC1 Article 5(2) Common information services

ED Decision 2022/022/R TIMELINESS Traffic information should be made available with a latency that is lower than that necessary for the proper functioning of the traffic information service, as determined by the U - space a irspace r isk a ssessment , for at least 99 % of the time.

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GM1 Article 5 ( 4 ) (a) Common information services

ED Decision 2022/022/R FEEDBACK ON CIS DATA QUALITY The providers of common information may suggest categories of anomalies that USSP s or , when designated , the s ingle CIS p rovider, may use to categorise the type of feedback they share. Those categories may be inspired by data qu ality requirements such as accuracy, timeliness, or completeness, and offer specific tags for user comments or requests.

AMC1 Article 5( 5 ) U - space service providers

ED Decision 2022/022/R INSTRUCTIONS TO CIS USERS The necessary information to get access and exchange data through the CIS (e.g. service descriptions, interfaces) should be made available to the public, and should encompass: (a) t he point of contact of the CIS administrator and the procedures to access the CIS (e.g. to obtain the required credentials) ; (b) t he instructions on how to configure the user interfaces/system to properly support the exchange; (c) t he instructions to ensure the security of the exchange.

AMC1 Article 5(6) U - space service p roviders

ED Decision 2022/022/R INSTRUCTIONS TO USSPs The single CIS provider should develop and provide USSPs with instructions to: (a) configure their interfaces and systems to properly support the provision of services; (b) ensure the security of the exchange.

GM 1 Article 5(6) U - space service providers

ED Decision 2022/022/R ARRANGEMENT BETWEEN THE CIS STAKEHOLDERS The s ingle CIS p rovider may need to make a formal arrangement with CIS p roviders. To allow f or flexibility, the formal form of the arrangement is left to the discretion of the parties involved, but may encompass the following items : (a) The arrangement may: (1) make reference to service ownership, accountability, roles and responsibilities ; (2) c ontain a description of the provision of data, information or services; (3) match the expected service provision with the actual service support and delivery.

(b) The arrangement may establish: (1) the subject matter, which may cover: (i) the U - space airsp ace serviced (one arrangement may cover several U - space airspace volumes ); Powered by EASA eRules Page 53 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAP TER II — U - SPACE AIRSPACE AND COMMON INFORMATION SERVICES (ii) the coordination between stakeholders (may be covered in the same arrangement); (2) the governance model, which may contain: (i) points of contact for process coordination and system maintenance contacts; (ii) a coordination process involving representatives from the stakeholders involved; t he arrangement may cover procedures to organise meetings; (iii) provision on dispute resolution; (3) the data - and information - sharing attributes and constraints : (i) t he scope of data and information to be shared will depend on whether the U - space is designed in controlled or uncontrolled airspace , or in airspace where both controlled and uncontrolled manned airc raft may operate simultaneously (i.e.

ICAO a irspace class E); (ii) a data - and information - sharing plan may cover the following : (A) the data and information shared; (B) compliance with applicable data protection legislation; (C) data processing; (D) data quality; (E) data subjects’ rights; (F) data retention and deletion; (G) security and training; (H) security breaches and reporting procedures; (I) responsibilities for providing data and service s .

GM2 Article 5(6) U - space service prov iders

ED Decision 2022/022/R ARRANGEMENT BETWEEN THE SINGLE CIS PROVIDER AND THE AIR TRAFFIC SERVICE PROVIDER ( ATSP ) Similarly to USSP s, specific arrangements may be necessary between the s ingle CIS provider and the relevant ATSP.

The arrangement may be established according to the example presented in GM1 to Article 5(6) of Regulation (EU) 2021/664 and in Annex V t o t his R egulation to ensure the adequate exchange of relevant operational data and information.

AMC1 Article 5( 7 ) U - space service providers

ED Decision 2022/022/R MONITORING OF THE AVAILABILITY OF CIS PROVIDERS AND REPORTING OF DATA QUALITY ISSUE S The s ingl e CIS p rovider should monitor the availability of services of the providers of common information, as well as the quality of the exchange and data received. The single CIS provider should inform the providers of common information as soon as practical ly po ssible about any detected availability or quality issues with regard to the data received.

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AMC2 Article 5(7) U - space service providers

ED Decision 2022/022/R CIS DEGRADATION The single CIS provider should inform USSP s without undue delay about CIS degradation.

AMC 3 Article 5(7) Common information services

ED Decision 2022/022/R PRESERVATION OF DATA INTEGRITY AND QUALITY The single CIS provider should ensure for the data it collect s and distribute s that: (a) i t do es no t alter the information , and preserve s the integrity of the information received ; (b) i t take s the appropriate measures to maintain the completeness, accuracy, resolution, traceability, timeliness, and logical consistency of the data.

GM1 Article 5(7) U - space service providers

ED Decision 2022/022/R CIS DEGRADATION It is recommended that the single CIS provider inform USSPs about CIS degradation within 30 seconds.

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CHAPTER III — GENERAL REQUIREMENTS FOR UAS

OPERATORS AND U - SPACE SERVICE PROVIDERS

Art icle 6 — UAS operators

Implementing Regulation (EU) 2021/664 1. When operating in the U - space airspace, UAS operators shall: (a) ensure that the UAS to be operated in the U - space airspace comply with the capabilities and performance requirements determin ed in accordance with Article 3(4)(a) ; (b) ensure that during their operations, the necessary U - space services referred to in Article 3(2) and(3) are used, and their requirements complied with ; (c) comply with the applicable operational conditions and airspace constraints referred to in Article 3(4)(c) .

2. UAS operators may provide U - space services to themselves. In such case, they shall be considered as U - space service providers for the purposes of this Regulation.

3. Before operating in the U - space airspace, UAS operators shall comply with the requirements of Implementing Regulation (EU) 2019/947 including, where relevant, hold an operational authorisation or a certificate issued by the competent authority of the Member State of registration and to comply with the operational limitations set by a Member State in any UAS geographical zone.

4. B efore each individual flight, the UAS operator shall submit a n UAS flight authorisation request to its U - space service provider , through the UAS flight authorisation service referred to in Article 10 , in compl iance with Annex I V .

5. When ready to start the flight, the UAS operator shall request the U - space service provider for the activation of the UAS flight authorisation. Upon receiving the confirmation of the activation for the UAS flight authorisation from the U - space service prov ider, the UAS operator shall be entitled to start its flight.

6. UAS operators shall comply with the UAS flight authorisation , including the authorisation deviation thresholds referred to in Article 10(2)(d) , as well as with any changes thereto . The U - space service provider may introduce changes to the authorisation during any phase of the flight and , in such case, shall inform UAS operators about th em .

7. Where UAS operators are not able to comply with the UAS flight authorisation deviation thresholds referred to in Article 10(2)(d) , they shall request a new UAS flight authorisation.

8. U AS operators shall provide for contingency measures and procedures . They shall make their contingency measures and procedures available to the U - space service providers.

GM1 Article 6 UAS operators

ED Decision 2022/022/R OBLIGATIONS WHEN OPERATING IN U - S PACE AIRSPACE (a) A rticle 6 covers the obligations for UAS operators when they operate in U - space airspace. Apart from making use of the required U - space services, UAS operators would need to ensure in advance that the UAS intended to be operated comply wi th the applicable capabilities and Powered by EASA eRules Page 56 of 157 | May 2024 Easy Access Rules for U - space Cover r egulation CHAPTER III — GENERAL REQUIREMENTS FOR UAS OPERATORS AND U - SPACE SERVICE PROVIDERS performance requirements , as well as with the relevant operational conditions and airspace constraints.

(b) To adequately make use of the U - space services, UAS operators may conclude a contract with an active certified USSP of their choice that provides the required set of U - space services in a given U - space airspace.

(c) UAS operators should submit their UAS flight authorisation request to th e USSP and comply with the terms and conditions of the UAS flight authorisation once it is granted by the USSP .

Certain conditions need to be met prior to the flight. UAS operators are not allowed to commence a flight until they have sent an activation request of the UAS flight authorisat ion to the USSP . They should ensure compl iance with the terms and conditions associated with the UAS operation in th e particular U - space airspace. In case they cannot comply with the UAS flight authorisation, UAS operators should amend their original reque st.

AMC1 Article 6(1)(a) UAS operators

ED Decision 2022/022/R UAS CAPABILITIES AND PERFORMANCE REQUIREMENTS UAS operators should select UAS of a type that is appropriate to satisfy the UAS capabilities and performance requirements specified for the U - space airspace .

In accepting the ‘terms and conditions’ of the flight authorisation provided by their USSP s , UAS operators confirm that they have selected the appropriate UAS type that satisf ies the required U - space performance requirements .

GM1 Article 6(1)(a) UAS operators

ED Decision 2022/022/R UAS CAPABILITIES AND PERFORMANCE REQUIREMENTS Depending on the UAS capabilities and performance requirements specified for the U - space airspace , not all UAS types are eligible to be operated. T echnical support (e.g. providing technical characteristics of the ir products ) provided by UAS manufacturer s may be necessary in the evaluation of the UAS capabilities and performance requirements .

AMC1 Article 6(1)(b) UAS operators

ED Decision 2022/022/R MONITORING OF U - SPACE SERVICES UAS operators should monitor, through a UAS flight, the availability of U - space services, and the information that may affect safety, such as: (a) changes in the U - space airspace (e.g. dynamic airspace restriction or reconfig uration); (b) changes to the flight authorisation (e.g. withdrawal, modification); (c) traffic information, and especially traffic which may represent a collision hazard; (d) non - conformance, when provided.

Accordingly, UAS operators should take appropriat e action according to operational procedures and planned contingency measures.

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AMC2 Article 6(1)(b) UAS operators

ED Decision 2022/022/R COMPLIANCE OF THE UAS FLIGHT UAS operators should ensure consistency of the UAS configuration with the accepted fligh t authorisation, and should conduct the UAS flight to stay within the authorised planned 4D volume for 95 % of the time.

AMC3 Article 6(1)(b) UAS operators

ED Decision 2022/022/R ACKNOWLEDGEMENT OF NON - CONFORMANCE When relevant, and as per Article 13 (2) of Regulation (EU) 2021/664 , UAS operators should acknowledge receipt of the notification that they are non - conforming by using the means provided by their USSPs.

AMC4 Article 6(1)(b) UAS operators

ED Decision 2022/022/R U - SPACE SERVICES — UAS OPERATORS’ INTERFACE When UAS operators intend to de velop their own user interface upon the technical means that may be provided by the USSP (e.g. application programming interface (API)), they should ensure that the implementation of the proprietary user interface continues to satisfy the U - space performan ce requirements to which they contribute.

In such case, UAS operators should liaise with their competent authority to ensure that the overall acceptable level of safety (ALS) is not compromised by the complementary development activities.

Even if, as per Regulation (EU) 2021/664 , UAS operators are not directly subject to certification, they should consider Article 15 (1)(a) and (b) of that Regulation and the related AMC and GM for the parts which may affect the safe provision of the required U - space services and information to the operator in charge of controlling or monitoring the UA S .

GM1 Article 6(1)(b) UAS operators

ED Decision 2022/022/R U - SPACE SERVICES — GUARANT EE AS REGARDS THE LEVEL OF PERFORMANCE It is necessary for the UAS operator to be able to demonstrate that the required level of U - space service performance can be achieved for the entire duration of the flight. This may take the form of a service level agreement (SLA) or any formal arrangement made between a service provider and the applicant on the relevant aspects of the U - space service s to be provided (including quality, availability, and responsibilities).

GM 2 Article 6(1)(b) UAS operators

ED Decision 2022/022/R USE OF U - SPACE SERVICES Except f o r compensat ing for unavailability or degradation of U - space services, fo r the purpose of data consistency and the provision of safe support to operation s , it is recommended as best practice that UAS operators keep using the bundle of services of the same USSP throughout an activated UAS flight.

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GM 3 Article 6(1)(b) UAS operators

ED Decision 2022/022/R CONNECTIVITY The UAS operator should establish a digital connection to the USSP whenever the provision of U - space services is required to support operations in U - space airspace.

GM4 Article 6(1)(b) UAS operators

ED Decision 2022/022/R MONITORING OF U - SPACE SERVICES While it is assumed that the priority f o r UAS operators is to ensure the safe conduct of a flight, safety of operations relies on the capability of UAS operators to maintain their situational awareness. The i nfor mation provided by U - space services is meant to reach an acceptable level of safety within the U - space airspace, and needs to be adequately integrated throughout the operations.

A loss of link with the USSP is a safety issue per se as it disconnects the UA S operator from the U - space airspace, prevents it from maintain ing situational awareness and eventually negatively impacts on the necessary decision - making to safely react to events that may dynamically happe n.

The necessary monitoring procedure (e.g. degr ee , regularity , etc. ) may v a ry depending on the operational constrain t s, and the role s and responsibilit ies of UAS operators (e.g. ‘ hands - on ’ , ‘ hands - off ’ ), controls mock - up, etc . ).

U - space services and information to the operator in charge of controlling or monitoring the UAS.

GM5 Article 6(1)(b) UAS operators

ED Decision 2022/022/R U - SPACE SERVICES — UAS OPERATORS ’ INTERFACE The inadequate implementation of the interfaces with, or the improper use of, the U - space services may impair (e.g. by introducing latencies) the overall performance to an extent which may ultimately compromise the safety of operations within the U - space airspace. It is expected that the user interface that could be privately developed by UAS operators guarant ee the satis faction of the performance requirements defined for the U - space airspace (i.e. do not alter the performance) and the provision of U - space service information, down to the human operator in charge of operating the UAS.

Nevertheless, the responsibility of UAS operators is: (a) limited to the continued satisfaction of the U - space performance requirements to which they contribute, according to the intended system and UAS operators’ user interface implementation; (b) commensurate with the lev el of risk that may be introduced locally .

T he t echnical assessment could be conducted and completed through the specified activities in order to comply with Regulation (EU) 2019/947 .

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AMC 1 Article 6(1)( c ) UAS operators

ED Decision 2022/022/R OPERATI NG INSTRUCTIONS UAS oper ators should handle the operation of the UAS flight as per the operati ng instruction s established for the U - space airspace and provided by the USSP .

AMC 2 Article 6( 1 ) (c) UAS operators

ED Decision 2022/022/R EM E RGENCY SITUATION UAS operators should use the means at their disposal (e.g. built in the UAS and/or provided by the USSP ) to declare an emergency when the UAS flight becomes non - compliant with the applicable U - space airspace operational conditions or constraints , or facing an event, to an extent which may result in hazard s t o other operations performed in the U - space airspace .

GM1 Article 6(1)(c) UAS operators

ED Decision 2022/022/R OPERATING INSTRUCTIONS The operating instructions originate from the operational conditions and airspace constraints specified for the U - space airspace, and further refined and complemented by the procedures elaborated by the other U - space stakeholders (USSPs, ATS providers, etc.).

GM 2 Article 6( 1 ) (c) UAS operators

ED Decis ion 2022/022/R UAS EMERGENCY STATUS UAS operators may support the alternative propose d in GM1 to Article 8(2)(f) of Regulation (EU) 2021/664 to compensate for the potential lack of automatic transmission of the UAS emergency status.

GM 1 Article 6(3) UAS operators

ED Decision 2022/022/R U AS OPERATORS — SORA AND AIR RISK CLASS Even if operations are intended to be performed in U - space airspace , the specific operations risk assessment ( SORA ) should still be carried o ut as per Regulation (EU) 2019/947 . Regarding the evaluation of the air risk , UAS operators are entitled to take credit for their SORA of the residual air risk class ( ARC ) determined through the U - space airspace risk assessment as per AMC1 to Article 3(4) of Regulation (EU) 2021/664 .

The M ember State that designates the U - space airspace may define additional , more demanding performance requirements than the tactical mitigations performance requirements ( TMPR ) , otherwise the U - space airspace performance requirements are less demanding and UAS operators should consider whichever is the mos t stringent. The UAS operator should demonstrate to the competent authority with sufficient evidence that i t fulfil s the U - space performance requirements or the required TMPR as per the SORA application, whichever is the most demanding.

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GM2 Article 6(3) UA S operators

ED Decision 2022/022/R U AS OPERATIONS IN RESTRICTED GEOGRAPHICAL ZONES UAS operators may operate in restricted UAS geographical zones (as per Article 15(3) of Regulation (EU) 2019/947) provided they have obtained a specific authorisation . In accepting the ‘terms and conditions’ of the flight authorisation provided by their USSP , UAS operators confirm that they have been authorised to perform operations within restricted UAS geographical zones .

AMC 1 Article 6(5) UAS operators

ED Decision 2022/022/R UAS FLIGHT AUTHORISATION The UAS operator should activate the UAS flight authorisation before the take - off , and end it as soon as possible after landing.

In case of operations that involv e multiple take - off s and landing s , the UAS flight authorisation should be activa ted once before the first take - off , and should be ended only a fter the last landing.

GM1 Article 6(5) UAS operators

ED Decision 2022/022/R ACTIVATION OF THE UAS FLIGHT AUTHORISATION The UAS operator is expected to start the operation without undue delay after receiving the activation confirmation from the USSP . Time constraints for the specific airspace used may be established by the Member Sate that designates the U - space airspace .

AMC1 Article 6(7) UAS operators

ED Decision 2022/022/R FLIGHT AUTHORISA TION PLANNING AND DEVIATION THRESHOLD UAS operators should plan the UAS flight to stay within a planned 4D volume. Flying outside the planned 4D volume is to be an exceptional event for less than 5 % of the time. The size of the volume should allow for gusts of wind and other likely sources that could cause deviation.

When UAS operators do not consider it possible to appropriately perform the flight within the authorised , planned 4D volume, including the deviation threshold, for 95 % of the time (e.g. based on degraded environmental conditions, or operational constraints), they should replan the ir flight accordingly (e.g. extended boundaries) and request a new UAS flight authorisa tion.

AMC1 Article 6(8) UAS operators

ED Decision 2022/022/R CONTINGENCY MEASURES AND PROCEDURES UAS operators should describe their contingency measures and procedures within the contractual agreement with the USSP s.

In addition, UAS operators should de tail for each flight in their flight authorisation requests the planned contingency measures (e.g. alternative routes, emergency landing sites ).

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AMC2 Article 6(8) UA operators

ED Decision 2022/022/R CONTINGENCY IN CASE OF DEGRADATION OR A LOSS OF THE USSP SERVICES To prevent risking safety in case of degradation or a loss of the USSP services during the operations, UAS operators should safely end any active UAS flight as soon as possible, except when they have duly demonstrated to their competent autho rity that the continuation of the operation will not pose a hazard to the other operations performed in the U - space airspace.

GM1 Article 6(8) UAS operators

ED Decision 2022/022/R CONTINGENCY MEASURES AND PROCEDURES The contingency measures and procedure s may be derived from those specified in point (6)(d) of Appendix 5 to the Annex to Regulation (EU) 2019/947 . They ma y also address the following conditions: (a) s udden , total or partial unavailability of the U - space airspace , (b) r estriction or revocation of the UAS flight authorisation , (c) u nlawful interference , (d) e ngine failure , (e) l oss of signal , (f) l oss of control , (g) l oss of payload , (h) l oss of power , (i) l oss of energy reserves , (j) a dverse w eather conditions , (k) f oreign object debris (FOD) , (l) u nidentified aircraft entering protected volume around the UAS , (m) u navailability of landing area .

GM 2 Article 6(8) UAS operators

ED Decision 2022/022/R CONTI N GENCY IN CASE OF DEGRADATION OR A LOSS OF THE USSP SERVICES UAS o perators may evaluate the degradation or the loss of the USSP services in the context of their operations in the U - space airspace and establish appropriate contingency measures against the resulting hazards.

A hazard assessment should consider: (a) the i mpact and severity of the hazards o n own operations ; (b) th e i mpact and severity of the hazards o n other nearby operations ; (c) the o perational environment ; (d) o ther additional operational mitigation measures , if applicable .

Powered by EASA eRules Page 62 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER III — GENERAL REQUIREMENTS FOR UAS OPERATORS AND U - SPACE SERVICE PROVIDERS UAS operators should provide USSP s with actions to be taken in the event of a loss or deg radation of the U - space services which could result in an overall reduction of safety or pose a risk to nearby U - space operations , and action would be required to be taken by another UAS operator. These actions may be contained within an operator’s contingency plan. UAS operators should ensure the effective coverage of the contingency measures in case of degradation or loss of USSP services , especially for services used in f light such as: (e) the i nability to receive information on dynamic airspace reconfiguration and/or modifications to the UAS flight authorisation ; (f) a l oss of availability of traffic information data ; (g) s haring of contingencies (as applicable) .

Article 7 — U - space service providers

Implementing Regulation (EU) 2021/664 1. U - space services shall be provided by legal persons certified as U - space service providers in accordance with Chapter V .

2. U - space service providers shall be responsible for providing the UAS operators with the U - space services referred to in Article 3(2) and (3) during all phases of operations in th at U - space airspace .

3. U - space service providers shall establish arrangements with the air traffic services providers to ensure adequate coordination of activities, as well as the exchange of relevant operational data and information in accordance with Annex V .

4. U - space service providers shall handle air traffic data without discrimination, restriction or interference, irrespective of their sender or receiver, content, application or service, or terminal equipment.

5. U - space service providers shall: (a) exchange any information that is relevant for the safe provision of U - space services amongst themselves; (b) adhere to a common secure interoperable open communication protocol and use the latest information made available in accordance with Annex II ; (c) ensure that the information is exchanged in accordanc e with the data quality, latency and protection requirements set out in Annex III ; (d) ensure the access to and the necessary protectio n of the information exchanged .

6. U - space service providers shall report the following to the competent authority: (a) the starting of operations after receiving the certificate referred to in Article 14 ; (b) the cea sing and subsequent restart of operations, if applicable.

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GM1 Article 7 U - space service providers

ED Decision 2022/022/R GENERAL REQUIREMENTS (a) A U - space service provider (USSP) is a new entity established by this Regulation. It refers to an organisa tion that is certified by a competent authority to provide U - space services in the U - space airspace.

(b) U SSP s are responsible for implementing and providing the bundle of U - space services required by the Member State that designates the U - space airspace .

(c) Entities that are not willing to deliver all required U - space services may act as subcontractor s to a U SSP that provides all required U - space services.

(d) A U SSP may sub contract the provision of some or all U - space services to other entities if they remain under its management control. There can also be associations between USSP s or equivalent mechanisms , if it is clear that there is a single certified entity responsible for providing the required bundle of U - space services to UAS operators. When required, the U SSP should ensure that the competent authority is given access to any sub contracted organisation and data relevant to support the USSP certification .

(e) U SSP s ensure coordination with CIS p roviders or , when designated , the s ingle CIS p rovider .

(f) U SSP s ensure operational coordination with other USSPs that are active in the same U - space airspace and the relevant ATSPs . Only some specific information is expected to be sent back to the relevant ATC unit .

(g) U SSP s support the dissemination and acknowledgment of notification on dynamic airspace reconfiguration , in accordance with Article 4 of Regulation (EU) 2021/664 .

(h) U SSP s support the competent authority in recordin g and making operational data available to support the conduct of safe operations in the U - space airspace, as laid out in the AMC and GM to Article 18 (f) and (h) of Regulation (EU) 2021/664 .

AMC1 Article 7(2) U - space service providers

ED Decision 2022/022/R BUNDLE OF U - SPACE SERVICES The set of U - space services required to be provided by the USSP to UAS operators is defined by the Member State for each designated U - space airspace . To facilitate the provision of U - space services to UAS operators, a U SSP should provide the U - space services req uired in the U - space airspace served in a form of bundle, which may encompass: (a) four services as per Article 3 (2) of Regulation (EU) 2021/664 ; (b) five or six services when considering the pro vision s of Article 3 (3) of Regulation (EU) 2021/664 .

AMC2 Article 7(2) U - space service providers

ED De cision 2022/022/R USSP – UAS OPERATOR INTERFACES The USSP should provide UAS operators with interfaces, together with the U - space services. The interfaces and functionalities should at least allow UAS operators to: Powered by EASA eRules Page 64 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER III — GENERAL REQUIREMENTS FOR UAS OPERATORS AND U - SPACE SERVICE PROVIDERS (a) properly use the U - space services; (b ) be provided with the operational instructions applying to the U - space airspace; (c) get access to the UAS operator’s operational records; (d) declare a contingency or an emergency; (e) acknowledge any non - conformance, when the conformance monitoring serv ice is required, as per Article 13 (2) of Regulation (EU) 2021/664 .

AMC3 Article 7(2) U - space service providers

ED Decision 2022/022/R UAS OPERATOR SITUATIONAL AWARENESS The USSP should ensure that the information that may affect safety is efficiently conveyed to UAS operators, allowing them to t ake the necessary, appropriate actions to ensure safety in a timely manner.

Accordingly, the USSP should: (a) identify the information that supports safety, and requires immediate UAS operator awareness; (b) reduce the risk of missing the information that supports safety by deploying means to ensure that the attention of UAS operators will be appropriately attracted.

AMC4 Article 7(2) U - space service providers

ED Decision 2022/022/R DEGRADATION OF USSP SERVICES The USSP should inform without undue delay its UAS operators, other USSPs within the same U - space airspace, and ATSPs when necessary, about the degradation of its services (including degradation that results from the unavailability of CIS providers or ATSPs).

The degradation of USSP services should be supported by procedures or contingency measures to be jointly established with UAS operators.

AMC5 Article 7(2) U - space service providers

ED Decision 2022/022/R U - SPACE AIRSPACE OPERATING INSTRUCTIONS The USSP should develop and provide UAS operators with instructions on how to conduct operations within the U - space airspace. The operating instructions should encompass: (a) the transcription of the operational conditions and airspace constraints that originate from the U - space airspace risk as sessment; (b) a user guide documenting how UAS operators should configure and use USSP services; (c) when the services are provided through an API, the user guide should also contain the technical instructions and requirements to the UAS operators to ensur e the continued satisfaction of the performance requirements and overall safety; (d) recommendations ensuring the security of the exchange; Powered by EASA eRules Page 65 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER III — GENER AL REQUIREMENTS FOR UAS OPERATORS AND U - SPACE SERVICE PROVIDERS (e) the normal, contingency, and emergency procedures related to U - space services, to be applied by UAS operators.

G M1 Article 7(2) U - space service providers

ED Decision 2022/022/R CONNECTIVITY Regulation (EU) 2021/664 assumes that the U - space is a connected environment . A connected environment refers to any digital connection that meets the requirements established by the USSP for the provision of the U - space service s in question. A connected environment is not restricted to intern et - based connectivity, although the vast majority of connections between a USSP and a UAS operator are expected to be internet based.

Therefore : (a) U - space information is exchanged in a machine - readable format to support the necessary exchange of data among the U - space actors concerned ; and (b) operations in the U - space airspace require the UAS operator to establish a connection to a USSP .

GM 2 Article 7( 2 ) U - space service providers

ED Decision 2022/022/R USSP – UAS OPERATOR INTERFACES The USSP may have various mean s to develop and provide UAS interface s , such as interfaces relying on m obil e , w eb or PC applications , and/or application programming interf aces (API) . The solution retained is expected to ensure that the performance requirements are met , and the availability of the services is ensured .

GM 3 Article 7(2) U - space service providers

ED Decision 2022/022/R CONDITION S THAT REQUIR E IMMEDIATE AWARENESS Safety - critical information, which may require the UAS operators’ immediate awareness , may concern the following : (a) d egradation of services ; (b) c hange s in the configuration of the U - space airspace (e.g. dynamic airspace restriction or reconfiguration) ; (c) c hange s in the flight authorisation ; (d) n ew emergency in the proximity of the UAS flight ; (e) non - conformance, w hen relevant for the U - space airspace ; (f) i ncoming manned traffic which may eventually result in a conflict with the UAS flight trajectory ; (g) i nfringement of the UAS flight authorisation ; (h) d etection of rogue traffic in the proximity or within the volume where the UAS flight is performed.

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GM 4 A rticle 7(2) U - space service providers

ED Decision 2022/022/R ALERTING MEANS Safety relies on the timely reaction of UAS operators to situational changes that may dynamically occur in the U - space airspace throughout the UAS flight. Inappropriate UAS opera tor reaction due to a lack of sufficient awareness may ultimately compromise safety. Moreover, UAS operations require UAS operators to additionally manage operational information than just strict UAS flight data . In some conditions, especially where high w orkload is involved , UAS operators may have limited capability to focus their attention o n monitor ing U - space services in order to detect new relevant information.

Regardless of being served by the USSP through a separate user interface/application or through direct a pplication p rogramming i nterface (API) , UAS operators need to be clearly alerted to new, safety - critical information during all phases of flight (flight preparation, preflight, in flight and postflight).

To effectively attract the attention of UAS operators, the USSP may either implement or provide the supporting means of various techniques such as: (a) v isual annunciations (e.g. flashing red) , (b) a ural annunciations (e.g. sounds or voice), (c) t elephony voice messages, (d) t elephony text messages, coupled with haptic sense .

To maximise the effectiveness of the attention - getter, it is recommended that the USSP rely on more than one mean s for raising aware ness on safety - critical information that require s immediate attention.

The implementation of the necessary alerting means should ensure the use of appropriate design s that effectively rais e the attention of UAS operators while preventing undue nuisance and distraction that could impair the safe conduct of UAS operations.

GM 5 Article 7(2) U - space service providers

ED Decision 2022/022/R DEGRADATION OF USSP SERVICES It is recommended as best practice that t he USSP disseminate the information on the degradation of its services within 30 s econds .

GM 6 Article 7(2) U - space service providers

ED Decision 2022/022/R UAS OPERATIONAL RECORDS It is recommended as best practice that USSPs provide UAS operators with a method to access a copy of their data related to the U - space services required by a Member State (e.g. history of the flight authori s ations as well as non - normal conditions) . Any requested piece or set of data shoul d be electronically exported and provided to the UAS operator s in a machine - readable format.

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AMC1 Article 7(3) U - space service providers

ED Decision 2022/022/R ARRANGEMENT BETWEEN USSP s AND ATSP s For U - space airspace established in controlled airspace, the U SSP should establish a written agreement with the relevant ATS P covering the coordination of activities, as well as the exchange of relevant operational data and information. The coordination ac tivities between the USSP and the ATSP should cover : (a) the emergency management plan as per Article 15 (2) of Regulation (EU) 2021/664 , including contingency and emergency conditions involving manned and unmanned aircraft ; (b) the exchange of relevant operational data and information , if not provided through the CIS, as per point ATS.OR.12 7 of Regulation (EU) 2017/373 amended by Regulation (EU) 2021/665 ; (c) the dynamic airspace reconfiguration procedure , laid down in Article 4 of Regulation (EU) 2021/664 , and in accordance with point ATS.TR.237 of Regulation (EU) 2017/373 amended by Regulation (EU) 2021/665 , in identifying the means to : (1) receive the dynamic airspace reconfiguration request s from the ATC unit ; (2) notify in a timely manner the ATC unit about the presence of UAS special operations within the designated U - space airspace as per AMC2 to point ATS.TR.237(a) of Regulation (EU) 2017/373 amended by Regulation (EU) 2021/665 ; (3) notify the ATC unit once the airspace rec onfiguration has been implemented , as per the conditions addressed in the AMC and GM to Article 4 of Regulation (EU) 2021/664 ; (4) alert the ATC unit in case of unavailability of the link with the USSP ; (5) alert the ATC unit in case a relevant non - conformance is identified in the U - space airspace, when the conformance monitoring service is required, and as per Article 13 (2) of Regulation (EU) 2021/664 .

GM1 Article 7(3) U - space service providers

ED Decision 2022/022/R ARRANGEMENT BETWEEN USSP s AND ATSP s Although the exchange of data and information between USSPs and ATSP s is rout ed via the CIS in accordance with Article 5 of Regulation (EU) 2021/664 , the coordination of activities ( such as emergency pro cedures ) will require the direct interaction and coordination between USSPs and ATSP s .

Therefore, the following arrangement topics are not suitable to be delegated to a s ingle CIS p rovider (when one is designated): (a) normal, contingency and emergency pro cedures concerning UAS operations ; (b) nominal, non - normal and emergency procedures concerning manned aircraft operations performed in the U - space airspace; (c) procedures concerning system or service shortages and degraded level of quality of a service ; ( d) procedures , roles and responsibilities for both parties, as required by Article 15 ( 2 ) of Regulation (EU) 2021/664 .

It is recommended that USSPs use GM1 to Article 5(6) of this R egulation to formalise the arrangement with the relevant ATSP.

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AMC1 Article 7(5) U - space service providers

ED Decision 2022/022/R ARRANGEMENT AMONG USSP s For the purpose o f ensur ing technical interoperability , all USSP s with an interest in the same U - space airspace should adhere to the same arrangement. The arrangement should ensure the compatibility of a USSP system joining the U - space airspace to allow USSP s to add the start / ceas e of the provision of service s in the agreement or remove the start/cease of the provision of services from it .

AMC 2 Article 7( 5 ) U - space serv ice providers

ED Decision 2022/022/R MONITORING OF THE AVAILABILITY OF CIS AND ATSP s The USSP should monitor the availability of , and quality of the exchange with , the provider of common information, or the s ingle CIS p rovider (if designated) , and ATSP s .

AMC 3 Article 7(5) U - space service providers

ED Decision 2022/022/R PRESERVATION OF DATA INTEGRITY AND QUALITY USSP s should ensure for the data they are required to collect and distribute that: (a) they do not alter the inform ation , and preserve the integrity of the information received ; (b) they take appropriate measures to maintain the completeness, accuracy, resolution, traceability, timeliness, and logical consistency of the data.

AMC4 Article 7(5) U - space service providers

ED Decision 2022/022/R REPORTING OF DATA QUALITY ISSUE S USSPs should inform the providers of common information, the single CIS provider (if designated) and other USSPs that operat e in the same U - space airspace as soon as practical ly possible of any detected availability or quality issues with the dat a received .

AMC 5 Article 7(5) U - space service providers

ED Decision 2022/022/R EXCHANGE OF INFORMATION AMONG USSP s A USSP should exchange and consolidate the following information with other USS Ps that shar e the same U - space airspace: (a) UAS remote identification, through the network i nformation service , to support the continuous consolidation of traffic information .

(b) The status of the UAS f light authorisation s to ensure the continuous synchronisation of the authorisations within the U - space airspace and adequate deconfliction .

(c) Traffic information, including e - conspicuous manned aircraft , as per point SERA.6005(c) of Regulation (EU) No 92 3 /2012 , when duly agreed among the USSPs.

(d) Non - conformance alerts trigged by their UAS operators .

Powered by EASA eRules Page 69 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHA PTER III — GENERAL REQUIREMENTS FOR UAS OPERATORS AND U - SPACE SERVICE PROVIDERS (e) Notification of the d egradation of their service s .

(f) Contingenc ies and emergenc ies of their UAS operators .

(g) Other information as required by the Member State and/or as agreed among the USSP s , which may be necessary to ensure interoperability in the U - space airspace.

AMC6 Article 7(5) U - space service providers

ED Decision 2022/022/R EXCHANGE OF INFORMATION AMONG USSPs — INTERFACES (a) The exchange of information described in point (c) among the USSPs should conform to the requirements of Annex A to EUROCONTROL ‘Specificat ion for SWIM Technical Infrastructure (TI) Yellow Profile’, edition 1.1, published on 5 July 2020.

(b) USSPs should document the services that facilitate the exchange of information referred to in Article 3 (2) and (3) of Regulation (EU) 2021/664 , as well as the related services regarding the safe provision of services, and should adhere to EUROCONTROL ‘Specification for SWIM Service Description (SD)’, edition 2.0, published on 15 March 2022.

(c) The documentation of services defined in point (b) should be made available to the public (e.g .

service descriptions, interfaces).

(d) Compliance with points (a) and (b) should be directly measured against the requirements listed in the respective documents.

GM1 Article 7(5) U - space service providers

ED Decision 2022/022/R ARRANGEMENT AMONG USSPs AND THE MASTER AGREEMENT USSPs may use a common contract (the master agreement) that defines the technical indicators associated with the provision of services, acceptable and unacceptable service levels, parameters for data - sharing among USSPs, as well a s dispute resolution procedures and actions to be taken in specific circumstances.

GM2 Article 7(5) U - space service providers

ED Decision 2022/022/R MONITORING OF THE AVAILABILITY OF CIS AND ATSPs The frequency at which CIS providers and ATSPs are monito red is commensurate with the level of risk the lack of information may induce. Indeed, while the unavailability of communication with the ATSP may represent a short - term threat to safety, the lack of availability of the UAS operator’s registration database s would only represent an issue in case of unresponsiveness to a query.

GM 3 Article 7(5) U - space service providers

ED Decision 2022/022/R EXCHANGE OF INFORMATION ON E - CONSPIC U OUS MANNED TRAFFIC The rece i pt of information on e - conspicuous manned traffic , as per point SERA.6005(c) of Regulation (EU) No 92 3 /2012 , may rely on ground infrastructure (e.g. antennas) in the U - space airspace privately deploye d by the USSP s . In order not t o create an unfavourable situation and unfair treatment among Powered by EASA eRules Page 70 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER III — GENERAL REQUIREMENTS FOR UAS OPERATORS AND U - SPAC E SERVICE PROVIDERS the USSPs, the exchange of information on e - conspicuous manned traffic is subje c t to a specif ic agreement made among the USSP s .

GM 4 Article 7(5) U - space service pro viders

ED Decision 2022/022/R EXCHANGE OF INFORMATION — INFORMATION MODEL (a) U - space services may be provided concurrently by multiple USSPs in the same airspace. This requires the exchange of information and coordination among those USSPs, as well as between USSPs and other entities (such as UAS operators, ATS P s and CIS providers). Such exchange of in formation is expected to be based on open protocols and formats, using public, IP - based networks as transport layers.

(b) The exchange of information (and its models) should be described in a technology - agnostic way ( e.g. in the Unified Modelling Language (UML)) . The aim is to document the key aspects of a dedicated information exchange service at conceptual level .

(1) Operational and business context of the service : (i) service requirements (e.g. information exchange, constraints, validation rules) ; (ii) s takeholders that provide/ use the service ; (iii) operational activities supported by the service (e.g. flight planning, flight execution, etc .) ; (iv) relation of the service to other services .

(2) Service description : (i) interfaces (e.g. based on request/r esponse or publish/subscribe) ; (ii) interface operations (methods to interact with the service, e.g. request a flight authorisation) ; (iii) payload definition ; ( i v) features (e.g. a flight authorisation object) ; (v) properties/attributes (e.g. the identifier within a flight authorisation object) ; (vi) data types (e.g. defining the identifier within a flight authorisation record as a list of characters and numbers) ; (vii) associations (e.g. the relation of a flight aut horisation to a registered UAS) ; (viii) dynamic behaviour (and life cycle) description .

(3) Service performance level and validation aspects .

(c) The i nformation exchange services described in point (b) may be realised in different technical implementation levels enabling an architectural approach based on one concept, allowing for multiple potential solutions.

(d) Consequently, different types of data frame s might be in use to carry payload. A standard data encoding may be used to provide the service (JSON or ASTERIX on the example of traffic information).

Powered by EASA eRules Page 71 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER III — GENERAL REQUIREMENTS FOR UAS OPERATORS AND U - SPACE SERVICE PROVIDERS (e) The data encoding should be mapped to the definition of the service payload. Furthermore, the service that provid ed the information o n this data encoding should be mapped in relevant technical details as well, e.g. in the service interfaces and operations. EUROCAE ED - 269, wh ich establishes a conceptual definition and its implementation in a standard data encoding, may be used as an example.

(f) Provision of s afe service s (1) In addition to the operational information exchanged among the respective USSPs, further information on the respective service’s performance (e.g. degradation of services) may be collected and made available to ensure the provision of safe service s . Sufficient monitoring may support technical operations to be performed under controlled conditions. This includes ensuring compliance with the related data quality, latency and data protection requirements set out in Annex III to Regulation (EU) 2021/664 .

(2) The p rovision and exchange of any safety - relevant information should follow processes that are comparable to established standards (e.g. ISO 9001 series) . Additional information that originat es from these processes should be exchanged as well. This includes but is not limited to: (i) service availability (planned or unplanned downtime, points of contact for technical and operational matters, etc.) ; (ii) service limitations (degraded operations, regional constraints, known issues); (iii) service integrity (security/safety incidents) .

(3) Both operational and service performance information should be protected; technical and operational measures should be taken by the USSP s to ensure the necessary information protection.

(g) Protocol Any information exchange should be based on a common open communication protocol , such as the transmission control protocol (TCP). As a minimum, the requirements documented in the SWIM Technical Infrastructure (TI) Yellow Profile, edition 1.1, pub lished on 5 July 2020, should be met.

(h) Extension of information exchange services (1) Information exchange services may be extended by the entities described in point (a).

(2) The extension of information exchange services, by changing their description ( a s described in point (b) ( 2)) , should not jeopardise their semantic interoperability and standardisation across the Member States.

(3) The e xtension of the payload definition can be usually managed by: (i) adding additional properties/ attribut es to the features; (i) adding new features.

(4) The e xtension points for additional properties/ attributes could be already foreseen in the payload definition , such as free text or a custom enumeration.

(5) If custom features are added by an extension, the association between the default and the additional features should always be managed in the additional feature.

Powered by EASA eRules Page 72 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER III — GENERAL REQUIREMENTS FOR UAS OPERATORS AND U - SPACE SERVICE PROVIDERS (6) The description of the e xtended service should introduce optional elements (interfaces, operations, features, attributes/properties, data t ypes, etc .) only .

For instance, if additional information regarding communication infrastructure is provided by an extended f light a uthorisation s ervice, a new feature called ‘ c ommunication i nfrastructure s ervice a vailability ’ might be introduced. This new feature might be associated with a flight authorisation feature. The association should be designed without changing the flight authorisation feature, to allow the processing of flight authorisations by services that have no knowledge of the ‘ c ommunication i nfrastructure s ervice a vailability ’ .

(7) The approach t o the service description is laid down in the SWIM Service Description and the EUROCONTROL Specification for SWIM — Information Definition.

(i) Protection of informatio n The necessary protection level will vary depending on the type of the information exchanged.

As a minimum, the requirements documented in the SWIM Technical Infrastructure (TI) Yellow Profile, edition 1.1, published on 5 July 2020, should be met. Additio nal protection should be put in place where applicable, especially when considering the relevant data privacy regulation s (e.g. GDPR) .

AMC1 Article 7(6) U - space service providers

ED Decision 2022/022/R CONFIGURATION OF THE PROVISION OF SERVICES After receiving the ir certificate, USSPs are entitled to deliver their services in any U - space airspace.

Nevertheless, the result of the U - space airspace risk assessment , and the related performance requirements, operational constraints and digital interfaces may vary between U - space airspace volumes . Therefore, prior to start providing services, the USSP should liaise with the local competent authority to ensure that the provision of services satisfy the performance requirements and con straints established for the U - space airspace where the operations are intended to be conducted .

When the USSP services are inadequate to fulfil the local conditions to an extent which may not ensure the safe provision of services , the USSP should undertak e the extension of its certificate to demonstrate its capability to satisfy the complementary U - space airspace requirements and constraints .

AMC2 Article 7(6) U - space service providers

ED Decision 2022/022/R SUPPORTING OPERATIONAL RECORDS As soon as the operations start and until they are ceased, the USSPs should support the safety of the operations and the competent authority in charge of the U - space airspace, in recording and making available operational data and events that may be encountered. The type of this data and its retention should be agreed with the competent authority, but should be compatible with the dynamic reassessment of the definition of the U - space airspace.

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GM1 Article 7(6) U - space service providers

ED Decision 2022/022/R U - SPACE AIR SPACE — ONBOARDING PROCESS Before reporting the start of operations to the competent authority, and in order to provide services in newly designated U - space airspace, USSPs may have to: (a) coordinate with the competent authority in charge of the U - space a irspace where the operations are intended to be conducted; (b) coordinate and conclude agreements with the CIS providers (or, when designated, the single CIS provider) in that U - space airspace on data sharing; (c) coordinate and conclude agreements with ot her USSPs in that U - space airspace on data sharing; (d) coordinate and conclude agreements with ATSPs in that U - space airspace; (e) configure and/or adjust the provision of services: (1) to adhere to the common protocol that supports the exchange of inform ation (e.g.

among USSPs) in the U - space airspace; (2) to satisfy the performance requirements and constraints of the U - space airspace.

GM 2 Article 7(6) U - space service providers

ED Decision 2022/022/R CONFIGURATION OF THE PROVISION OF SERVICES The main items that may vary between U - space airspace volumes are: (a) t he required set of U - space services, which could encompass the provisions of Article 3 (3) of Regulation (EU) 2021/664 ; (b) t he U - space services ’ performance requirements and constraints, as per Article 3 (4) of Regulation (E U) 2021/664 ; (c) t he common protocol (s) that support the exchange of information with the CIS provider and among the USSPs as per Articles 5 (4)(a) and 7 (5)(b) of Regulation (EU) 2021/6 64 and its Annex II .

GM 3 Article 7(6) U - space service providers

ED Decision 2022/022/R REPORT TO THE COMPETENT AUTHORITY — TEMPLATE FORM USSPs may consider using the template form below for the purpose of reporting to the competent authority the start and ceasing of the operations.

Letter to the competent authority U - space service provider report to the competent authority in accordance wit h Article 7 (6) of Regulation (EU) 2021/664 Powered by EASA eRules Page 74 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER III — GENERAL REQUIREMENTS FOR UAS OPER ATORS AND U - SPACE SERVICE PROVIDERS Report for the start and/or ceas ing of the provision of U - space service s in accordance with Article 7 (6) of Regulation (EU) 2021/664 U - space service provider Name: U - space service provider ’s certificate number / issue number : Name and contact details of the accountable manager: Member State, or list of Member States, where the U - space service provider intends to start its operations: Start of operations The U - space service provider hereby confirms that the provision of U - space services will start/restart on: day/month/year Ceas ing of operations The U - space service provider hereby confirms that the provision of U - space services will cease on: day/month/year The notification of starting/ceasing/restarting operations must be submitted to the competent authority at least 3 months before the effective start/ceas ing /re start of operations.

Date, name, and signature of the accountable manager

GM 4 Article 7( 6 ) U - space service providers

ED Decision 2022/022/R SUPPORTING OPERATIONAL RECORDS The operational records are meant to provide data to support the implementation of Article 18 (h) of Regulation (EU) 2021/664 , and the dynamic reassessment of the definition of the U - space airspace as Powered by EASA eRules Page 75 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER III — GENERAL REQUIREMENTS FOR UAS OPERATORS AND U - SPACE SERVICE PROVIDERS defined in the AMC and GM to Articles 3 (1) and 18 (f) of Regulation (EU) 2021/664 . The operational data and events that may be of interest t o a competent authority are the following : (a) d ynamic airspace reconfiguration or restrictions ; (b) f ailure to implement dynamic airspace restriction or reconfiguration ; (c) v olume of (e - conspicuous) manned aircraft crossing the U - space airspace ; (d) a ir proximity situation among UAS , and between UAS and manned aircraft ; (e) e mergency declared by UAS oper ators ; (f) d eviation (non - conformance) with the flight authorisatio n ; (g) o ver - conformance, when the deviation threshold may be too wide and airspace capacity wasted ; (h) d etection of rogue UAS, or UAS used for malicious or unlawful purpose s.

The informati on may be provided in term s of : (i) v olume / number of occurrences; and (j) d ate , time, and location expressed in WGS 84 coordinate .

It is recommended that the USSP keep the records for a period of 5 years.

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CHAPTER IV — U - SPACE SERVICES

Article 8 — Network identification service

Implementing Regulation (EU) 2021/664 1. A network identification service shall allow the continuous process ing of the remote identification of the UAS throughout the duration of the flight and shall provide the remote iden tification of the UAS to the authorised users referred to in paragraph 4 in an aggregated manner.

2. The network identification service shall allow for the authorised users to receive messages with the following content: (a) the UA S operator registration number; (b) the unique serial number of the unmanned aircraft or, if the unmanned aircraft is privately built, the unique serial number of the add - on; (c) the geographical position of the UAS , its altitude above mean sea level and its height above the surface or take - off point; (d) the route course measured clockwise from true north and the ground speed of the UAS ; (e) the geographical position of the remote pilot or, if not available, the take - off point; (f) the emergency status of the UAS ; (g) the time at which the messages were generated.

3. The information provided by the n etwork i dentification s ervices shall be updated at a frequency that the competent authority has determined.

4. The authorised users shall be : (a) the general public as regards information that is deemed public in accordance with applicable Union and national rules; (b) other U - space service providers in order to ensure the safety of operations in the U - space airspace; (c) the air traffic services providers concerned; (d) when designated, the single common information service provider; (e) the relevant competent authorities.

GM1 Article 8 Network identification service

ED Decision 2022/022/R GENERAL (a) The network ide ntification service provides the registration number of a UAS operator, the serial number of an unmanned aircraft , and live flight data of the UAS. It enables the sharing of information with any of the authorised users listed in Article 8 (4) of Regulation (EU) 2021/664 .

Authorised users will be ma de aware of the geographical position, route course and emergency status, flight level , and type of the UAS, among other data elements. Based on the information provided by the UAS operators, USSPs share and consolidate UAS flight data among themselves and can, therefore, support traffic information when needed.

Powered by EASA eRules Page 77 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER IV — U - SPACE SERVICES (b) The network identificati on service complements the original intent of the direct and network remote identification systems referred to in Regulation (EU) 2019/945 . Whereas the remote identification established in Regulation (EU) 2019/945 supports the authori ties in aspects related to security and privacy, the network identification service also supports operational needs and the traceability of unmanned aircraft during flight. The responsibility for the provision of the remote identification service lies with different entities. Regulation (EU) 2019/945 lays down the requirements for the design and manufacture of unmanned ai rcraft system s whereas Regulation (EU) 2021/664 defines the service s provided by USSP s.

(c) Detailed and accurate info rmation about the latency necessary for the proper functioning of the traffic information service may be assessed and defined during the U - space a irspace r isk a ssessment.

AMC1 Article 8(1) Network identification service

ED Decision 2022/022/R PROVISION OF AGGREGATED UAS REMOTE IDENTIFICATION USSPs should provide the UAS network remote identification in the geographic proximity of UAS operations that are supported by the provision of their services.

USSPs should exchange network remote identific ation data with all the service providers that shar e the same U - space airspace . The resulting aggregated data should cover all available network remote identification data in the U - space airspace concerned .

AMC2 Article 8(1) Network identification service

ED Decision 2022/022/R CONTINUOUS PROCESSING USSPs should demonstrate a response time for distributing data received from the UAS , or from other service providers , which is smaller than the latency necessary for the proper function ing of the traffic information service, for at least 99 % of the time.

AMC3 Article 8(1) Network identification service

ED Decision 2022/022/R DURATION OF THE FLIGHT The network identification service should: (a) be available throughout the duration of the flight, starting as soon as the flight authorisation is activated ; (b) not be required when the operator ceases the flight, independently of the time limit approved in the flight authorisation.

AMC4 Article 8(1) Network identification servi ce

ED Decision 2022/022/R DATA EXCHANGE INTERFACE USSPs should use the interface defined in Annex 4 to ASTM F3411 - 22A ‘Standard Specification for Remote ID and Tracking’.

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GM1 Article 8(1) Network identification service

ED Decision 2022/022/R GEOGRAPHIC PROXIMITY Member State s may support the definition of ‘ geographic proximity ’ by setting a value as part of the performance requirements established for each U - space airspace. Alternatively, the value provided in ASTM F3411 - 22A which specifies a rectangula r area with a diagonal no greater than 7 km as a maximum display area may be used . Establishing a value for a geographic proximity smaller than the size of the U - space airspace limits the sharing of unnecessary data among the USSPs and thus supports the te chnical and economic efficiency of the network .

GM2 Article 8(1) Network identification service

ED Decision 2022/022/R TESTING INFRASTRUCTURE To support the satisfaction of the U - space performance requirements as per Article 15 (1) of Regulation (EU) 2021/664 , a possible testing environment is presented in Annex A2 to ASTM F3411 - 22A ‘Standard Specification for Remote ID and Tracking’.

AMC1 Article 8(2) Network identification service

ED Decision 2022/022/R ACCESS USSPs should provide the authorised users defined in Article 8 (4) of Regulation (EU) 2021/664 with access to aggregated network remote identification data using the communication protocol defined in Annex 4 to ASTM F3411 - 22A ‘Standard Specification for Remote ID and Tracking’.

AMC1 Article 8(2)(c) Network identification se rvice

ED Decision 2022/022/R ALTITUDE ABOVE MEAN SEA LEVEL USSPs should convert the heights above the WGS 84 ellipsoid exchanged with the ASTM F - 3411 - 22A standard to height above m ean s ea l evel (MSL) before providing it to the UAS operators .

GM1 Article 8(2)(c) Network identification service

ED Decision 2022/022/R ALTITUDE ABOVE MEAN SEA LEVEL Due to the fact that the altitude above mean sea level (AMSL) calculated from the measured value of the barometric sensor and the QNH , cannot be compared to the calculated value of the altitude AMSL using the GNSS systems, it is recommended to exchange the altitude values in relation to the WGS 84 ellipsoid between U - space systems .

Wherever the flight altitude above se a level is required to be determined wi th the use of GNSS systems, it is recommended to use the EGM2008 or at least the EGM96 geoid models as the definition of mean sea level , as agreed with the competent authority.

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GM1 Article 8(2)(f) Network identification service

ED Decision 2022/022/R UAS EMERGENCY STATUS Certain UAS capabilities may not be available as from 26 January 2023, the date on which Regulation (EU) 2021/664 will become applicable . Regarding the identification of the UAS emergency status as per Article 8 (2)(f) of Regulation (EU) 2021/664 , and to compensate for the potential lack of automatic transmission of the information, it is considered an acceptable alternative for UAS operators to : (a) continuous ly monitor the UAS behaviour, and when implemented , the built - in safety parameters or emergency status ; (b) manually t rigger the UAS emergency status toward the USSP.

The proposed alternative is considered acceptable until 1 year after the date of entry into force of Regulation (EU) 2021/664 , i.e. 26 January 2024 .

GM1 Art icle 8(3) Network identification service

ED Decision 2022/022/R UPDATE FREQUENCY Competent authorities may use the value defined in ASTM F3411 - 22A ‘Standard Specification for Remote ID and Tracking’ as aggregated monthly target for update frequency (no more than 3 seconds for 95 % of the time , and in 1 second for 99 % of the time) .

GM1 Article 8(4) Network identification service

ED Decision 2022/022/ R ACCESS USSPs may provide a visual interface to the authorised users to access data in accordance with items 5.5.5.6 to 5.5.5.8 of ASTM F3411 - 22A ‘Standard Specification for Remote ID and Tracking’.

Article 9 — Geo - awareness service

Implementing Regulation (EU) 2021/664 1. A geo - awareness service consisting of the following geo - awareness information shall be provided to UAS operators : (a) information on the applicable operational conditions and airspace constraints within the U - spac e airspace ; (b) UAS geographical zones, relevant to the U - space airspace ; (c) temporary restrictions applicable to airspace use within the U - space airspace .

2. U - space service providers shall dispatch the geo - awareness information in a timely manner to allow contingencies and emergencies to be addressed by UAS operators , and shall include its time of update together with a version number or a valid time , or both .

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GM1 Article 9 Geo - awareness service

E D Decision 2022/022/R GENERAL (a) Article 9 contains the requirements for USSPs when provid ing the geo - awareness service to UAS operators , and should not be confused with the geo - a wareness function required by Regulation (EU) 2019/945 for certain UAS classes. In the latter case , geo - awareness is defined as a UAS function that detects a potential breach of the applicable airspace limitations and alerts the remote pilots so that they can take effective and immediate action to prevent that breach from occurring . In the framework of the U - space R egulation, geo - awareness is a USSP service that provides UAS operators with the information about the latest airspace constraints and defined UAS geographical zone information made available as part of the CIS .

(b) This service aims t o suppor t UAS operators in fulfil ling their obligations, as it provides the necessary information on applicable operational conditions and airspace constraints with the level of accuracy and other performance requirements for which it has been certified.

(c) The g eo - awareness service is used by the UAS flight authorisation service as a source of data to inform UAS operators of relevant operational constraints and changes both prior to and during the flight.

AMC1 Article 9(1) Geo - awareness service

ED Decision 2022/0 22/R INFORMATION USSPs should ensure the timeliness and availability of the geo - awareness information provided to UAS operators.

AMC1 Article 9(2) Geo - awareness service

ED Decision 2022/022/R TIMELINESS USSPs should process and make geo - awareness data available to UAS operators based on the data’s update cycle and criticality level, but no later than its applicability dates and times.

GM1 Article 9(2) Geo - awareness service

ED Decision 2022/022/R TIMELEN ESS The table below illustrates the scenarios and values USSPs may consider for the implementation of the geo - awareness service: Data type CIS update cycle Geo - awareness service update Static geographical zone Based on the aeronautical Daily information regulation and control (AIRAC) cycle Planned dynamic airspace Several times a day Every 30 minutes restriction or limitation Unplanned dynamic airspace Upon ATC unit request Within 5 seconds reconfiguration Powered by EASA eRules Page 81 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER IV — U - SPACE SERVI CES

GM2 Article 9(2) Geo - awareness service

ED Decision 2022/022/R TIME FORMAT AND VERSION NUMBER USSPs may use the time format and version number provided in Chapter VIII ‘UAS geographical zone data model’ of and in Appendix 2 to EUROCAE ED - 269 ‘MINIMUM OPERATIONAL PERFORMAN CE STANDARD FOR GEOFENCING’ standard in the version published in June 2020.

Article 10 — UAS f light authorisation service

Implementing Regulation (EU) 2021/664 1. The U - space service provider s shall provide UAS operator s with the UAS flight authorisation for each individual flight , setting the terms and conditions of that flight , through a UAS flight authorisation service .

2. Where U - space service providers receive from the UAS operator a n UAS flight authorisation request, the y shall: (a) check if the UAS flight authorisation request is complete and correct and submitted in accordance with Annex IV ; (b) accept the UAS flight authorisation request if the flight under the UAS flight authorisation is free of intersection in space and time with any other notified UAS flight authorisation s within the same U - space airspace in accordance with the priority rules set out in paragraph 8 ; (c) notify the UAS oper ator about the acceptance or rejection of the UAS flight authorisation request; (d) when notifying the UAS operator about the acceptance of the UAS flight authorisation request, indicate the allowed UAS flight authorisation deviation thresholds .

3. When is suing a UAS flight authorisation, t he U - space service providers shall use , whe re applicable , weather information provided by the weather information service as referred to in Article 12 .

4. Whe re U - space service providers are unable to grant a n UAS flight authorisation in accordance with the UAS operator’s request, U - space service providers may propose an alternative UAS flight authorisation to the UAS operator .

5. Upon receiving the request for a n UAS flight authorisation activation referred to in Article 6(5) , the U - space service providers shall confirm the activation of the UAS flight authorisation without unjustified delay .

6. U - space service providers shall establish proper arrangements to resolve conflicting UAS flight authorisation requests received from UAS operators by different U - space services providers.

7. U - space servi ce providers shall check the request for UAS flight authorisations against U - s pace airspace restrictions and temporary airspace limitations.

8. When processing UAS flight authorisation requests, t he U - space service provider s shall give priority to UAS conduct ing special operations as referred to in Article 4 of Implementing Regulation (EU) No 923/2012 .

9. W hen two UAS flight authorisation s requests have the same priority, they shall be processed on a first come first served basis.

Powered by EASA eRules Page 82 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER IV — U - SPACE SERVICES 10. U - space service providers shall continuously check existing flight authorisations against new dynamic airspace res trictions and limitations, and information about manned aircraft traffic shared by relevant air traffic service units, in particular regarding manned aircraft known or believed to be in a state of emergency, including being subjected to unlawful interferen ce , and update or withdraw authorisations as may be necessitated by the circumstances .

11. U - space service providers shall issue a unique authorisation number for each UAS flight authorisation. This number shall enable the identification of the authorise d flight, the UAS operator and the U - space service provider issuing the UAS flight authorisation.

GM1 Article 10 UAS flight authorisation service

ED Decision 2022/022/R GENERAL (a) The UAS flight authorisation service provides authorisations to UAS opera tors for each individual flight based on other notified flight requests that may conflict with other unmanned operations within the same U - space airspace. It is a strategic deconfliction tool. The UAS flight authorisation service is provided to a UAS opera tor under the condition that it has submitted the UAS flight authorisation request before the flight. The content of this request is detailed in Annex IV to Regulation (EU) 2021/664 .

(b) The UAS flight authorisation service should be able to handle flight authorisation requests by UAS operators for single flights and for a number of repetitive flights that are conducted consecutively on the same route.

(c) This service covers the flight authorisation provided according to Article 15(1) of Regulation (EU) 2019/947 ; however, it does not cover operational authorisations granted by the competent authority as defined in Article 12 of Regulation (EU) 2019/947 . The service informs operators of overlaps with any airspace restrictions provided by the geo - awareness service (Article 9). UAS flight authorisations in 4D volume may be used by the conformance monitoring service.

(d) This service is also a way for UAS o perators to announce their intent to start their operations by activating their UAS flight authorisation. The activation of a flight initiates the provision of tactical services ( like traffic information, network and remote identification or conformance mo nitoring ) when required. The subsequent ending of the flight stops the provision of these services.

(e) This service is mandatory in U - space airspace designated in any airspace (controlled or not) and applies to UAS operators. This service enforces the pri oritisation rules. When there is more than one USSP providing U - space services in a U - space airspace, all USSPs should exchange the UAS flight authorisation requests among themselves as well as state the changes t o those requests — i.e. ‘ Accepted ’ , ‘ Activa ted ’ , ‘ Withdrawn ’ , ‘ Ended ’ .

(f) The information required to process a flight authorisation is provided by the UAS operators (flight authorisation request), other USSPs (other accepted flight authorisations , traffic information ), and the CIS (e.g. temporary restrictions , manned traffic information ). The s ingle CIS provider has no coordination role and no other responsibilities than to ensure the provision of a subset of information that support s the flight authorisation process.

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AMC1 Article 10(1) UAS flight authorisation service

ED Decision 2022/022/R FLIGHT AUTHORISATION RECORDS USSPs should keep records of: (a) all UAS flight authorisations, including: (1) the data submitted by the UAS operator; (2) the time of receipt of the requests; (3) when accepted, the unique authorisation number, and the associated te rms and conditions; (b) UAS flight authorisation requests that are rejected, including the reason for rejection.

AMC2 Article 10(1) UAS flight authorisation service

ED Decision 2022/022/R TERMS AND CONDITIONS The USSP should include in the terms and cond itions of a flight authorisation : (a) a reminder clause about the applicable conditions and airspace constraints ; (b) the t echnical requirements , such as the necessary UAS performance requirements ; (c) w hen relevant , a list of any permissions that are required for a flight to enter restricted airspace (e.g. limited - access geographical zones) ; (d) instructions detailing how to handle the flight authorisation and activation request s and constraints , such as the time fra me for flight activation or deactivation .

GM1 Article 10(1) UAS flight authorisation service

ED Decision 2022/022/R RETENTION OF RECORDS It is recommended that the USSP keep the records for a period of 5 years.

GM1 Article 10(2) UAS flight authorisation service

ED Decision 2022/022/R UAS FLIGHT AUTHORISATION PROCESS (a) The UAS flight authorisation service is a conflict resolution mechanism and authorises flight s that are free of intersection with other flight authorisations.

(b) The UAS flight authorisation request describes the flight trajectory as a series of one or more 4D volumes expressed in height (base, ceiling), longitudinal and lateral limits, and duration (entry and exit times). Eac h dimension includes the uncertaint ies of the flight, e.g . earliest possible entry, latest possible exit.

(c) The d etection of conflict is performed considering the planned 4D trajectories of the flights with the deviation thresholds added.

(d) The flight authorisation service ensures that the trajectory does not conflict with a no - fly zone and warns if the flight enters a restricted area.

Powered by EASA eRules Page 84 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER IV — U - SPACE SERVICES (e) The UAS flight authorisation service describes a 4D trajectory typically in terms of height, length, width, and dur ation , and ensures that the trajectory does not conflict with a no - fly zone.

(f) The performance required is primarily driven by consider ing separation assurance and collision avoidance.

AMC1 Article 10(2) (a) ; (b) UAS flight authorisation service

ED Decisio n 2022/022/R CHECK OF THE UAS FLIGHT AUTHORISATION REQUEST — COMPLETE, CORRECT, FREE OF INTERSECTION The USSP should verify that the UAS flight authorisation is complete , correc t , and free of intersection , and only accept the UAS flight authorisation request when all the following conditions are satisfied: (a) When specified by the Member State ( as per AMC2 to Article 3(4) of Regulation (EU) 2021/664 ), the flight authorisation request is made within the allowed time frame .

(b) The maximum capacity and density of UAS flights in the U - space airspace ( AMC1 to Article 3(4) of Regula tion (EU) 2021/664 ) is not yet reached.

(c) The UAS registration number provided by the UAS operator can be retrieved and validated from the o perator ’ s information provided by the Member States as per Article 3 (5) of Regulation (EU) 2021/664 .

(d) When available, the UAS registration number can be retrieved and validated from the information provided by the Member States.

(e) The UAS flight is compatible with the U - space airspace restrictions and temporary airspace limitations.

(f) T he UAS flight d o es not intersect with a prohibited (no - fly) geographical zone .

(g) The 4D trajectory of the UAS flight, with the deviation threshold (as specified for U - space airspace as per AMC2 to Article 3(4) of Regulation (EU) 2021/664 ) added, is free of any intersection with a previously authorised request.

The contingency /emergency measures detailed in the flight authorisation request are free of any intersection with a previously authorised request.

AMC2 Article 10(2)(a);(b) UAS flight authorisation service

ED Decision 2022/022/R UAS FLIGHT — ACCEPTANCE O F FLIGHT PLANNED IN RESTRICTED AREA A UAS flight planned outside the boundaries of the U - space airspace or planned to enter a geographical zone with restricted access may be a UAS operator error. When a UAS flight is planned outside the boundaries of the U - space airspace or in a restricted a ccess geographical zone, the USSP may accept the flight authorisation but should provide beforehand a clear notification to the UAS operator, and should list in the terms and conditions the related airspace restrictions, specific entry permissions and requ irements.

Once the UAS operator confirms it has been granted the relevant permissions to perform its flight, the USSP should accept the flight authorisation request.

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AMC1 Article 10(2)(c) UAS flight authorisation service

ED Decision 2022/022/R REASON FOR REJECTION OF A UAS FLIGHT AUTHORISATION A USSP that reject s a UAS flight authorisation request should indicate the reason (s) for the rejection to the UAS operator concerned .

GM1 Article 10(2)(c) UAS flight authorisation service

ED Decision 2022/022/R UAS FLIGHT AUTHORISATION NOT ACCEPTED (a) The reason s f o r which the USSP is unable to grant the authorisation should be detailed and clear enough to allow the UAS operator to properly understand the issue and adjust its flight authorisation request accordi ngly.

(b) As only warnings will be given regarding airspace access, the UAS operator remains responsible for acquiring any necessary access permission.

GM1 Article 10(2)(d) UAS flight authorisation service

ED Decision 2022/022/R DEVIATION THRESHOLD S Due to the numerous parameters outside the area of responsibility of the USSPs which are required to establish safe and sensible deviation threshold s (e.g. a cceptable l evel of s afety (ALS) , density of operations, necessary safety margins, etc. ) , the deviation thresholds are defined by the Member States during the r isk a ssessment and specified as performance requirements as per the AMC and GM to Article 3 (4) of Regulation (EU) 2021/664 .

AMC1 Article 10(3) UAS flight authorisation service

ED Decision 2022/022/R WEATHER INFORMATION The Member State may specify weather maxima or minim a for important meteorological parameters as part of the U - space airspace operational conditions and constraints. W hen weather maxima or minima exist , the weather information service is required for the U - space airspace and the USSP should check the adequacy of the weather forecast with the specified weather maxima or minim a when processing UAS flight authorisation and activation request s .

GM1 Article 10(3) UAS flight authorisation se rvice

ED Decision 2022/022/R WEATHER INFORMATION The USSP cross - check s the weather maxima and minim a with the ‘ mode of operation ’ ( point 2 of Annex IV ) of the flight authorisation request, such as : (a) visibility requirements for VLOS or BVLOS with aerial observers ; (b) w ind and temperature for all operations .

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GM1 Article 10(4) UAS flight authorisation service

ED Decis ion 2022/022/R UAS FLIGHT AUTHORISATION NOT ACCEPTED USSPs may support the planning of an acceptable alternative in suggesting the start time or change of path.

AMC1 Article 10(5) UAS flight authorisation service

ED Decision 2022/022/R ACTIVATION OF THE UAS FLIGHT AUTHORISATION The USSP should make a final check of the flight authorisation and should confirm the UAS flight authorisation activation without delay when the following conditions are satisfied: (a) The UAS operator has accepte d the terms and conditions associated to the flight authorisation.

(b) T he UAS flight authorisation is activated within the allowed time frame , when specified .

(c) The U - space airspace is not subject to dynamic airspace re configuration, and the UAS flight remains compatible with the U - space airspace restrictions and temporary airspace limitations.

(d) The planned UAS flight is compatible with the current weather maxima or minim a , when relevant.

(e) The UAS flight authorisation does not intersect with anothe r UAS flight authorisation that ha s a higher priority (e.g. UAS conducting special operation s ).

(f) In the proximity of the UAS flight, there are no: (1) manned aircraft in a state of emergency ; (2) cooperative but non - conforming drones, or non - cooperative drones ( when their detection is possible ) ; (3) e - conspicuous manned aircraft intersect ing the planned UAS trajectory .

When the UAS flight authorisation cannot be activated , the USSP should indicate the reason (s) to the UAS operator and may propose an alternative.

GM 1 Article 10(5) UAS flight authorisation service

ED Decision 2022/022/R ACTIVATION REQUEST (a) It i s acknowledged that d epending o n the implementation of the flight authorisation service and the situation in the U - space airspace, the flight authorisation may ha ve been withdrawn.

Nevertheless, a final consolidation and check of the accepted flight authorisation against the U - space airs pace constraints, conditions, and environment is expected to be perf or me d to ensure the safety of operations.

(b) The activation request is expected close to the start of the flight mentioned in the UAS flight authorisation.

(c) The activation of the fligh t authorisation triggers the provision of the network identification and traffic information services and, when applicable, the conformance monitoring service. The activation request should enable the provision of these services .

Powered by EASA eRules Page 87 of 157 | May 2024 Easy Access Rules for U - space Cover regulati on CHAPTER IV — U - SPACE SERVICES (d) When the USSP receives the activation request, it rechecks the flight authorisation request. If the flight authorisation request ha s been withdrawn because it ha s been found to be in conflict with a higher - priority flight authorisation request or a manned aircraft known or believed to be in a state of emergency, then the USSP should respond negatively to the activation request.

(e) If no activation request i s received for a flight, the USSP should withdraw the flight authorisation after the time indicated in the flight a uthorisation request as the latest possible start time of the flight plus any deviation threshold with units of time. The USSP may warn the UAS operator before doing this.

GM2 Article 10( 5 ) UAS flight authorisation service

ED Decision 2022/022/R ACTIVATI ON OF THE UAS FLIGHT AUTHORISATION The minimum and maximum time (size of time window) before take - off at which the activation of the flight authorisation may have been identified by the Member Sate for specific U - space airspace. The USSP may further constr ain the minimum and maximum time (size of time window) before take - off at which the activation is requested , due to practical considerations (e.g. efficient acceptance of flight authorisations among the UAS operators) .

Those constraints are to be provided to the UAS operators in the terms and conditions of the UAS flight authorisation request .

GM 3 Article 10(5) UAS flight authorisation service

ED Decision 2022/022/R UNJUSTIFIED DELAY A possible interpretation of the expression ‘without unjustified delay’ is provided in ASTM F3548 - 21 ‘Standard Specification for UAS Service Supplier (USS) Interoperability’, which requires that the activation of flight authorisations be confirmed within 5 seconds for 95 % of the time.

AMC1 Article 10(6) UAS flight authorisation service

ED Decision 2022/022/R UAS FLIGHT AUTHORISATION EXCHANGE AND CONFLICTING REQUESTS To prevent conflicting UAS flights, the USSP should: (a) make the necessary arrangements with other USSPs to allow for the rapid, reliable, robust and unequivocal identification of conflicts between any UAS flight authorisation requests ; (b) ensure constant synchronisation of the flight authorisations within the U - space they share , in exchang ing the UAS flight authorisation requests among themselves as well as stat ing changes t o those requests — ‘ Accepted ’ , ‘ Activated ’ , ‘ Withdrawn ’ , ‘ Ended ’ .

GM1 Article 10(6) UAS flight authorisation service

ED Decision 2022/022/R ARRANGEMENTS IN CASE OF CONFLICTING UAS FLIGHT AUTHORISATION REQUESTS (a) To ensure the interoperability of USSPs that provid e flight authorisation services and resolve potential conflicts, USSPs may follow ASTM F3548 - 21 ‘ Standard Specification for UAS Service Supplier (USS) Interoperability ’ .

Powered by EASA eRules Page 88 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER IV — U - SPACE SERVICES (b) When duly demonstrated to the c ompetent authority that the following mechanism can be safely implemented, i f during operations any USSP fails entirely and cannot support strategic coordination, the arrangement among the USSPs may establish service levels and allow other USSPs to plan ov er accepted flights managed by the USSP that has failed . In that regard, the terms and conditions associated with the flight should incorporate provisions to deal with th at specific case.

AMC1 Article 10(7) UAS flight authorisation service

ED Decision 2022 /022/R AIRSPACE RESTRICTIONS AND LIMITATIONS The USSP should: (a) w hen authorising a flight request, use the set of current airspace restriction data coming from the CIS (and the associated geo - awareness service) ; (b) check whether there are any entry pe rmission or technical requirements due to any airspace restrictions relevant to the flight, taking into account the flight’s 4 D trajectory including any deviation thresholds ; (c) list the airspace restrictions as well as the specific entry permission and t echnical requirements in the terms and conditions provided with the flight authorisation request, i f a flight authorisation requires specific entry permission or should meet specific technical requirements due to any airspace restrictions relevant to the flight and the USSP cannot determine from the information in the flight authorisation request whether these requirements are met .

GM1 Article 10(7) UAS flight authorisation service

ED Decision 2022/022/R AIRSPACE RESTRICTIONS AND LIMITATIONS (a) When the acceptance of the flight authorisation only depends on the information contained in the flight authorisation request ( Annex IV t o Regulation (EU) 2021/664 ), or when an appropriate automatic mean s to request and obtain permission to enter restricted airspace is implemented for the U - space airspace , the USSP may automatically confirm the technical compliance and approve the flight authorisation request . Conversely , the same process could automatically determine technical non - compliance or the absence of entry permission, hence the USSP could automatically reject the flight authorisation request.

(b) For cases other than that referred to in point (a), there are currently no means in the flight authorisation request ( Annex I V t o Regulation (EU) 2021/664 ) for the UAS operator to indicate that i t ha s alread y obtained permission to enter any restricted airspace or that the aircraft is appropriately equipped. In these cases, the flight authorisation service should inform the UAS operator whether permission is required or whether there are specific requirements to be satisfied (e.g. technical equipment ) by including the requirements in the terms and conditions of the flight authorisation request .

(c) In the case described in point (b), the UAS operator is responsible for obtaining the appropriate permission to enter any restricted airspace and/or for using an aircraft that meets any applicable technical requirements. By activating a flight authorisation, the UAS operator commits to meeting the terms and conditions of that flight authorisation request .

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AMC1 Article 10(8) UAS flight authorisation service

ED Decision 2022/022/R SPECIAL OPERATIONS For the purpose s of this AMC, the term ‘ normal ’ is used for a UAS flight which does not c onduct special operations.

(a) When an authorisation request for a UAS flight which conduct s special operation s conflicts with a previously authorised normal UAS flight, the USSP should update or withdraw the authorisation of the normal flight , as may be n ecess ary by the circumstances, in order to authorise the flight which conduct s special operations.

(b) T he USSP should inform the UAS operator concerned about any change to the flight authorisation , as per Article 6 (6) of Regulation (EU) 2021/664 .

GM1 Article 10(8) UAS flight authorisation service

ED Decision 2022/022/R SPECIAL OPERATIONS USSP s identif y flight authorisation requests intended for special operations by the information given under ‘type of flight’ (special operations) of the UAS flight authorisation request ( see point 3 of Annex IV t o Regulation (EU) 2021/664 ) .

AMC1 Article 10(9) UAS flight authorisation service

ED Decision 2022/022/R ORDER OF PROCES SING (a) USSPs should reject any UAS flight authorisation request that conflict s with an earlier authorisation request of the same priority or higher , in accordance with Article 10 ( 2)(b) of Regulation (EU) 2021/664 .

(b) As far as practically possible ( through the ‘ proper arrangements ’ that meet the requirement of Article 10 (6) of Regulation (EU) 2021/664 ) , USSPs should process UAS flight authorisations that hav e the same priority in the order of time at which the operational intent is submitted.

(c) As part of the recording required by AMC1 to Article 10(1) of Regulation (EU) 2021/664 , USSP s should record the time of rece i pt of the UAS flight authorisation requests.

GM1 Article 10(9) UAS flight authorisation service

ED Decision 2022/022/R PRIORITY (a) A new flight authorisation request cannot override a previously approved flight authorisation of the same priority. To reduce the number of cases wh ere two conflicting flight authorisation requests arrive before the approval of either of them has finished, the time required to approve a flight au thorisation request by means of ‘ proper arrangements ’ as per Article 10 (6) of R egulation (EU) 2021/664 should be as short as practical ly possible . When two or more conflicting flight authorisation requests are received so close in time that their processing has not finished when the other(s) is (ar e) received , then there should be no systematic advantage to a given USSP or a given UAS operator.

Powered by EASA eRules Page 90 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER IV — U - SPACE SERVICES The result should be one of the following : (1) the first flight authorisation request received by any USSP is approved ; (2) neither/none flight authorisation request is approved ; (3) any flight authorisation request at random is approved .

(b) It is not possible to change an already authorised flight so that it conflicts with another authorised flight of the same priority or higher. Any chan ge causing a conflict will be rejected , and the original, unchanged flight authorisation should remain valid .

AMC1 Article 10(10) UAS flight authorisation service

ED Decision 2022/022/R CONTINUOUS CHECK OF FLIGHT AUTHORISATION S IN RELATION TO THE PRESENC E OF MANNED AIRCRAFT In airspace where the operation of manned aircraft not subject to air traffic control by the ANSP take s place, the USSP should consider the presence of electronically conspicuous manned aircraft and should : (a) update or withdraw the flight authorisations , as may be necess ary, if the manned aircraft is or is believed to be in a state of emergency ; (b) s uggest to UAS operator s the update of the flight authorisation when the manned aircraft trajectory intersect s with the planned UAS 4D trajectory to enhance continued separation .

GM1 Article 10(10) UAS flight authorisation service

ED Decision 2022/022/R C ONTINUOUS CHECK (a) The checks should be performed from the moment the flight is authorised until the flight is no longer active (i.e. when the UAS operator signals the flight is no longer active).

(b) ‘ Continuous ’ checking is likely to be implemented as periodic checking. For an active UAS flight , the check should deliver relevant information as soon as practical ly possible , hence the checking should be performed at intervals similar to the time between the updates of the netw ork information service for a given flight. For a not - yet - active flight , the checking interval may be longer and at the time limit according to the time horizon published by the Member States for the validity and availability of geo - awareness data.

GM2 Art icle 10(10) UAS flight authorisation service

ED Decision 2022/022/R UPDATE OR WITHDRAWAL OF A FLIGHT AUTHORISATION (a) USSPs may provide an updated , active UAS flight authorisation at the request of the UAS operator at any time provided that by doing so no new conflicts are produced . For example, a USSP may update a UAS flight authorisation at any point in space to assist in avoiding manoeuvres (e.g. holding or hovering) without the flight being considered non - conforming.

(b) When a USSP becomes aware tha t an existing flight authorisation is impacted by a new dynamic airspace restriction/limitation or that an existing flight authorisation is considered to be at risk from manned aircraft traffic due to information shared by the relevant air traffic service units, or information incoming from a (non - cooperative) drone detection system, then the USSP should either alert the UAS operator and provide it with an updated UAS flight authorisation to Powered by EASA eRules Page 91 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER IV — U - SPACE SERVICES resolve the conflict or withdraw the existing UAS flight authorisa tion. The USSP should request the UAS operator to acknowledge any change in the UAS flight authorisation.

(c) Ending an active flight is a UAS operator action , and it is not expected to be automatically performed by the USSP. Ending an active flight terminates the provision of ‘ tactical ’ services , such as n etwork i dentification, t raffic i nformation , and c onformance m onitoring services . The USSP should warn a UAS operator if it has not ended the flight and the time limit of the flight authorisation has passed.

(d) The USSP may withdraw a flight authorisation prior to flight activation.

AMC1 Article 10(11) UAS flight authorisation service

ED Decision 2022/022/R UNIQUE AUTHORISATION NUMBER (a) When authorising a flight, t he USSP should issue a flight authorisation number that is unique throughout the duration that the authorisation is expected to be referred to, including after flight. This period should be at least 2 years, and preferably more than 10 years.

(b) Each USSP should ensure that the probability of issuing an authorisation number that is the same with that issued by another USSP within the geographic scope of the U - space implementation is lower than once in 2 years and preferably lower than once in 10 y ears.

(c) USSPs should agree on , and ensure through dedicated arrangements, the robustness of the mechanism ensuring the uniqueness of flight authorisation number s .

GM1 Article 10(11) UAS flight authorisation service

ED Decision 2022/022/R UNIQUE AUTHORI SATION NUMBER (a) The purpose of a unique authorisation number is to support the identi fication of a UAS operation during all its phases, including postflight. It provides an identifier for each UAS flight which is , as far as possible , unique across the U - space implementation and unique in a given time period, for at least 2 years and preferably for more than 10 years.

(b) The UAS operator should refer to the flight by its unique authorisation number in any subsequent communication with the USSP regarding that flight. It might include activation, ending, update , or cancellat ion. T he USSP too should refer to the flight by its unique authorisation number in any communication with the UAS operator, for example in case of authorisation withdrawal .

(c) A Variant 1 Version 4 or Version 5 universally unique identifier ( UUID ) is con sidered a sufficiently unique flight authorisation number. In case Version 5 is used, the USSP should have a unique identifier and that identifier should be made known to the competent authority as part of the certification process of the USSP.

(d) Updates to a UAS flight authorisation should not result in a change t o the unique authorisation number.

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Article 11 — Traffic information service

Implementing Regulation (EU) 2021/664 1. A traffic information service provided to the UAS operator shall contain information on any other conspicuous air traffic, that may be in proximity to the position or intended route of the UAS flight.

2. The traffic information service shall include information about manned aircraft and UAS traff ic shared by other U - space service providers and relevant air traffic service units .

3. The traffic information service shall provide information about other known air traffic and shall : (a) include the position , time of report as well as speed, heading or direction and emergency status of aircraft , when known ; (b) be updated at a frequency that the competent authority has determined.

4. Upon receiving the traffic information services from the U - space service provider, UAS operators shall take the relevant action to avoid any collision hazard.

GM1 Article 11 Traffic information service

ED Decision 2022/022/R GENERAL (a) The traffic information service provides information to UAS operators about other air traffic that is or may be present in close proximity t o the position of their UAS and supports situational awareness.

(b) The t raffic information service supports UAS ope rators in avoid ing collisions with manned and unmanned traffic.

(c) The t raffic information service supports concurrent access to U - space airspace for a large number of UAS by providing UAS operators with useful information for the safe and efficient condu ct of their flights.

GM2 Article 11 Traffic information service

ED Decision 2022/022/R RESPONSIBILITY WITH REGARD TO THE PREVENTION OF MID - AIR COLLISION (a) UAS operators are ultimately responsible for the safety of their flights , for meeting the U - space airspace operational constraints , and for ensur ing separation or spacing from other manned and unmanned traffic .

(b) This responsibility cannot be transferred to USSP s nor to ANS P s. Neither is authorised to give instructions such as ‘ climb ’ , ‘ hold ’ , etc. , to UAS operators; neither is charged with the responsibility to provid e conflict resolution advisories, and neither is charged with the responsibility to separat e unmanned aircraft from other traffic, other than the USSP s that provid e flight authorisation services and ATC units that implement dynamic airspace reconfiguration.

(c) U - space services support the effective decision - making of UAS operators by provid ing as soon as possible the relevan t traffic information to the relevant UAS operators while protecting the integrity and confidentiality of the data originat ing from manned or unmanned aircraft.

(d) Traffic information is not common information, and the exchange of traffic information does not involve the single CIS provider — except when ATSP s provide the relevant traffic Powered by EASA eRules Page 93 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER IV — U - SPACE SERVICES information regarding manned aircraft in U - s pace airspace established in contro lled airspace , as laid down in point ATS.OR.127 of Regulation (EU) 2017/373 amended by Regulation (EU) 2021/665 .

AMC1 Article 11(1) Traffic information service

ED Decision 2022/022/R IDENTIFICATION IN REAL TIME USSPs should: (a) ident ify any known traffic i n close proximity to the position or intended route of any active UAS flight under thei r responsibility , and provide in real time that information to the UAS operator ; and (b) report such traffic to the UAS operator in a timely manner .

GM1 Article 11(1) Traffic information service

ED Decision 2022/022/R OTHER CONSPICUOUS AIR TRAFFIC From the point of view of a UAS operator, and in specific U - space airspace, other conspicuous air traffic comprises all flights under the control of other UAS operators that shar e the same U - space airspace and conspicuous manned traffic in the U - space airspace and in its vicinity.

GM 2 Article 11(1) Traffic information service

ED Decision 2022/022/R PROXIMITY Member States may support the definition of ‘ p roximity ’ by specif y ing the associated ‘ s urveillance volume’ through the establishment of the relevant values (range, height) as part of the performance requirements established for each U - space airspace.

Regarding UA S traffic , a rectangular area with a diagonal of 7 km, may be used according to the value provided in ASTM F3411 - 22A . For manned traffic , it is recommended to use 3 times this value ( i.e.

21 km).

AMC1 Article 11(2) Traffic information service

ED Decision 2 022/022/R ELABORATION OF TRAFFIC INFORMATION Traffic i nformation is composite data that USSPs should elaborate from several sources: (a) i n controlled airspace , from the traffic information provided by the ATSP as per point ATS.OR.127 of Regulation (EU) 2017/373 amended by Regulation (EU) 2021/665 , t h rough the CIS or , when relevant , from the s ingle CIS p rovider ; (b) from e lectronically c onspicuous mann ed traffic , as specified in point SERA.6005(c) of Regulation (EU) No 92 3 /2012 , in airspace where manned aircraft operations are not subject to ATC; (c) from c omplementary traffic information about uncontrolled manned aircraft ; (d) from the n etwork identification service, providing the UAS remote identification, including the information from other USSPs ; Powered by EASA eRules Page 94 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER IV — U - SPACE SERVICES (e) f rom o ther authoritative sources .

AMC2 Article 11(2) Traffic information service

ED Decision 2022/022/R RECE I PT OF TRAFFIC INFORMATION FROM UNCONTROLLED MANNED AIRCRAFT U SSP s that provid e t raffic i nformation service in U - space airspace where the operation of manned aircraft not subject to ATC take s place should ensure they can acquire the e - conspicuous manned aircraft information through the means specified in AM C1 to point SERA.6005(c) of Regulation (EU) No 923/2012 . The information may be acquired from external sources (e.g. o ther USSP s ) or by privately own ed means of rece i pt .

AMC3 Article 11(2) Traffic information service

ED Decision 2022/022/R USSP COMMON PROTOCOL — UNIQUENESS OF TRAFFIC INFORMATION USSPs should adhere to a common protocol to ensure the uniqueness of traffi c information and that it is delivered to each UAS operator exactly once.

GM1 Article 11(2) Traffic information service

ED Decision 2022/022/R COMPLEMENTARY RECE I PT OF TRAFFIC INFORMATION FROM UNCONTROLLED MANNED AIRCRAFT As per the result of the airspace risk assessment referred to in Article 3 (1) of Regulation (EU) 2021/664 , the need for deployment of additional ground infrastructure, in accordance with AMC1 to point SERA.6005(c) of Regulation (EU) No 923/2012 , necessary for the continuous rece i pt of information from manned aircraft that make themselves electronically conspicuous, may be exceptionally alleviated.

GM 2 Article 11( 2 ) Traffic inform ation service

ED Decision 2022/022/R FLOW OF TRAFFIC INFORMATION Traffic information is originally generated on board manned or unmanned aircraft by systems that compute, for example , own time, position and speed of the aircraft.

(a) Operators of unmanned aircraft in U - space airspace provide traffic information to U SSP s by means of network identification service.

(b) Operators of manned aircraft not subject to ATC in U - space airspace provide traffic information to U SSP s in accordance with point SER A.6005(c) of Regulation (EU) No 923/2012 .

(c) Inside controlled airspace, ATSP s provide traffic information on manned aircraft to U SSP s.

(d) U SSPs share traffic information among themselves and with UAS operators.

(e) There is no direct flow of traffic information from U SSP s to operators of manned aircraft.

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AMC1 Article 11(3) Traffic information service

ED Decision 2022/022/R PERFORMANCE OF THE TRAFFIC INFORMATION DISTRIBUTION USSPs should demonstrate a latency for distributing traffic information that is lower than 5 seconds for at least 99 % of the time.

Article 12 — Weather information service

Implement ing Regulation (EU) 2021/664 1. When providing a weather information service , U - space service providers shall: (a) collect weather data , provided by trusted sources, to maintain safety and support operational decisions of other U - space services; (b) prov ide the UAS operator with weather forecast s and actual weather information either before or during the flight.

2. The weather information service shall include, as a minimum : (a) wind direction measured clockwise through the true north and speed in metre s per second, including gusts; (b) the height of the lowest broken or overcast layer in hundreds of feet above ground level; (c) visibility in metre s and kilometres; (d) temperature and dew point; (e) indicators of convective activity and precipitation ; (f) the location and time of the observation, or the valid times and locations of the forecast ; (g) appropriate QNH with geographical location of its applicability .

3. U - space service providers shall pro vide weather information that is up - to - date and reliable to support UAS operation.

GM1 Article 12 Weather information service

ED Decision 2022/022/R GENERAL (a) The USSP collects the weather information necessary to support UAS operational decisions in a specific U - space airspace and supports the provision of other U - space services, such as the UAS flight authorisation service.

(b) It is recognised that the weather information service intended for UAS operations is different from th at provided by today’s meteorological service providers, especially when it comes to UAS operations in the ‘open’ and ‘specific’ categor y . UAS may fly near buildings and in areas where current aeronautical meteorological information is not always provided. Therefore, Article 12 of Regulation (EU) 2021/664 specifies the minimum content of weather information to be available for the purpose of UAS operations. It does not exclude the possibility that current aeronautical meteorological service providers may also provide this service.

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AMC1 Article 12(1)(a) Weather information service

ED Decision 2022/022/R TRUSTED SOURCES (a) USSPs should use weather data that com es from authoritative sources.

(b ) Where such weather data is not formally available from an authoritative source, but is required by end users, USSPs should use weather data from other (non - authoritative) sources, provided the y have been verified and validated by the USSP to conform with the data quality requirements.

(c) USSPs should enable the identification of the source of the weather data in accordance with the contractual arrangements concluded with their UAS operators.

GM1 Article 12(1)(a) Weather information service

ED Decision 20 22/022/R TRUSTED SOURCES (a) An authoritative source may be an organisation that is formally recognised by the Member State to originate and/or publish weather information which meets the data quality requirements as specified by that Member State. An authoritative source may be a meteorological service provider certified in accordance wi th Regulation (EU) 2017/373 .

(b) A non - authoritative source may be an organisation other than th at defined in point (a ), but which originates and/or publish es weather data derived through data gathering or measuring (e.g. by the USSPs themselves , aircraft operators, or other relevant weather information organisations, or a combination of the m ), which conform s with the dat a quality requirements as specified by the Member State .

AMC1 Article 12(2)(f) Weather information service

ED Decision 2022/022/R WEATHER INFORMATION USSPs should provide weather information that contains: (a) the location of the observation or forecast using: (1) the ICAO designator, where available; or (2) the geographic position expressed in the WGS 84 coordinate; (b) the validity of the observation or forecast by specifying: (1) the validity area/volume either via the ICAO designator and , where available, the WGS 84 position or WGS 84 area of validity; and (2) the time of the observation and/or the validity of the forecast in UTC time.

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GM1 Article 12(2)(f) Weather information service

ED Decision 2022/022/R WEATHER REPORTS Article 12 (2) of Regulation (EU) 2021/664 de fines the minimum weather information set to be provided by the USSP . I n certain cases, USSPs may either display a subset of, or enrich, this weather data set (or additional sources of information) to: (a) provide the information to the end user for awareness ; (b) complete the weather data set with weather information that is publicly available , such as MET information .

AMC1 Article 12(3) Weather information service

ED Decision 2022/022/R UP - TO - DATE INFORM ATION (a) Upon receipt of updated weather information related to current weather, the USSP should provide it to the UAS operator within maximum 30 seconds.

(b) Upon receipt of an updated weather forecast, the USSP should provide it to the UAS operator with in maximum 5 minutes from the time the USSP starts processing the data.

(c) The USSP should inform the end user when the information is not up to date.

RELIABILITY (d) The USSP should inform the end user of the source of the data at the request of the UAS operator.

(e) The USSP should provide a confidence level of the data being provided , where available , or indicate that the confidence level is unknown.

GM1 Article 12(3) Weather information service

ED Decision 2022/022/R UP - TO - DATE INFORMATION (a) It is the responsibility of the USSP to ensure that the data being consumed or referred to is the last available data set from the trusted source.

(b) The USSP is not responsible for ensuring that the data being exposed by the trusted source is effectively the l ast available data. This responsibility lies with the trusted source.

RELIABILITY (c) The reliability of the data pertains mostly to the security, availability , and status reporting to the end user. USSPs should ensure that the UAS operator is presented with accurate information that has not been tampered with , and with information regarding the confidence level of the data where this is available at the source.

(d) When MET data is provided using the standard MET products (such as METAR or aero drome local report), the confidence levels are contained within the MET standards that define these products, as specified in ICAO Annex 3 ‘Meteorological Service for International Air Navigation’ .

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Article 13 — Conformance monitoring service

Implementing Regulation (EU) 2021/664 1. A conformance monitoring service shall enable the UAS operators to verify whether they comply with the requirements set out in Article 6(1) and the terms of the UAS flight authorisation . To this end, this service shall alert the UAS operator when the flight authorisation deviation thresholds are violated and when the requirements in Article 6(1) are not complied with .

2. W here the conformance moni toring service detects a deviation from the flight authorisation , the U - space service provider shall alert the other UAS operators operating in the vicinity of the UAS concerned , other U - space service providers offering services in the same airspace and re levant air traffic services units, which shall a c knowledge the alert .

GM1 Article 13 Conformance monitoring service

ED Decision 2022/022/R GENERAL (a) Article 13 of Regulation (EU) 2021/664 contains a general description of the objective of the conformance monitoring service, as well as the requirements for the USSPs that provid e such service. This service checks the current in - flight information of each UAS with respect to the actual progress of the UAS flight as reported by the UAS operator or obtained from the remote identification service . The monitoring is performed per UAS flight.

(b) When a ny non - conform ance of the UAS flight is detected, the USSP alert s : (1) the UAS operator of the flight for which the non - conformance is detected; (2) other air traffic , (3) other USSPs ; (4) the single CIS provider , where applicable ; or (5) other relevant authorities.

(c) T he USSP that detect s a non - conformance should : (1) add the information o n deviation in the traffic information message if an unmanned aircraft is non - compliant; (2) alert the UAS operators whose unmanned aircraft fail to comply with their planned operation; and (3) monitor all current flight operations of their subscribed UAS operators ; a ll USSPs have collective responsibi lity to dispatch relevant information to the UAS operators concerned.

GM2 Article 13 Conformance monitoring service

ED Decision 2022/022/R NON - CONFORM ANC E — EXAMPLES A n on - conform ance may occur when a UAS flight does not comply: (a) with any of the operational conditions or airspace constraints referred to in Article 3 (4)(c) of Regulation (EU) 2021/664 ; Powered by EASA eRules Page 99 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER IV — U - SPACE SERVICES (b) with any of the terms or conditions of its flight authorisation in accordance with Article 10 (1) of Regulation (EU) 2021/664 ; (c) with any of the deviation thresholds of its flight authorisation in accordance with Article 10 (2)(d) of Regulation (EU) 2021/664 .

AMC 1 Article 13(1) Conformance monitoring service

ED Decision 2022/022/R DETERMINATION OF CONFORMANCE The USSP should perform the following sequence: (a) match the unmanned aircraft with a corresponding flight authorisation(s); (b) determine whether the unmanned aircraft is subject to an accepted and activated flight authorisation ; (c) determine whether the unmanned aircraft c ompli es with the deviation thresholds of the flight authorisation; (d) when possible, determine whether the unmanned aircraft compl ies with the requirements laid down in Article 6 (1) of Regulation (EU) 2021/664 , and the terms and conditions of the UAS flight authorisation ; When the UAS is detected to be non - conformant , the USSP should provide the details of the non - conformance in the alert.

AMC 2 Article 13(1) Conformance monitoring service

ED Decision 2022/022/R NON - CONFOR M ANCE WITH THE DEVIATION THRESHOLDS The USSP should consolidate the deviation with the flight authorisation , and should confirm the non - conform ance , when the UAS is outside the authorised 4D volume, including the deviation threshold s , for more than 5 % of the time as validated over time .

AMC3 Article 13(1) Conformance monitoring service

ED Decision 2022/022/R NON - CONFOR M ANCE WITH THE FLIGH ACTIVATION/DEACTIVATION The USSP should detect a non - conform ance when a UAS flight: (a) i s performed without flight authorisa tion or proper flight a ctivation ( i.e . accepted by the USSP) ; (b) ha s no t ended , and the time limit of the flight authorisation has passed.

AMC4 Article 13(1) Conformance monitoring service

ED Decision 2022/022/R PERFORMANCE OF THE NON - CONFORMANCE ALERTING To ensure safety of operations through the timely reaction of UAS operators, the USSP should alert UAS operators within 5 seconds, for 99 % of the time, when a non - conformance is detected.

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GM1 Article 13(1) Conformance monitoring service

ED Decision 2022/022/R PRELIMINARY ALERT TO THE INFRINGEMENT OF THE 4D VOLUME When the UAS flight approaches the boundaries of the authorised 4D volume, a preliminary alert may be generated by the USSP to raise awareness of the UAS ope rator about the potential for infringement and non - conformance.

GM 2 Article 13(1) Conformance monitoring service

ED Decision 2022/022/R NON - CONFORM ANCE WITH THE FLIGH ACTIVATION/DEACTIVATION A flight which remains airborne after the time limit of its fli ght authorisation has passed may no longer be conflict free , and p oses a hazard to other flights which conform with their flight authorisations.

Therefore, a flight which has not ended by the time its flight authorisation time limit has passed is non - confo rmant .

GM 3 Article 13(1) Conformance monitoring service

ED Decision 2022/022/R NON - CONFORMANCE NOTIFICATION The aim of the non - conformance notification is to provide information with regard to the specific position of the unmanned aircraft at the time it became non - conformant with respect to its flight authorisation. The i nformation about a non - conformant unmanned aircraft comprises the time, the position, and the number of non - conformant occur rences , each with an indication of deviation when possible.

AMC1 Article 13(2) Conformance monitoring service

ED Decision 2022/022/R ALERT S TO THE AIR TRAFFIC CONTROL UNIT The USSP should issue a non - conformance alert to the relevant ATC unit when a non - conformant unmanned aircraft is likely to represent a threat to manned aircraft in controlled airspace , i.e. t he unmanned aircraft exit s the U - space airspace , or enter s an area where the implementation of an airspace restriction or a dynamic reconfiguratio n is in progress .

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CHAPTER V — CERTIFICATION OF U - SPACE SERVICE

PROVIDERS AND SINGLE COMMON INFORMATION SERVICE

PROVIDERS

Article 14 — Application for a certificate

Implementing Regulation (EU) 2021/664 1. U - space service providers and , when designated, single common information service providers shall hold a certificate issued by the competent authority of the Member State of their principal place of business .

2. U - space service providers and , when designated, single common information service providers that have their principal place of business, are established, or reside in a third country, shall apply for a certificate to the European Union Aviation Safety Agency (‘the Agency’) .

3. The U - space service provi der ’s certificate shall be issued in accordance with Annex VI .

4. The single common information service provider ’ s certificate shall be issued in accordance with Annex VII .

5 . The certificate shall determine the rights and privileges of its hold er to provide services to which it relates .

6 . An application for a U - space service provider or a single common information service provider certif icate , or for an amendment to an existing certificate , shall be submitted in a form and manner established by the competent authority , or by the Agency, as applicable.

GM1 Article 14 Application for a certificate

ED Decision 2022/022/R GENERAL (a) The pr ovision of U - space services and single CIS is subject to certification by the relevant competent authority.

(b) The competent authority may be: (1) the national competent authority of the Member States where the U SSPs and, when designated, the single CIS p roviders have their principal place of business; (2) the Agency for USSPs and single CIS providers from third countries; (3) the Agency, at the request of the USSPs or the single CIS providers that provid e services in more than one Member State , following a coordination process described in Article 64 (at the request of the organisation) or Article 65 (at the request of the national competent authority) of Regulation (EU) 2018/1139 .

(c) The certification scheme aims t o preserv e public interest, most notably in terms of safety. The certificate confirms that the single CIS provider or the USSP meets the requirement s of Regulation (EU) 2021/664 as regards the provi s i o n of specific U - space services in the U - space airspace, commensur ate with the risk associated with the U - space services they provide. The certificate specifies the rights and obligations of the single CIS provider or the USSP, with particular regard to safety.

Powered by EASA eRules Page 102 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (d) Annexes VI and VII t o Regulation (EU) 2021/664 establish the certificate form template s for the USSP and the single CIS provider respectively . By introducing this single certificate concept, all the privileges of a USSP are to be mentioned in the attachment to the certificate specifying the type of U - space services, and the respective conditions and associated limitations. For the CIS provider, the certificate form does not include an attachment specifying the type of U - space services, conditions and limitations of the certificate because the CIS provider should always provide the required CIS in the U - space airspace for which the CIS provider h as been designated.

GM1 Article 14(3) Application for a certificate

ED Decision 2022/022/R OPERATIONAL CONDITIONS AND LIMITATIONS IN THE USSP CERTIFICATE (a) The ‘ Limitations ’ section of the certificate may be used to identify the restrictions to be appl ied in the provision of services and any other particularity of the service (s) provided (e.g. intended usage, type of operations).

(b) Limitations may also relate to some restrictions on the service(s) provided associated with non - compliances with respect to some performance requirements.

(c) The ‘ Conditions ’ may address actions that require to be accomplished to confirm the validity of the certificate.

(d) The certificate captures the specification of ‘s ervices ’, including the relevant performance requirements addressed in AMC2 to Article 3(4) of Regulation (EU) 2021/664 , demonstra ted to the competent authority .

GM1 Article 14(6) Application for a certificate

ED Decision 2022/022/R APPLICATION FORM — TEMPLATE Competent authorities may wish to consider using the following application form template, for the purpose of facilitatin g the harmonised implementation of Regulation (EU) 2021/664 .

Applicant details (a) Legal name of the applicant (b) Name of the USSP or the single CIS provider (c) Address of registry (d) Principal place of business (e) Telephone number (f) Email Reason for application 1. Initial issue 2. Renewal Powered by EASA eRules Page 103 of 157 | May 2024 Easy Access Rules for U - space C over regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS Declaration ( a) Full name of the accountable manager ( b) Signature of the accountable manager ( c) Date of application

Article 15 — Conditions for obtaining a certificate

Implementing Regulation (EU) 2023/203 1. U - space service providers and , when designated, single common information service providers shall be granted certificates if they demonstrate that they: (a) are able to provi de their services in a safe, secure, efficient, continuous and sustainable manner, consistent with the intended UAS operations and in compliance with the level of performance established by the Member States for the U - space airspace in accordance with Article 3(4) ; (b) use systems and equipment that guarantee the quality, latency and protection of the U - space or common information services in accordance with this Regulation; (c) have the appropriate net capital commensurate with the costs and risks associated with the provision of U - space or common information services; (d) are able to report occurrences in accordance with point ATM/ANS.OR.A.065 in Subpart A of Annex III to Implementing Regulation (EU) 2017/373 ; (e) implement and maintain a management system in accordance with Subpart B of An nex III to Implementing Regulation (EU) 2017/373 ; (f) implement and maintain a security management system in accordan ce with point ATM/ANS.OR.D.010 in Subpart D of Annex III to Implementing Regulation (EU) 2017/373 ; [applicable until 2 1 February 202 6 — Implementing Regulation (EU) 2021/664] (f) implement and maintain a security management system in accordance with point ATM/ANS.OR.D.010 in Subpart D of Annex III to Implementing Regulation (EU) 2017/373 and an information security management system in accordance with Annex II (Part - IS.I.OR) to Implementing Regulation (EU) 2023/203 ; [applicable from 22 February 2026 — Implementing Regulation (EU) 2023/203] (g) re tain for a period of , at least 30 days , recorded operational information and data or longer, where the recordings are pertinent to accident and incident investigations until it is evident that they will no longer be required; (h) have a robust business pla n indicating that they can meet their actual obligations to provide services in a continuous manner for a period of at least 12 months from the start of operations; (i) have in place arrangements to cover liabilities related to the execution of their tasks appropriate to the potential loss and damage ; (j) where they avail themselves of services of another service provider, they have the agreements conclude d to that effect , specify ing the allocation of liability between them ; Powered by EASA eRules Page 104 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPT ER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (k) have developed a contingency plan in the case of events, including security breaches impacting the delivery of services, which result in significant degradation or interruption of their operations; 2. In addition to the requirements laid down in paragraph 1, U - space service providers shall have an emergency management plan to assist the UAS operator experiencing an emergency and a communication plan to inform those concerned .

GM1 Article 15 Conditions for obtaining a certificate

ED Decision 2022/022/R GEN ERAL (a) Article 15 of Regulation (EU) 2021/664 contains the conditions for obtaining a certificate. They are inspired from the requirements that apply for ATM/ANS providers (i.e. those contained in Subpart B of Annex III to Regulation (EU) 2017/373 ) to obtain and maintain their respective certificates , but tailored to the particularities of the U - space .

(b) USSP s and single CIS provider s are organisations that directly contribute to safe UAS operations within the U - space airspace, and it is important that they have a risk - based management system in place. It is , therefore , essential that they comply with an appropriate management system established for that purpose. To apply this management system , taking into account the different types of providers and the performance of the services they provide , Regulation (EU) 2021/664 lays down some management system requirements. The elements of this management system are , therefore , harmonised for all the different t ypes of single CIS providers or USSPs, but their application may be different depending on the different services provided, especially for the USSPs. Therefore, the proposed management system provides for a proportionate application of the requirements for both providers.

(c) USSPs and single CIS providers are also required to implement a security management system based on the requirements laid down in point ATM/ANS.OR.D.010 of Subpart D of Annex III to Regulation (EU) 2017/373 . It has to be noted that Opinion No 03/2021 ‘Management of information security risks’ propo ses amendments, among others, to Subpart D of Annex III to Regulation (EU) 2017/373 , which will become applicable to U SSPs and single CIS providers once the related regulation is published .

(d) To become a certified USSP, the applicant should demonstrate its capability t o provid e at least the four mandatory U - space services referred to in Article 3 (2) of Regulation (EU) 2021/664 .

When ever required by a M ember S tate as per Article 3 (3) of Regulation (EU) 2021/664 , the applicant should also demonstrate its capability t o provid e the additional U - space services.

(e) Once an applicant becomes a certified USSP , it may provide services in any U - space airspace across the European Union. H owever, before the USSP start s providing services, the competent authority of the U - space airspace where the provision of services is intended to take place may need to validate that the USSP satisf ies the local conditions (e.g. performance requirements and constraints).

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AMC1 Article 15(1) Conditions for obtaining a certificate

ED Decision 2022/022/R SAFETY SUPPORT ASSESSMENT The applicant should provide the assurance with sufficient confidence that the provision of services that support the conduct of UAS operations will comply with the required level of performance and constraints via a complete, documented and valid argument that the services will be provided and will continue to be provided only as specified in the specified context. The safety support assessment undertaken by the applicant should encompass any contracted activities or specific arrangements.

For that purpose , the applicant should define its ‘functional systems’, ‘specification of services’ and ‘safety support requirements’.

AMC2 Article 15(1) Conditions for obtaining a certificate

ED Decision 2022/022/R VERIFICATION OF THE SAFETY SUPPORT ASSESSMENT PROCESS The applicant should ensure that the verification activities as regards the safety support assessment process ensure the completeness and correctness of the argument and include the verification that: (a) the risk analysis is complete; (b) the safety crit eria are correct and commensurate with the risk analysis; (c) all the elements of the ‘functional system’ or environment of operation are identified; (d) the specification of the operational context is complete and correct; (e) that the specification of th e way the service behaves is complete and correct; (f) the specification is analysed in the context in which the services are intended to be provided; (g) the ‘safety support requirements’ are correct and complete in relation to the specification; (h) the design is complete and correct with reference to the ‘specification of services’ and ‘safety support requirements’, and correctly addresses the safety criteria; (i) the design is the one analysed; (j) the implementation, to the intended degree of confidenc e, corresponds to the design analysed and behaves only as specified in the given operational context; and (k) the way the service behaves complies with and does not contradict other applicable requirements.

AMC3 Article 15(1) Conditions for obtaining a cer tificate

ED Decision 2022/022/R CONCEPT OF OPERATIONS (CONOPS) The applicant should develop its concept of operations, which is meant to: (a) increase the competent authority’s understanding of the applicant’s use case; (b) define the scope of the functi onal system submitted for certification; Powered by EASA eRules Page 106 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (c) establish the depth and boundaries of the certification, and ultimately the scope of the certificate; (d) capture the assumptions on the U - space performance requirements to be satisfied as per Article 3 (4) of Regulation (EU) 2021/664 .

AMC4 Article 15(1) Conditions for obtaining a cer tificate

ED Decision 2022/022/R COMPLIANCE MATRIX The applicant should develop a compliance matrix for the competent authority to ensure the soundness and completeness of the compliance demonstration. The compliance matrix should: (a) cover all the layer s of items to be satisfied (i.e. requirements of Regulation (EU) 2021/664 , the related AMC and GM, and applicable indu stry standards); (b) capture how each item is intended to be satisfied; and (c) link each item with supporting evidence (e.g. documents, tests, engineering documents).

AMC5 Article 15(1) Conditions for obtaining a certificate

ED Decision 2022/022/R INFOR MATION THAT SUPPORTS CERTIFICATION The applicant should provide all necessary information to the competent authority during the certification activities, especially in presenting its strategy for the purpose of certification and seeking agreement on the sc ope and depth of the assessment of the certification. The applicant should develop evidence, and make it available to the competent authority for investigation, which demonstrates that its ‘functional system’ allows for the safe provision of the services.

Additionally, the applicant should report to the competent authority any deficiencies (including those related to information security) and/or errors identified in the functional system, especially those that could lead to an unsafe condition. Such reports should be made in a form and manner acceptable to the competent authority.

GM1 Article 15(1) Conditions for obtaining a certificate

ED Decision 2022/022/R CORRELATION BETWEEN REGULATION (EU) 2017/373 AND THE AMC AND GM TO REGULATION (EU) 2021/664 Subpar t B, and s ome requirements in Subpart A and D of Annex III to Regulation (EU) 2017/373 are also applicable to USSPs and single CIS providers by virtue of the specific applicability references made in Article 15 of Regulation (EU) 2021/664 . However , the AMC and GM to Regulation (EU) 2017/373 are naturally not addressed to USSPs or to single CIS providers and are, therefore , not applicable to them.

To facilitate the reading and implementation of the relevant requirements, the following table contains the corr elation between the applicable requirements of Subparts A, B and D of Annex III to Regulation (EU) 2017/373 and the AM C and GM to Article 15 of Regulation (EU) 2021/664 . In this context, the table below contains the acceptable means of compliance and guidance material for USSP s and single CIS provider s to ensure compliance with the listed requirements o f Regulation (EU) 2017/373 . For the applicable requirements in Subpart s A, B and D of Annex III to Regulation (EU) Powered by EASA eRules Page 107 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS 2017/373 , listed in the table below, for which no AMC and GM are provided, USSPs and single CIS providers may propose their own means to comply with the applicable requirements.

Requirement in Annex III to AMC and GM to Article 15(1) of Regulation (EU) 2021/664 Regulation (EU) 2017/373 ATM/ANS.OR.A.065 AMC1 Article 15(1)(d) Conditions for obtaining a certificate OCCURRENCE REPORTING ATM/ANS.OR.A.065 GM3 Article 15(1) Conditions for obtaining a certificate ‘UNSAFE CONDITION’ IN THE U - SPACE ATM/ANS.OR.B.001 AMC1 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — TECHNICAL AND OPERATIONAL CAPACITY ATM/ANS.OR.B.001 AMC2 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — ISO ATM/ANS.OR.B.001 GM1 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — ISO ATM/ANS.OR.B.005(a)(1) AMC3 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — RESPONSIBILITIES AND ACCOUNTABILITIES ATM/ANS.OR.B.005(a)(2) AMC4 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — POLICY ATM/ANS.OR.B.005(a)(3) AMC5 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — SAFETY PERFORMANCE MONITORING AND MEASUREMENT ATM/ANS.OR.B.005(a)(3) AMC6 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — SAFETY ASSESSMENT (OF THE APPLICANT’S SYSTEM) ATM/ANS.OR.B.005(a)(3) GM2 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMEN T SYSTEM — SAFETY PERFORMANCE MONITORING AND MEASUREMENT ATM/ANS.OR.B.005(a)(3) GM3 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — SAFETY ASSESSMENT ATM/ANS.OR.B.005(a)(4) AMC7 Article 15(1)(e) Conditions for obtaining a cert ificate MANAGEMENT SYSTEM — ASSESSMENT OF THE MANAGEMENT SYSTEM ATM/ANS.OR.B.005(a)(5) AMC7 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — TRAINING AND COMPETENCY OF PERSONNEL ATM/ANS.OR.B.005(a)(6) AMC8 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — TRAINING AND COMPETENCY OF PERSONNEL ATM/ANS.OR.B.005(a)(7) AMC9 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — COMMUNICATION RESPONSIBILITIES ATM/ANS.OR.B.005(b) AMC10 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — DOCUMENTATION ATM/ANS.OR.B.005(c) AMC11 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — COMPLIANCE MONITORING ATM/ANS.OR.B.005(c) GM4 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — COMPLIANCE MONITORING Powered by EASA eRules Page 108 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS Requirement in Annex III to AMC and GM to Article 15(1) of Regulation (EU) 2021/664 Regulation (EU) 2017/373 ATM/ANS.OR.B.010 GM3 Article 15(1) Conditions for obtaining a certificate ‘UNSAFE CONDITION’ IN THE CONTEXT OF THE U - SPACE ATM/ANS.OR.B.010 GM4 Article 15(1) Conditions for obtaining a certificate ‘FUNCTIONAL SYSTEM’ IN THE CONTEXT OF THE U - SPACE ATM/ANS.OR.B.010 AMC1 Article 15(1) Conditions for obtaining a certificate SAFETY SUPPORT ASSESSMENT ATM/ANS.OR.B.010 AMC2 Article 15(1) Conditions for obtaining a certificate VERIFICATION OF THE SAFETY SUPPORT ASSESSMENT PROCESS ATM/ANS.OR.B.010 AMC3 Article 15(1) Conditions for obtaining a certificate CONCEPT OF OPERATIONS (CONOPS) ATM/ANS.OR.B.010 GM 5 Article 15(1) Conditions for obtaining a certificate SAFETY SUPPORT REQUIREMENTS ATM/ANS.OR.B.010 GM6 Article 15(1) Conditions for obtaining a certificate SPECIFICATION OF SERVICES ATM/ANS.OR.B.010 GM8 Article 15(1) Conditions for obtaining a certificate CONTENT OF THE CONOPS ATM/ANS.OR.B.010 AMC1 Article 15(1)(b) Conditions for obtaining a certificate SOFTWARE ASSURANCE ATM/ANS.OR.B.010 GM1 Article 15(1)(b) Conditions for obtaining a certificate SOFTWARE ASSURANCE — SOFTWARE ASSURANCE PROCESSES ATM/ANS.OR.B.010 AMC12 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — FUNCTIONAL CHANGE MANAGEMENT PROCEDURE ATM/AN S.OR.B.010 AMC13 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — CHANGE MANAGEMENT PROCEDURE ATM/ANS.OR.B.010(a) AMC4 Article 15(1) Conditions for obtaining a certificate COMPLIANCE MATRIX ATM/ANS.OR.B.010(a) GM9 Article 15(1) Conditions for obtaining a certificate COMPLIANCE MATRIX ATM/ANS.OR.B.015 AMC14 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — CONTRACTED ACTIVITIES ATM/ANS.OR.B.015 GM5 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — CONTRACTED ACTIVITIES ATM/ANS.OR.B.030 AMC15 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — RECORD - KEEPING — GENERAL ATM/ANS.OR.B.035 AMC16 Article 15(1)(e) Condition s for obtaining a certificate MANAGEMENT SYSTEM — OPERATIONS MANUAL ATM/ANS.OR.B.035 GM6 Article 15(1)(e) Conditions for obtaining a certificate MANAGEMENT SYSTEM — OPERATIONS MANUAL ATM/ANS.OR.D.010 GM1 Article 15(1)(f) Conditions for obtaining a certificate SECURITY MANAGEMENT SYSTEM ATM/ANS.OR.D.010 GM2 Article 15(1)(f) Conditions for obtaining a certificate INFORMATION SECURITY THREAT Powered by EASA eRules Page 109 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS

GM 2 Article 15 (1) Conditions for obtaining a certificate

ED D ecision 2022/022/R ‘APPLICANT’ IN THE CONTEXT OF THE U - SPACE For the purposes of Articles 14 and 15 of Regulation (EU) 2021/664 , ‘a pplicant ’ means the USSP or the designated s ingle CIS p rovider that seek s the obtention and approval of a certificate as per Article 14 of Regulation (EU ) 2021/664 .

GM 3 Article 15 (1) Conditions for obtaining a certificate

ED Decision 2022/022/R ‘UNSAFE CONDITION’ IN THE CONTEXT OF THE U - SPACE For the purposes of Regulation (EU) 2021/664 , ‘ u nsafe condition’ may be considered a situation wh ich, due to data error or data alteration (e.g. in case of malicious interactions) , a procedure error , or a system excessive response time or malfunction may result ( but is not limited to ) in the following : (a) i nsufficient separation /spacing , or air proximity between manned and unmanned aircraft within the U - space airspace , which may result in mid - air collision ; (b) a lack of separation between unmanned aircraft , which may result in mid - air collision leading to an increase of the ground risk ; (c) a n unmanned aircraft exiting the boundaries of the U - space airspace ; (d) a n unmanned aircraft entering a prohibited (no - fly zone) or a restricted access geographical zone ( as per Article 15 of Regulation (EU) 20 19 /947 ) , which could be established within the U - space airspace.

GM4 Article 15 (1) Conditions for obtaining a certificate

ED Decision 2022/022/R ‘FUNCTIONAL SYSTEM’ IN THE CONTEXT OF THE U - SPACE For the purposes of Regulation (EU) 2021/664 , ‘functional system’ m eans a combination of procedures, human resources and equipment, including hardware and software, organised to provide services within the context of the U - space airspace.

GM 5 Article 15 (1) Conditions for obtaining a certificate

ED Decision 2022/022/R SA FETY SUPPORT REQUIREMENTS Safety support requirements are the characteristics/items of the functional system to ensure that the service performs as specified. The following non - exhaustive list contains examples of safety support requirements that specify: (a) for software (and equipment), the complete behaviour in terms of functions, accuracy, timing, order, format, capacity, resource usage, robustness to abnormal conditions, overload tolerance, availability, reliability, confidence and integrity; (b) for p eople, their performance in terms of tasks (e.g. accuracy, response times, acceptable workload, resilience to distraction, self - awareness, team - player capacity , adaptability, reliability, confidence, skills, and knowledge in relation to their tasks); Powered by EASA eRules Page 110 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (c) f or procedures, the circumstances for their enforcement , the resources needed to perform the m (i.e. people and equipment), the sequence of actions to be performed , and the timing and accuracy of the actions; and (d) interactions between all parts of the sys tem.

GM 6 Article 15 (1) Conditions for obtaining a certificate

ED Decision 2022/022/R SPECIFICATION OF SERVICES As per the AMC and GM to Article 3 of Regulation (EU) 2021/664 , the a cceptable l evel of s afety (ALS) is determined du ring the airspace risk assessment and materialised upon the U - space airspace definition and the related performance requirements and constraints. These ‘high - level design characteristics’ of the functional system, comple men ted with those derived from the a pplicant ’s s afety a ssessment form the ‘specification of services ’, which is the baseline a pplicants should use for their safety support assessments alongside the ‘safety support requirements’ .

In the absence of established U - space performance requi rements and constraints, as per the AMC and GM to Article 3 of Regulation (EU) 2021/664 , the a pplicant should ma k e reasonable assumptions to define a suitable set of performance requirements .

The a pplicant should demonstrate to the competent au thority that the specification is complete and correct with r egard to its concept of operations ( CONOPS ) and s afety a ssessment .

GM 7 Article 15 (1) Conditions for obtaining a certificate

ED Decision 2022/022/R CERTIFICATION DATA AND EVIDENCE The data and evidence that support the a pplicant’s certification cover both procedural and technical aspects , and encompass the following items: (a) c oncept of operations (CONOPS) ; (b) c ompliance matrix with Regulation (EU) 2021/664 , the related AMC and GM , and applicable industry standards ; (c) d escription of the engineering processes and procedures (e.g. software assurance) ; (d) e ngineering and design documentation ; (e) s afety a ssessment ; (f) s ecurity r isk a ssessment ; (g) o perational p rocedures and instructions to other depend e nt stakeholders (e.g. USSPs, UAS operators ) ; (h) a nalys e s and tests ; (i) r ecords ( e.g. review, configuration and changes, statement of works, quality, etc . ) ; (j) r esidual defects and limitations .

Given that c e rti fi cation is a dynamic process, other items may be considered necessary to be documented during the certification activ ities.

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GM 8 Article 15 (1) Conditions for obtaining a certificate

ED Decision 2022/022/R CONCEPT OF OPERATIONS (CONOPS) — CONTENT The content of the CONOPS should be agreed with the competent authority , and may cover the following : (a) For the USSP and the s ingle CIS p rovider : (1) d escription of the a pplicant ’s business case ; (2) w hen known, description of the U - sp a ce environment wh ere the service(s) is (are) intended to be provided (e.g. identification of the stakeholders) ; (3) w hether the prov ision of services is intended in controlled and/or uncontrolled airspace and/or in airspace where both controlled and uncontrolled manned aircraft operations take place ; (4) d escription of the infrastructure, and how the availability/continuity of the provision of the service(s) is satisfied ; (5) o perational capacity (e.g. number of simultaneous operations supported , growth potential/scalability ) ; (6) s pecific arrangements (e.g. service acquired from a third party , or thro ugh sub contracted activities) ; (7) a description of each of the services provided by the applicant, and the operational functions and design principles that driv e the implementation of the services deliver ed to U - space airspace actors ; (8) d escription of t he a pplicant ’s ‘ functional syst e m ’ ; (9) i f any , the targeted level of integrity or reliability of the functional systems ; (10) t he technical measures regarding cybersecurity (e.g. authentication means , encryption) ; (11) w hen relevant, description of previous certification/approval experience ; (12) d eclaration of any additional features which are not required to comply with Regulation (EU) 2021/664 (and thus out side the scope of the certification) ; (13) t he assumptions on the U - space performance requirements addressed in the AMC and GM to Article 3 (4) of Regulation (EU) 2021/664 ; (14 ) a ny other considerations that may help the competent authority to g ain a good understanding of the a pplicant ’s use case.

(b) For the s ingle CIS provider: (1) t he type of information collected from the CIS , and from which organisation ; (2) i nterfaces with USSPs, ATSP s and other relevant entities that are entitled to provide information through the CIS ; (3) a description of the service and information provided to the USSPs .

Powered by EASA eRules Page 112 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (c) For the USSP : (1) w hether the provision of services is intended i n centralised and/ or decentralised CIS ; (2) h ow the information is intended to be exchanged with other USSPs and , when relevant , with the CIS ; (3) t he U - space services provided as per Article 3 (2) and ( 3 ) of Regulation (EU) 2021/664 ; (4) t he type of supported operations , such as VLOS/BVLOS , over congested environment ; (5) h ow the services are intended to be delivered to UAS operators (e.g. API or HMI) ; (6) t he o perational limits of their system , e.g . range, altitude , etc.; (7) t he solution implemented to receive the UAS remote identification .

GM 9 Article 15 (1) Conditions for obtaining a certificate

ED Decision 2022/022/R COMPLIANCE MATRIX The applicant is free to select the way of packaging the evidence that support s compliance. The development of the compliance matrix may also be an iterative process, as the evidence may not be fully available or characteri s ed at an initial version of the compliance mat rix, and several versions of the compliance matrix may be delivered during the initial certification process and subsequently updated during the continued oversight process .

However , even at an initial version of the compliance matrix, the early identifica tion of the documents that support compliance remains necessary in order to provide an overview of the compliance approach.

GM 10 Article 15 (1) Conditions for obtaining a certificate

ED Decision 2022/022/R APPROACH TO CERTIFICATION Based on the presentati on of the a pplicant’s CONOPS, strategy for certification, and the associated set of data and evidence, the competent a uthority defines the scope and depth of the certification investigations and select s the documents, set of data, and activities (e.g. onbo arding process, software development, tests, change management procedures, etc. ) to be assessed.

The competent authority’s investigation comprise s two main types of investigation: (a) Desktop reviews: mostly dedicated to documentation reviews performed remotely, without visit ing the applicant ’s facilities.

(b) Audits: to perform an in - depth and comprehensive assessment/inspection of the a pplicant ’s organisation, activities, processes, a nd evidence. Depending on whether or not a physical inspection is necessary, a udits may be performed on - site or remotely considering , for example , the efficiency of the access and the assessment of the items subject to investigation, and access to person ne l in charge of the a pplicant’s activities .

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AMC1 Article 15(1)(b) Conditions for obtaining a certificate

ED Decision 2022/022/R SOFTWARE ASSURANCE The applicant should ensure that a documented software assurance process is established to produce evidence and arguments that demonstrate that the provision of services satisfies the required U - space performance requirements.

Accordingly, the applicant should control the development of its software and follow a structured process, including planned and systematic activities (procedures), to substantiate with sufficient confidence that: (a) development errors (e.g. mistakes made in the determination, design or implementation of the requireme nts) have been identified, corrected or mitigated, and that the potential residual defects in the implementation are minimised; and (b) the software behaves as intended in the specified context.

When relevant, the applicant should also demonstrate that the implementation of potential additional features, except those required for ensuring the safe provision of services, do not interfere with the safe provision of the required services.

When software assurance relies on credit taken from simulated environmen ts and/or automated activities (e.g. automated verification) the applicant should: (a) identify the scope and the credit taken from those activities and substantiate their relevance for the arguments that demonstrate that the provision of services satisfie s the U - space performance requirements; and (b) demonstrate that the simulated or automated environments: (1) are representative of, or sufficiency close to, the real operational conditions; and (2) can be trusted, in producing evidence of their proper beh aviour and products.

AMC2 Article 15(1)(b) Conditions for obtaining a certificate

ED Decision 2022/022/R INFORMATION SECURITY ASSURANCE In conjunction with point B of Annex III to Regulation (EU) 2021/664 , the applicant should ensure a level of security consi stent with the intended UAS operations by evaluating and mitigating the risks induced by potential intentional unauthorised electronic interaction (IUEI) on the components of the functional systems (e.g. including the hardware and software, interfaces with the other U - space airspace stakeholders, e - conspicuity, or Network R - ID receivers).

The applicant should follow a continued risk - based approach as regards the following: (a) To assess the provision of services against any potential information security th reat and vulnerability that could affect the confidentiality, availability and integrity of the provision of services.

(b) The result of this assessment, following the identification of any necessary mitigation means, should be that the provision of servic es entails no identifiable vulnerabilities, or if any, they cannot be exploited to create a hazard or generate a failure that would have an effect that is considered unacceptable, in particular when they may result in an unsafe condition.

Powered by EASA eRules Page 114 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (c) When a risk n eeds to be mitigated, the applicant should provide evidence that the mitigation means provide sufficient grounds for evaluating that the residual risk is acceptable. Accordingly, the effectiveness and robustness of the mitigation means should be demonstrat ed through (a potential combination of) security - oriented robustness testing, inspection/analysis, refutation/penetration testing, etc., as agreed with the competent authority.

(d) Once the overall residual risk is considered acceptable, the applicant shou ld develop instructions, for example physical and operational security procedures, auditing and monitoring of the security effectiveness, to ensure a continued and effective protection of the provision of services.

(e) When the mitigation means rely on ope rational security measures to be fulfilled by a third party (e.g. UAS operator, USSP), they should be properly documented and shared with the relevant stakeholder.

(f) The applicant should dynamically reassess the potential for new vulnerabilities and the level of threat that were not foreseen during previous security risk assessments of the functional systems. If the continued assessment identifies an unacceptable threat condition, the applicant should notify the relevant stakeholders and the competent aut hority in a timely manner of the need and the means to mitigate the new risk.

This risk assessment is referred to as ‘security risk assessment’.

GM 1 Article 15(1)(b) Conditions for obtaining a certificate

ED Decision 2022/022/R SOFTWARE ASSURANCE — SOFTWARE ASSURANCE PROCESSES The software assurance processes should provide evidence and arguments that they support , as a minimum, the following: ( a ) The software requirements correctly state what is required by the software in order to meet the ‘specification of services ’ and the ‘ safety support requirements ’ . For that purpose, the software requirements should: ( 1 ) be correct, complete and , when available, compliant with upper - level requirements; and ( 2 ) specify the functional behaviour in no minal and de graded modes , and in terms of timing performance, capacity, accuracy, resource usage, robustness to abnormal operating conditions and overload tolerance, as appropriate, of the implemented software.

( b ) The software implementation does not cont ain functions that could adversely affect the satisfaction of the service specification and / or does not cause undesirable behaviour that may impair the safe provision of services.

( c ) Traceability is addressed in respect of all software requirements as follows: (1) Traceable to the ‘specification of service s ’ or the ‘safety support requirements ’ .

(2) Each software requirement allocated to a component should either be traced to an upper - level requirement , or its need should be justified an d assessed that it does not affect the satisfaction of the safety support requirements allocated to the component.

(3) Each software requirement is linked to a verification activity (e.g. analysis and/or tests), granular enough to efficiently demonstrate that the requirements are met .

Powered by EASA eRules Page 115 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS ( d ) The functional behaviour, timing performance, capacity, accuracy, resource usage (potentially on the target hardware ) , robustness to abnormal operating c onditions and overload tolerance of the implemented software compl y with the software requirements.

( e ) The software verification : (1) i s correct and completely verif ies the software requirements , with a sufficient level of detail demonstrating that the requirements are fully me t ( e.g. intent of the test ; analysis ; clear , expected behaviour ; and pass – fail criteria) ; (2) confirms that the service behaves as specified in an environment representative o f the intended operational environment ; (3) a llows to verify all the interfaces and the robustness of the implementation ; (4) i s performed through review, analysis and/or testing and/or other equivalent means, as agreed with the competent authority ; and (5) g ene rates traceable results, with clear identification of any failed item.

( f ) The evidence and arguments produced by the software assurance processes should be traceable to : (1) a known executable version of the software; (2) a known range of configuration data; and (3) a known set of software items and descriptions, including specifications, which have been used in the production of that version, or can be justified as applicable to that version.

( g ) The software assurance processes should inc lude the necessary activities to ensure that the software life cycle data can be shown to be under configuration control throughout the software ’s life cycle, including the possible evolutions due to changes or correction of problems.

The activities should include, as a minimum: (1) configuration identification, traceability and status - accounting activities, including archiving procedures; (2) problem reporting, tracking , and management of corrective action s ; and (3) retrieval and release procedures.

( h ) S o ftware q uality control should be undertaken to assess the conformance of the development of the software with established processes and related procedures , and should be supported by any necessary corrective actions according to the findings . The software quality control should be performed independently from the software development team to ensure impartiality of the control .

GM2 Article 15(1)(b) Conditions for obtaining a certificate

ED Decision 2022/022/R SOFTWARE ASSURANCE — USE OF EXISTING INDUSTR Y STANDARDS The applicant is responsible for defini ng the software assurance processes. The a pplicant may directly develop its own method, provided it allow s to properly structure the software activities and address es the key software engineering pr inciples and associated software life cycle data upon which the software process assurance is built: Powered by EASA eRules Page 116 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (a) software specification (requirements and design information) ; (b) software verification ; (c) traceability (between items) ; (d) configuration and change management ; and (e) quality assurance.

Nevertheless, it is recommended that the a pplicant consider the guidance material contained in existing industry standards for software assurance considerations. It should be considered that n ot all standards address all aspects required, and the a pplicant may need to define additional software assurance processes.

Guidance material typically includes: ( f ) objectives of the software life cycle processes; ( g ) activities t o meet the objectives; ( h ) description of the evidence, in the form of software life cycle data, which indicates that the objectives have been met ; and ( i ) particular aspects (e.g. previously developed or COTS software) that may be applicable to certain applications.

GM3 Article 15(1)(b) Conditions for obtaining a certificate

ED Decision 2022/022/R SOFTWARE ASSURANCE — TESTING INFRASTRUCTURE The a pplicant , and especially the USSPs , may set up a testing infrastructure against which authorised users may test their cap ability to exchange data. Upon agreement on the retrieval of a set of predefined testing data, the a pplicant may set up an environment to check at regular intervals its cap ability to conform with the requirements for providing the services. The same infras tructure may then be used by oversight authorities to audit the a pplicant .

GM4 Article 15(1)(b) Conditions for obtaining a certificate

ED Decision 2022/022/R SOFTWARE ASSURANCE — MONITORING The a pplicant may use feedback of software experience to confirm that the software assurance processes are effective. For that purpose, the effects from software malfunctions (i.e. the inability of a programme to perform a required function correctly) or failures (i.e. the inability of a programme to perform a required function) reported according to the relevant requirements on reporting and assessment of service occurrences should be assessed in comparison with the effects identified for the service concerned as per the s ervice specification demonstration.

Additionally, within the safety support assessment process, the applicant may ensure that the monitoring criteria to be used to demonstrate that the safety support case remains valid during the operation of the functiona l system ( i.e. that the service continues to meet its specification ) are identified and documented.

Powered by EASA eRules Page 117 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS These criteria should be such that: (a) they indicate that the assumptions made in the safety support case remain valid; and (b) if the properties being m onitored remain within the bounds set by these criteria, the service will behav e as specified.

GM 5 Article 15(1)(b) Conditions for obtaining a certificate

ED Decision 2022/022/R SECURITY RISK ASSESSMENT The security risk assessment may cover the following steps and security items: (a) determination of the operational environment of the functional system; (b) identification of the digital interfaces and assets (i.e. the items contributing to, or sustaining , cybersecurity); (c) identification of the attack paths; (d) considering the usual attack (e.g. DoS), assessment of the consequences and severity of the identified threat on the affected items ; (e) evaluation of the potentiality of a successful exploit, or of the difficulty of performing a successful attack that would have an impact on the typical security attributes: confidentiality , availability , integrity; (f) an iterative approach to converge on an acceptable level of residual risk : (1) evaluate the severities in conjunction with the pot ential f o r attack (or, inversely, the difficulty of attacking) ; (2) t he outcome of the evaluation is acceptable and does not need additional or strengthened mitigation means ; (3) t he outcome of the evaluation is not acceptable and requires an analysis to i dentify mitigation means to reach an acceptable level of safety ; (4) evaluation of the effectiveness of the mitigation means with respect to the level of risk (combination of the level of threat and severity of the threat condition) .

GM 6 Article 15(1)( b ) Conditions for obtaining a certificate

ED Decision 2022/022/R INFORMATION SECURITY — DEFINITIONS For the purposes of Regulation (EU) 2021/664 , the following is defined regarding ‘information security’ : (a) ‘ v ulnerability’ : a w eakness in an information system, system security procedures, internal controls, or implementation that could be exploited or triggered by a thr eat source. [Source: NIST SP800 - 53, Rev 2] (b) ‘ t hreat’ : a potential for violation of security, which exists when there is an entity, circumstance, capability, action, or event that could cause harm. [Source: IETF RFC 4949] Powered by EASA eRules Page 118 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (c) ‘ t hreat s cenario’ : t he speci fication of intentional unauthori s ed electronic interaction (IUEI) , consisting of the contributing threat source (attacker and attack vector), vulnerabilities, operational conditions, and resulting threat conditions, and events by which the target was atta cked. [Source: ED - 202A / DO - 326A] (d) ‘ s everity’ : q ualitative indication of the magnitude of the adverse effect of a threat condition [Source: ED - 202A / DO - 326A]

AMC1 Article 15(1)(d) Conditions for obtaining a certificate

ED Decision 2022/022/R OCCURRENCE REPORTING The applicant should establish procedures for reporting occurrences to the competent authority and to any other organisation necessary , which should include a description of: (a) the applicable requirements for reporting; (b) the reporting mechanism, including reporting forms, means , and deadlines; (c) the personnel responsible for reporting; and (d) the mechanism for identifying root causes, and the actions to be taken to prevent similar occurrences in the future, as appropriate.

AMC1 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — TECHNICAL AND OPERATIONAL CAPACITY The applicant should ensure that it ha s sufficient technical and operational capacity, that is, adequate and approp riate resources to perform its tasks and discharge its responsibilities.

AMC2 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — ISO An ISO 9001 certificate, issued by an appropriately accredited organisati on, addressing the quality management elements should be considered a sufficient means of compliance. In this case, the applicant should accept the disclosure of the documentation related to the certification to the competent authority upon its request.

AMC3 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — RESPONSIBILITIES AND ACCOUNTABILITIES The applicant should ensure that senior management define s and communicate s the responsibilities and a ccountabilities within the organisation , and document s them within the management system .

The appointment of an accountable manager who is given the required authorit y and responsibilities requires that the individual has the necessary attributes to fulfil th at role. The accountable manager may have more than one function in the organisation. Nonetheless, the accountable manager’s role Powered by EASA eRules Page 119 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROV IDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS is to ensure that the management system is properly implemented and maintained through the allocation of resources and task s.

AMC4 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — POLICY The applicant should ensure that the management system policy includes a commitment to: (a) comply with all applicable requirements and stan dards, and consider best practices; (b) continually improve the effectiveness of the management system; (c) provide appropriate resources; and (d) enforce the performance of the service s required to support the achievement of the highest level of safety in the U - space airspace.

The policy should be signed by the accountable manager of the organisation.

AMC5 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R M ANAGEMENT SYSTEM — SAFETY PERFORMANCE MONITORING AND MEASUREMENT The applicant should ensure that the safety performance monitoring and measurement process include s : (a) safety reporting; (b) safety reviews including trend reviews, which would be conducted , among others, during the introduction and deployment of new technologies, change or implementation of procedures, or in situations of structural change s in the operations; and (c) safety surveys, examining elements or procedures of a specific operation, such as problem areas or bottlenecks in daily operations, perceptions and opinions of operational personnel, and areas of dissent or confusion.

AMC6 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — SAFETY ASSESSMENT (OF THE APPLICANT’S SYSTEM) As per the AMC and GM to Article 3 of Regulation (EU) 2021/664 , the acceptable level of safety is established during the airspace risk assessment by defining safety criteria for the U - space airspace concerned. The results of the airspace risk assessment should be considered when conducting the safety assessment of the applicant’s U - space services that directly contribute to safety.

The applicant should ensure that the functional system that supports the provision of U - space services is complete and correct with regard to the acceptable level of safety of the U - space airspace (i.e. safety criteria, and high - level design ch aracteristics of the functional system defined throughout the airspace risk assessment). A streamlined safety assessment should be conducted, and should comprise at least the following elements: Powered by EASA eRules Page 120 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COM MON INFORMATION SERVICE PROVIDERS (a) the identification of additional hazards that may be indu ced by the decision as regards the design of the applicant’s functional system; (b) the risk analysis and the related effects; (c) the risk evaluation and, if required, the risk mitigation; (d) safety criteria and requirements: (1) complementing as necessa ry those already defined in the airspace risk assessment; and (2) compliant with, and not contradicting, the high - level design characteristics of the functional system defined in the airspace risk assessment; (e) the specification of the monitoring criteri a necessary to demonstrate that the service delivered by the functional system will continue to meet the safety criteria.

AMC7 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — ASSESSMENT OF THE MANAGEMENT SYSTEM The applicant should ensure that: (a) senior management assess es the service provider’s management system, at planned intervals, to ensure its continu ous suitability, adequacy, and effectiveness; (b) the assessment includes evaluating opportunities for improvement and the need for changes to the management system, including the policy and the objectives; and (c) records o f senior management assessments are maintained.

AMC8 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — PERSONNEL TRAINING AND COMPETENC IES The applicant should: (a) determine the necessary competenc ies for personnel that perform activities which support the provision of service s ; (b) where applicable, provide training or take other actions to achieve the necessary competenc ies ; (c) evaluate the effectiveness of the training or the actions taken; (d) ensure that personnel are aware of the relevance and im portance of their activities and how they contribute to the achievement of the objectives; and (e) maintain appropriate records of education, training, skills , and experience.

AMC9 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/02 2/R MANAGEMENT SYSTEM — COMMUNICATION RESPONSIBILITIES The applicant should ensure that appropriate communication processes are established, and that communication takes place regarding the effectiveness of the management system.

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AMC10 Article 15(1)(e) C onditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — DOCUMENTATION The applicant should include in its documentation: (a) a statement signed by the accountable manager confirm ing that the organisation will continuously work in accordance with the applicable requirements; (b) the scope of the activities; (c) the titles and names of the nominated postholders; (d) the chart showing the lines of responsibility between the nominated po stholders; (e) a general description and location of the facilities; (f) procedures describing the function and specifying how the organisation monitors and ensures compliance with the applicable requirements; and (g) the amendment procedure for the management system documentation.

AMC11 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — COMPLIANCE MONITORING The applicant should: (a) specify the basic structure of the compliance monitoring function, s tructured according to the size of the service provider and the complexity of the activities to be monitored, including those which have been subcontracted; (b) monitor compliance with the procedures they have designed to ensure that services are provided with the required level of safety and quality, as applicable ; i n doing so, they should as a minimum, and where appropriate, monitor: (1) manuals, logs, and records; (2) training standards; and (3) management system procedures; (c) ensure that a staff membe r is responsible for compliance monitoring to ensure that the organisation continues to meet the applicable requirements ; t he accountable manager should ensure that adequate resources are allocated for compliance monitoring; (d) ensure that the personnel involved in compliance monitoring have access to all parts of the applicant’s management system documentation and, as necess ary, of any sub contracted organisation ; i n the case the person responsible for compliance monitoring also acts as safety manager, the accountable manager, with regard to their direct accountability for safety, should ensure that sufficient resources are al located to both functions, taking into account the size of the applicant , and the nature and complexity of its activities ; t he independence of the compliance monitoring function should be established by ensuring that audits and inspections are carried out by personnel not directly involved in the activity being audited; Powered by EASA eRules Page 122 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (e) ensure that the relevant documentation includes relevant part(s) of the applicant’s management system documentation ; t he relevant documentation should also include : (1) terminology; (2) a description of the service provider; (3) allocation of duties and responsibilities; (4) procedures f o r ensur ing compliance; and (5) the compliance monitoring programme, reflecting: (i) the schedule of the monitoring programme; (ii) audit procedures; (iii ) reporting procedures; (iv) follow - up and corrective action procedures; (v) the record - keeping system; and (vi) document control; (f) ensure that the personnel responsible for managing the compliance monitoring function receive training i n this task ; s uch training should cover compliance monitoring requirements , manuals and procedures related to the task, audit techniques, reporting and recording ; t he allocation of time and resources should be governed by the volume and complexity of the activities concerned.

AMC12 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — FUNCTIONAL CHANGE MANAGEMENT PROCEDURE The applica nt should ensure that: (a) the procedures f o r manag ing changes cover the complete life cycle of a change from definition to operations , including transition into service ; (b) the roles and responsibilities for the change management processes are identified ; (c) a notification process for changes includes: (1) the point of contact in charge of the notification of changes; and (2) the means used for the notification; (d) the change management procedure includes a change identification procedure ; t his procedur e should seek out potential changes, confirm that there is a real intent to implement them and, if so, initiate the notification process; and (e) as part of the change management procedure, they keep a register of the records of all notified changes, inclu ding: (1) the status of the implementation of the change; (2) the notification; Powered by EASA eRules Page 123 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (3) a link to the location of the actual record, including a reference to all information passed on to the competent authority ; and (4) the review decision from the competent authority and the records of the change approval, when the changes are selected for r eview.

AMC13 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — CHANGE MANAGEMENT PROCEDURE (a) The applicant should seek prior approval by the competent authority for any changes that affect the scope of i ts certificate or the terms of approval of its service.

(b) The applicant should: (1) notify the competent authority before any such changes are implemented ; and (2) provide the competent authority with any relevant documentation.

(c) Changes that requir e prior approval may only be implemented upon receipt of the formal approval by the competent authority.

(d) The applicant should operate under the conditions prescribed by the competent authority during the implementation of such changes, as applicable.

(e) In order for a n applicant to implement changes without prior approval, i t should submit a procedure and obtain approval for it by the competent authority, defining the scope of such changes and describing how such changes will be managed and notified.

AMC14 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — CONTRACTED ACTIVITIES The applicant should ensure that: (a) a contract exists with the contracted organisation that defines clearly the contracted activities and the applicable requirements; (b) the contracted activities, performed by an organisation that is not itself certified in accordance with Regulation (EU) 2021/664 to carry out such activit ies , are included in its oversight process; (c) when the contracted organisation is itself certified in accordance with Regulation (EU) 2021/664 to carry out the contracted activities, its compliance monitoring should at least check that the approval effectively covers the contracted activities and that it is still valid; and (d) when not certified to provide the service / carry out the activitie s itself , i t should only contract or purchase the services from a certified organisation when so required by Regulation (EU) 2021/664 .

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AMC1 5 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANA GEMENT SYSTEM — RECORD - KEEPING — GENERAL The applicant should ensure that: (a) all records are accessible whenever needed ; t he records should be organised in a way that ensures traceability and retrieval throughout the ir retention period; (b) records are k ept in paper or in electronic format , or a combination of the two , and should remain legible throughout the required retention period; (c) paper record - keeping systems use robust material which can withstand normal handling and filing; (d) computer record - keeping systems have at least one backup system which should be updated within 24 hours of any new entry made; c omputer record - keeping systems should include safeguards against the probability of unauthorised personnel altering the data; (e) all computer hardware used to ensure data backup is stored in a different location from that containing the working data and in an environment that ensures it remain s in a good condition; and (f) the records are kept for a minimum period of 5 years unless otherwise specified by the competent authority.

AMC1 6 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — OPERATIONS MANUAL The applicant should ensure that the operations manual contain s the instructions an d information required for the intended operation.

The operations manual should : (a) be signed by the accountable manager; (b) be printed or available in electronic format and is easy to revise; (c) ha ve a system for version control management; and (d) include a description of its amendment and revision process specifying: (1) the person(s) who may approve amendments or revisions; (2) the conditions for temporary revisions and/or immediate amendments, or revision s required in the interest of safety; and (3) the methods and means by which all personnel and organisations are advised o n changes to the operations manual.

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GM1 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — ISO CERTIFICATE An ISO 9001 certificate covers the quality management elements of the management system. Other elements required, which are not covered by the ISO 9001 certificate issued by an appropriately accredited organisation, should be subject to complementary evaluation by the competent authority.

GM2 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTE M — SAFETY PERFORMANCE MONITORING AND MEASUREMENT Safety performance monitoring and measurement is the process by which the safety performance is verified in relation to the safety policy and the safety objectives established by the applicant .

A performanc e indicator (PI) is a type of performance measurement. An organisation may use PIs to evaluate its success, or to evaluate the success of a particular activity in which it is engaged.

Sometimes success is defined in terms of making progress towards strateg ic goals, but often success is simply the repeated, periodic achievement of some level of operational goal (e.g. zero defects).

Accordingly, choosing the right PIs relies upon a good understanding of what is important to the organisation. Since there is a need to ensure a relevant assessment, various techniques to assess the present state of the business, and its key activities, are associated with the selection of appropriate PIs. These assessments often lead to the identification of potential improvements , so PIs are routinely associated with performance improvement initiatives. When PIs have performance targets associated with them, they are known as key performance indicators (KPIs).

GM3 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — SAFETY ASSESSMENT (a) A safety assessment is conducted when a n applicant initiates the process to be issued with a certificate , and when a change affects a part of the functional system used in the provision of its services.

(b) The safety assessment is usually conducted by the applicant itself. It may also be conducted by another organisation, on its behalf, provided the responsibility with regard to the acceptability of the outcome remains with the applicant .

GM4 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — COMPLIANCE MONITORING (a) Compliance monitoring is performed by the compliance monitoring manager who should ensure that the activities of the organisation are monitored for compliance with the applicable regulatory requirements , and that these activities are carried out properly under the supervision of other relevant nominated postholders and line managers.

(b) The compliance monitoring manager is responsible for ensuring that the compliance monitoring programme is properly implemented, maintained, and continually reviewed and improved; to Powered by EASA eRules Page 126 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS that end, they should be able to demonstrate relevant knowledge o f the U - space framework and experience in the services provided, as well as in compliance monitoring.

(c) The compliance monitoring manager may perform all audits and inspections themselves or appoint one or more auditors by choosing personnel that hav e the related competenc ies , either from within or outside the service provider. Regardless of the option chosen, the independence of the audit function should not be affected in the case where those that perfo rm the audit or inspection are also responsible for other activities within the organisation.

(d) In the case where compliance audits and inspection tasks are assigned to external personnel, compliance monitoring is performed under the responsibility of th e compliance monitoring manager who remains responsible for ensuring that the external personnel have the relevant knowledge, background and experience as appropriate to the activities being audited or inspected, including knowledge of and experience in co mpliance monitoring.

(e) The organisation retains the ultimate responsibility for the effectiveness of the compliance monitoring function, as well as for the effective implementation of and follow - up to all corrective actions.

GM5 Article 15(1)(e) Conditio ns for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — CONTRACTED ACTIVITIES (a) ‘Contracted activities’ means those activities within the service provision conditions attached to the certificate that are performed by other organisatio ns either themselves certified to perform such activit ies or , if not certified, working under the service provider’s oversight. The scope of the oversight covers the contracted activities performed by the external organisation that is not itself certified in accordance with Regulation (EU) 2021/664 .

(b) A contract could take the form of a written agreement, letter of agre ement, service le vel agreement, memorandum of understanding, etc. , as appropriate for the contracted activities.

(c) To ensure that the contracted organisation can perform the contracted activities, the applicant should first audit the contracted party. For the purpose of verifying the suitability of contracted organisations, the applicant may refer to appropriate consensus - based industry standards and possible related industry - awarded certifications.

(d) The ultimate responsibility for the service s provided by contracted organisations always remains with the contracting organisation.

GM 6 Article 15(1)(e) Conditions for obtaining a certificate

ED Decision 2022/022/R MANAGEMENT SYSTEM — OPERATIONS MANUAL (a) The operations manual is a key document for the applicant as well as for the competent authority. It describes how the infrastructure, facilities, and operational procedures will perform safely.

(b) The principal objective of an operations manual is to show how management will fulfil its safety responsibilities. It sets out the policy and expected standards of performance, and the procedures by which they will be achieved.

Powered by EASA eRules Page 127 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS (c) The competent authority expect s the operations manual to be an accurate reflection of the day - to - day functioning o f the management system. It shows how the organisation intends to measure its performance against safety targets and objectives. The operations manual should give a clear statement of how safety is developed, managed, and maintained. All safety policies, o perational procedures and instructions should be described.

(d) For many small organisations, the operations manual may be both simple and brief if it covers procedures that are essential for the satisfactory performance of day - to - day operations.

(e) The o perations manual is one of the means by which all relevant operating staff can be informed about their duties and responsibilities with regard to safety. It describes the infrastructure, services and facilities, all operating procedures, and any restrictio ns on service availability.

(f) The operations manual describes how the safety of operations is to be managed. There should never be any doubt in terms of safety accountability for each domain or activity described. It defines who is accountable, who is re sponsible, who has the authority, who has the expertise, and who performs the tasks described.

(g) The operations manual may vary in detail according to the complexity of the operation, and the type of services provided . It may be presented in any form, in cluding electronic form. In all cases, it s accessibility, usability, and reliability should be assured.

GM1 Article 15(1)(f) Conditions for obtaining a certificate

ED Decision 2022/022/R SECURITY MANAGEMENT SYSTEM Regarding the security management requirements, reference is made to point ATM/ANS.OR.A.D.010 of Subpart D of Annex III to Regulation (EU) 2017/373 . Nevertheless, it has to be noted that Opinion No 03/2021 ‘Management of information security risks’ proposes amendment s to both Subpart B and D of Annex III to Regulation (EU) 2017/373 .

Therefore , once the related regulation is published, the provisions as regards the management of information security risks (Part - IS) will be applicable to the applicant.

GM2 Article 15(1)(f) Conditions for obtaining a certificate

ED Decision 2022/022/R INFORMATION SECURITY THREAT A threat to i nformation security may be any circumstance or event with the (accidental, casual or purposeful, inte ntional or unintentional, mistaken) potential to adversely impact the operation and the functional systems and/or constituents , which result s from unauthori s ed access, use, disclosure, denial, disruption, modification, or destruction of information and/or information system interfaces.

This includes usual cyber - related threats (e.g. malware), including those that could com e from external systems, but does not include physical threats.

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AMC1 Article 15(1)(g) Conditions for obtaining a certificate

ED Decision 2022/022/R RETENTION OF OPERATIONAL DATA AND INFORMATION (a) The applicant should retain operational data and information, as applicable, which consists, as a minimum, of the following : (1) exchange with the UAS operators on UAS flight authorisation requ est acceptance / rejection ; (2) requested and granted /rejected UAS flight authorisations; (3) traffic information , as well as conformance monitoring information , provided to UAS operators; (4) coordination exchange with ATC units and among USSPs; (5) flown trajectory by the UAS operators; and (6) status and level of service of the infrastructure used for the provision of the service.

(b) The retention of operational data and information should e nsure that all records are accessible whenever needed, and in particular when so required by the competent authority, subject to privacy requirements. The records should be organised in a way that ensures operational data and information traceability and r etrieval throughout the retention period.

AMC1 Article 15(1)(h) Conditions for obtaining a certificate

ED Decision 2022/022/R BUSINESS PLAN (a) The applicant should present a robust business plan that shows that the service provision costs can be covered with the prices that can be achieved on the market.

(b) The business plan should cover: (1) market analysis; (2) information on the implementation of new infrastructure or other developments, and a statement on how they will contribut e to improving the performance of their services, including level and quality of services; (3) the expected short - term financial position and any changes to or impacts on the business plan; and (4) planning showing how the business will be financially sustainable.

GM1 Article 15(1)(h) Conditions for obtaining a certificate

ED Decision 2022/022/R BUSINESS PLAN — SERVICE CONTINUITY The business plan is required to show that a n applicant is financially able to ensure the provision of services but not necessarily that it will provide such services. Indeed, it is recognised that due to certain operational circumstances (e.g. winter conditions) under which UAS operators would not make use of the U - space services for a certain period of time, the capability of providing services in a continuous manner for a period of 12 months from the start of operations might not be possible.

Powered by EASA eRules Page 129 of 157 | May 2024 Easy Access Rules for U - space Cover reg ulation CHAPTER V — CERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS Therefore, the applicant is expected to ensure that its service s are available for 12 months in a continuous manner even i f it would not necessarily provide the service s during the 12 - month period .

AMC1 Article 15(1)(i) Conditions for obtaining a certificate

ED Decision 2022/022/R LIABILITY COVER — INSURANCE The method employed to provide the insurance cover should be appropriate to the potential loss and damage in question, taking into account the level of commercial insurance cover available.

AMC1 Article 15(1)(k) Conditions for obtaining a certificate

ED De cision 2022/022/R CONTINGENCY PLAN The contingency plan should include the definition and specification of the measures, the coordination with other actors , and the alternative services needed in case of degradation or interruption of the U - space service s or the CIS .

AMC1 Article 15(2) Conditions for obtaining a certificate

ED Decision 2022/022/R EMERGENCY MANAGEMENT PLAN — USSP s (a) USSPs should develop and maintain an emergency response plan (ERP) that ensures: (1) an orderly and safe transition from normal to emergency operations; (2) the safe continuation of operations , return to normal operations as soon as practicable , and the modification or cancellation of some or all the operations ; and (3) coordination with the ERPs of other organisations, where appropriate.

(b) The ERP should determine the actions to be taken by USSPs and reflect the nature and complexity of the activities performed by them.

(c) USSPs should ensure that communication system s: (1) are established to provide rapid response of the emergency equipment to accidents and incidents; and (2) are tested regularly to verify their operability.

(d) A complete and current list of telephone numbers should be available to all authorities an d to personnel responsible for the ERP, to ensure the rapid notification of all those concerned in case of emergenc y .

Article 16 — Validity of the certificate

Implementing Regulation (EU) 2021/664 1. A U - space service provider or a single common information service provider certificate shall remain valid as long as the holder of the certificate complies with the relevant requirements set out in this Regulation.

Powered by EASA eRules Page 130 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER V — C ERTIFICATION OF U - SPACE SERVICE PROVIDERS AND SINGLE COMMON INFORMATION SERVICE PROVIDERS 2. A U - space service provider or a single common information service provider certifica te shall cease to be valid if the holder of the certificate has: (a) not started operations within 6 months after the certificate was issued; (b) ceased operations for more than 12 consecutive months.

3. The competent authority or the Agency, as applicable , shall assess the operational and financial performance of a U - space service provider or a single common information service provider under its responsibility .

4. The competent authority or the Agency, as applicable, may, on the basis of the outcome of th e assessment referred to in p aragraph 3 , impose particular conditions to the certificate holder, amend, suspend , limit or revoke the certificate.

GM1 Article 16 Validity of the certificate

ED Decision 2022/022/R GENERAL (a) The certificate has an indefinite duration but only remains valid as long as the competent authority has verified that the USSP and the single CIS provider continue to conform with the relevant requirements. For USSPs, the certificate is issued for a bundle of U - space services p lus, where applicable, the supporting U - space services provided to support the four mandatory ones. The competent authority should check the validity of the certificate on a regular basis. To maintain their certificate s valid once they ha ve been issued, th e USSPs and the single CIS providers must respect the conditions and limitations set out by the competent authority. Such conditions should be objectively justified, non - discriminatory, proportionate, and transparent.

(b) It is considered that when the cer tificate holder ceases its activities , the competent authority cannot assume that it continues to comply with the relevant requirements to ensure the reliable and safe provision of service s .

(c) One task that may be performed by the competent authority is to conduct an operational and financial assessment of the certificate holder to evaluate whether additional conditions should be imposed or, in the worse - case scenario, take a decision affecting the certificate, with the possibility of ultimately revoking it.

AMC1 Article 16(3) Validity of the certificate

ED Decision 2022/022/R CRITERIA FOR THE ASSESSMENT OF THE FINANCIAL PERFORMANCE OF A N APPLICANT When assessing the operational and financial performance of an applicant , the competent authority or the Agency , as applicable, should ensure that the applicant : (a) is able to meet its financial obligations, such as fixed and variable operational costs or capital investment costs , and use s an appropriate cost - accounting system; and (b) demonstrate its ability through balance sheets and accounts, as applicable under their legal statute, and is regularly subject to an independent financial audit.

Powered by EASA eRules Page 131 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS

CHAPTER VI — GENERAL AND FINAL PROVISIONS

Article 17 — Capabilities of the competent authorities

Implementing Regulation (EU) 2021/664 1. Competent authorities shall have the technical and ope rational capacity and expertise to fulfil their obligations under Article 18 . To this end, they shall: (a) have appropriately documented procedures, and adequate resources; (b) empl oy personnel with sufficient knowledge, professional integrity, as well as experience and training to perform their allocated tasks ; (c) take any action required to contribute to the safe, efficient and secure operations of UAS in the U - space airspace under their responsibility.

2. Competent authorities shall be capable of taking or initiating any appropriate enforcement measures necessary to ensure that the U - space service providers and single common information service provide rs under their oversight comply with the requirements of this Regulation.

GM1 Article 17 Capabilities of the competent authorities

ED Decision 2022/022/R RESPONSIBILITIES The main objective of A rticle 17 of Regulation (EU) 2021/664 is to ensure that the competent authorities have the technical and operational capacity and expertise to assess the resources needed to effectively perform their certification, oversight and enforcement tasks , and to act accordingly should this not be the case.

Article 18 — Tasks of the competent authorities

Implementing Regulation (EU) 2023/203 The designated competent authorities shall: (a) establish, maintain and make available a registration system for certified U - space service providers and single common information service providers ; (b) determine what traffic data , whether live or recorded, U - space service providers , single common information service providers and air traffic service providers are to make available to authorised natural and legal persons, including the required frequency and the qualit y level of data , without prejudice to personal data protection regulations ; (c) determine the level of access to the information for different users of the common information , and ensure it is made available in accordance with Annex II ; (d) ensure that data exchange s between air traffic service providers and U - space service providers are made in accordance with Annex V ; (e) defin e the manner for natural and legal persons to apply for a U - space service provider or single common information service provider certificate in accordance with Chapter V ; (f) establi sh a mechanism to coordinate with other authorities and entities , includ ing at local level, the designation of U - space airspace, the establishment of airspace restrictions for UAS within that U - space airspace and the determination of the U - space services to be provided in the U - space airspace ; Powered by EASA eRules Page 132 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS (g) establish a certification and continuous risk - based oversight programme, including the monitoring of the operational and financial performance, commensurate with the risk associated with the services being provided by the U - space service providers and single common information service providers under their oversight responsibility; (h) require the providers of common information and U - space service providers to make av ailable all necessary information to ensure that the provision of U - space services contribute to safe operations of aircraft; (i) carry out audits, assessments, investigations and inspections of the U - space service providers and single common information s ervice providers as establi shed in the oversight programme; (j) take into account the required levels of safety performance when defining the requirements for each U - space airspace that have been subject to an airspace risk assessment as referred to in Article 3 (1) ; (k) regularly monitor and assess the levels of safety performance and use the results of the monitoring of safety performance in particular within their risk - based oversi ght.

[applicable until 21 February 2026 — Implementing Regulation (EU) 2021/664] The designated competent authorities shall: (a) establish, maintain and make available a registration system for certified U - space service providers and single common informat ion service providers; (b) determine what traffic data, whether live or recorded, U - space service providers, single common information service providers and air traffic service providers are to make available to authorised natural and legal persons, includ ing the required frequency and the quality level of data, without prejudice to personal data protection regulations; (c) determine the level of access to the information for different users of the common information, and ensure it is made available in acco rdance with Annex II ; (d) ensure that data exchanges between air traffic service providers and U - space service providers are made in accordance with Annex V ; (e) defin e the manner for natural and legal persons to apply for a U - space service provider or single common information service provider certificate in accordance with Chapter V ; (f) establi sh a mechanism to coordinate with other authorities and entities, including at local level, the designation of U - space airspace, the establishment of airspace restrictions for UAS within that U - space airspace and the determination of the U - space services t o be provided in the U - space airspace; (g) establish a certification and continuous risk - based oversight programme, including the monitoring of the operational and financial performance, commensurate with the risk associated with the services being provide d by the U - space service providers and single common information service providers under their oversight responsibility; (h) require the providers of common information and U - space service providers to make available all necessary information to ensure tha t the provision of U - space services contribute to safe operations of aircraft; (i) carry out audits, assessments, investigations and inspections of the U - space service providers and single common information service providers as established in the oversigh t programme; Powered by EASA eRules Page 133 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS (j) take into account the required levels of safety performance when defining the requirements for each U - space airspace that have been subject to an airspace risk assessment as referred to in Article 3 (1) ; (k) regularly monitor and assess the levels of safety performance and use the results of the monitoring of safety performance in particular within their risk - based oversight.

(l) establish, implement and maintain an in formation security management system in accordance with Annex I (Part - IS.AR) to Implementing Regulation (EU) 2023/203.

[applicable from 22 February 2026 — Implementing Regulation (EU) 2023/203]

GM1 Article 18 Tasks of the competent authorities

ED Decision 2022/022/R CERTIFICATION, OVERSIGHT AND OPERATIONAL RESPONSIBILITIES (a) A rticle 18 of Regulation (EU) 2021/664 lays down the requirements for competent authorities that perform certification, oversight and enforcement tasks. It also lists several obligations that are directly related to the functioning of the U - space system.

(b) With a view to ensuring that the requirements are always complied with while ensuring that they can effectively perform their tasks, competent authorities are conferred certain investigatory powers. Those powers should be exercised in accordance with the applicable national rules and procedures, while having due regard to several specific elements that are meant to ensure a fair balance between rights and interests of all the stakeholders concerned .

(c) Competent authorities also need to ensure supporting tasks for the effective implementation of the U - space , such as the establishment of a registration system to record the service providers involved in the U - space, to determine the type of data to be made available to those that need it, and the way this data can be exchanged to guarantee interoperability of the systems.

AMC1 Article 18(f) Tasks of the competent authorities

ED Decision 2022/022/R COORDINATION MECHANISM — ROLES AND RESPONSIBILITIES Competent authorities should ensure the allocation of clear roles and responsibilities for the implementation of the coordination mechanism so that the interests of all U - space actors are well represented and managed in a non - discriminatory manner.

When es tablishing the coordination mechanism, competent authorities should ensure that it addresses the coordination requirements for demonstrating multi - party public, institutional and private stakeholder participation, and consultation, as applicable, before re aching a resolution.

In addition, competent authorities should nominate a n entity as the ‘U - space coordinator’ responsible for the coordination mechanism. The U - space coordinator should take the initiative to coordinate with other public and administrative authorities and entities ( including private ones ) , at national, regional, and local level in accordance with the national governance model of a given Member State (e.g.

federal States, prefectures, cantons, regions, municipalities).

Powered by EASA eRules Page 134 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS

GM1 Article 18 (f) Ta sks of the competent authorities

ED Decision 2022/022/R COORDINATION MECHANISM — ROLES AND RESPONSIBILITIES (a) The competent authority is responsible f o r establish ing the coordination mechanism , and in particular for nominat ing a U - space coordinator responsible f o r prepar ing , performing and complet ing the coordination process by providing recommendation s to the competent authority throughout the life cycle phases of the U - space airspace (planning, execution, review; see GM2 Article 18(f) to Regulation (EU) 2021/664 ).

(b) It is considered beneficial for the fair and just implementation of the U - space to ensure that the nomination and role of the U - space coordi nator remains as impartial and independent as possible.

(c) The phrase ‘other authorities and entities, including at local level’ of Article 18 (f) should be understood to include a v ariety of public, civil society and private organisations and entities (e.g.

ministries, environmental and defence organisations, municipalities , environmental associations, civi l society organisation s , airspace users, drone operators, etc. ) in any given country, and thus, an exhaustive list of them is not practical.

(d) The U - space coordinator should identify, involve, and consult with all these relevant ‘other authorities and entities, including at local level’. These authorities or entities may be affected by, or interested in, the deployment of a U - space airspace in some way and therefore should be considered accordingly. The term ‘local’ refers to public and administrative authorities, and to entities of various types at local and regional level, such as municipalities, metropoles, prefectures, regions, airports and ports in accordance with the multilevel governance models of a given Member State. In addition, relevant local civil society organisations, associations, and private entities should be involved and consulted.

GM2 Article 18(f) Tasks of the competent authorities

ED Decision 2022/022/R COORDINATION MECHANISM — PHASES (a) The complexity of the U - space airspace should be addressed through its different life cycle phases, namely the planni ng , execution and review phase (see Figure 1) .

(b) The coordination mechanism established by the competent authority should be managed by the nominated U - space coordinator and should address the planning , execution and review phase.

(1) The p lanning phase should include the establishment of a multi - stakeholder collaborative set - up, hereafter referred to as ‘ U - space observatory’ (see Figure 2) . The set - up of the U - space observatory should address multi - party engagement and collaboration, information f low and transparency, and the establishment of indicators/KPIs or metrics ( covering aviation performance , safety metrics, and sustainable urban mobility) on the national, regional and local level of the U - space deployment. To th at end, U - space observatorie s , and thus U - space coordinators, may be established at national, regional and local level to deal with the multilevel governance required.

(2) The e xecution phase should enable the capability to dynamic ally respon d to exceptional cases. It is clarified th at for the purposes of the e xecution phase, the term ‘dynamic ally respon d ’ does not refer to airspace communications/operations (as in Article 4 ‘ Dynamic a irspace r econfiguration ’ of Regulation (EU) 2021/664 ) but rather to how awareness is Powered by EASA eRules Page 135 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS raised with regard to ground/urban life incidents in U - space airspace operations, so that the U - space can be modified accordingly if needed (based on Article 4 procedur es). The design of a U - space airspace can be changed, temporarily or dynamically, and may need to be adapted after it is designat ed . Consequently, several different stakeholders may be necessary to be involved. To th at end, responsive practices and public infrastructure investments may be required and deployed, maintained and verified (see Figure 3 and the text on the ‘ e xecution p hase’ for details under GM3 ).

(3) The r eview phase should contain the lessons learnt (see stakeholder s ’ involvement and feedback loops in Figure 1) with the aim to improv e the U - space deployment. The monitoring of the KPIs (established during the planning phase), including evidence from and experien ce with dealing with exceptional cases ( execution phase ), as well as the need to reassess the designated U - space airspace (e.g. by either further restricting it or expanding it in the future to new urban air mobility ( UAM ) routes , incl uding e - VTOL ) should be the driv ers for the review phase.

GM 3 Article 18(f) Tasks of the competent authorities

ED Decision 2022/022/R COORDINATION MECHANISM — PROCESS The coordination mechanism is considered a high - level framework (see Figure 1) for managing the coordination and alignment activities throughout the life cycle phases of the U - space deployment. The following topics may be considered during its definition a nd establishment: (a) T he coordination mechanism c ould facilitate and safeguard the collection of views, concerns and risks expressed by interested and potentially impacted public and private bodies and wider stakeholders in relation to the deployment of t he U - space, but also to respectively consider , address and mitigate them, as required.

(b) The coordination mechanism c ould deal with topics beyond the safety, security and performance of aviation - related activities, which are typically managed at national level, by encompassing and addressing the relevant requirements and constraints (e.g. with regard to the environment and the soci ety ) imposed by regional and local authorities at different time horizons of the U - space deployment.

In other words, the aim o f the coordination mechanism is that the designated and deployed U - s pace airspace fit s the regional and local well - being needs, local traffic infrastructure and complement s it (e.g. without hindering other traffic users such as pedestrian s , cyclists, and means of public transport).

(c) The coordination mechanism c ould generate a ‘result’ in getting the ‘green’, or ‘red’, light, which is a decision made by the Member States based on t he final recommendation of the designated competent authorities , which is based on the recommendations of the U - space coordinators. The recommendation of the latter represents harmonisation with local and regional authorities and other entities (public and private) for the short - and long - term U - space deployment.

Powered by EASA eRules Page 136 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVI SIONS Figure 1: Overview of the main tasks that requir e coordination among stakeholders across the different levels of governance , and of the activit ies for the planning , execution and review phase of the U - space deployment

GM 4 Article 18(f) Tasks of the competent authorities

ED Decision 2022/022/R COORDINATION MECHANISM — PLANNING, EXECUTION AND REVIEW PHASE 1. The planning phase The planning phase follows a screened trigger, or impulse, to create a U - space (see GM1 to Article 3 for potential triggers) that subsequently engages the coordination mechanism. The e ngagement of the coordination mechanism should include as a first task the nomination , or confirmation, of U - space coordinator s at national, regional and local level , as applicable . This phase starts either due to a submitted U - space designation request ( submitted, for example, by USSPs or UAS operators) , or due to the need to develop a U - space designation recommendation . In both cases, the competent authority engages the coordination mechanism to deliver a final recommendation to the Member State that makes the final decision on the U - space deployment. I n case of approval (‘green’ light), the U - space is formally designat ed .

(a) Competent authority : The designated competent authority establishes a coordination mechanism , including the nomination of a U - space coordinator.

Powered by EASA eRules Page 137 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS (b) U - space coordinator and the hearing process : The U - space coordinator should be introduced to take the lead in manag ing the hearing process and , hence , have a role in the identification, coordination and alignment process among cross - sectoral stakeholders.

(c) The U - space coordinator should have the proven skills and experience to manage consultations and hearings. Further, knowledge o f airspace management or air law could be desirable.

(d) The decision taken during the p lan ning phase is based on inputs by all (public and private) stakeholders, and thus takes into consideration not only technical requirements ( e.g.

aviation safety and security) but also political issues and public policies. Therefore , the legal and practical base s for the involvement of the relevant actors/stakeholders are, in addition to the existing aviation laws, the laws and best practices applicable in each Member State for holding public consultations on infrastructure projects of public interest. The U - spac e coordinator is responsible for managing the necessary hearing process.

(e) The hearing process aims to ensure inclusion of and consultation with all stakeholders affected by the U - space deployment.

(1) The U - space coordinator should also involve citizens . Public consultation is a necessary step in determining and evaluating the level of the soci etal acceptance o f the planned U - space airspace.

(2) The U - space coordinator should decide the form in which the process itself will take place . E xamples could be public hearings and dialogue, or interviews with the affected stakeholders.

(3) A crucial aspect is that the U - space coordinator should state its position on the potential U - space deployment, based on the evidence and knowledge gained through the hearing p rocess. The statement should include the recommendation for the design of the U - space; for example, spatial limits of the designated airspace, specific restrictions regarding areas or types of operation, or required U - space services.

(4) The hearing proces s should end with the submission of the recommendation from the U - space coordinator to the competent authority , which makes a final recommendation (any deviation from the U - space coordinator has to be justified) to the Member State , which makes the final decision on the U - space airspace designation, establishment of airspace restrictions and determination of the U - space services .

Powered by EASA eRules Page 138 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS Figure 2: Example of how the coordination mechanism could be implemented. The diagram provides an overview of high - leve l steps, the stakeholders , and their relationship during the planning phase .

(f) U - space observatory : The set - up of a U - space observatory may be introduced as a means to promote the systematic coordination at local and regional level while maintaining ali gnment at national and supranational level. The dotted lines in Figure 2 are intended to show that the U - space observatory should not necessarily be a separate entity, but rather to emphasise the need for the competent authority, responsible for making a f inal recommendation to the Member States on the U - space deployment , to coordinate and align with other authorities and entities through a hearing process managed by the nominated U - space coordinator.

(g) In addition to the airspace itself, a U - space airspace also affect s portions on the ground of social, cultural and political interest due to the operation of UAS in the lowest parts of the airspace. Therefore, on the one hand, air transport is affected, which is regulate d at EU level and requires the application of uniform regulations and rules throughout the Union and, on the other hand, sites of interest on the ground are affected too . R egulatory implementation at Member State level on this matter should be designed to meet the needs of the citizens and the society at local and regional level in a holistic and integrated manner. Therefore, it is considered that the role of the U - space coordinator should exist at different levels of governance (i.e. national, regional, lo cal) and hence it could be assumed by national, regional and local authorities respectively that will need to coordinate and align on relevant policies, approaches and practices.

Powered by EASA eRules Page 139 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS (h) The distinction of the competent authority (at national level), as well a s of the U - space coordinator (at national level ), and the U - space coordinator (at regional/local level) can mitigate the risks posed by the following : (1) not aligned airspace and ground regulations across the different l evels of governance in the Member States ; (2) conflicts of interest among the various public and private actors ; and (3) compromising the liveability of cities and regions.

(i) If multiple local or regional authorities are affected, there may be either one or several U - space coordinator s nominated by a c ompetent a uthority ; this is left t o the discretion of the given c ompetent a uthority by evaluating the national governance set - up in conjunction with the capabilities and capacities of the affected authorities.

2. The execution phase (a) The execution phase starts at the time of the actual operations. There is no predetermined end, as long as the U - space is operational .

(b) There ma y be temporary restrictions or limitations applied to specific U - space airspace: (1) T he competent authority at national level or specific authorities at all levels may request/demand time - critical changes due to safety or security concerns (emergencies). This may trigger, for example, the dynamic airspace reconfiguration by the ATC. The acting authority may be different depend ing on the kind of the emergency and the organisational structure of the respective Member State.

(2) The temporal restrictions to the U - space are applied only by designating UAS geographical zones according to Article 15 of Regulation (EU) 2019/947 which could be established as: (i) dynamic geographical zones in terms of time and activated/deactivated without prior announcement; and (ii) dynamic geographical zones in terms of time and location.

(3) The temporal restricti ons applied t o the U - space could be introduced by triggering dynamic airspace reconfiguration in accordance with point ATS.TR.237 of Regulation (EU) 2017 /373 amended by Regulation (EU) 2021/665 .

Depending on the governance model of the respective Member State, the U - space coordinator at national level could be, for example, any authority or en tity as described in AMC1 and GM1 to Article 18(f) of Regulation (EU) 2021/664 . The choice of a military organisation as U - space coordinator for a U - space where civil operations take place may be done only if the same organisation is not exempted from the application of Regulation (EU) 2018/1139 and its delegated and implementing acts, as well as from Commission decisions.

Powered by EASA eRules Page 140 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS Figure 3: Example of how the coordination mechanism could be implemented. The diagram provides an overview of high - level steps, the stakeholders , and their relationship during the execution phase .

(i) Request by s pecific authorit ies (all levels) : Emergency response authorities like the police, the fire brigade or civil protection agencies may request temporal restrictions depending on the structure (governance / legal basis) of the respective Member State.

(ii) Temporary limitations i n the U - space : Time - critical res trictions for safety and/or security reasons, e.g. in the event of an emergency or a natural disaster. In this case, the competent authority may directly impose, according to national regulations, temporary limitations on the U - space; for example, restrict ed or prohibited airspace or limitation o n the number of UAS in a specific area.

(c) As in manned aviation, the competent authority may always impose temporary limitations (notice s to airmen (NOTAM s ), airworthiness directive s , air exclusion zones) on a UAS operation.

(d) Due to the nature of the U - space (low - altitude flights over populated areas), the dynamic response and reporting (including accident reporting) with regard to incidents, or to exceptional cases, is a n important prerequisite to gain social trust and acceptance. To th at end, incident detection and verification , as well as a streamlined and visible coordination process between aviation and non - aviation authorities , and among stakeholders , could be facilitated by relevant digital i nfrastructure (see Figure 3, city/region incident signalled by the public) .

(e) U - space coordinator (all levels) : During th e execution phase, t he role of the U - space coordinator is to ensure incident data gathering to inform the regular tasks of the review phase of the U - space deployment . Established accident reporting mechanisms of cities or regions, or purposefully developed tools for the monitoring of the U - space deployment, may link to th e incident data gathering task (see Figure 3).

Powered by EASA eRules Page 141 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS 3. The review pha se Figure 4: Example of how the coordination mechanism could be implemented. The diagram provides an overview of high - level steps, the stakeholders , and their relationship during the review phase.

(a) The review phase starts in the form of a regular review ( timeline s are defined during the planning phase) or when a U - space - related incident occurs .

Two types of review are proposed to be carried out : (1) a technical review , led by the competent authorities in the context of the U - space oversight process (e.g. safety, security, performance indicators, etc.) ; and (2) a coordination review, led by the U - space coordinator and involving national, regional, and local authorities together with other stakeholders representing societal, environmental, eco nomic and other areas .

(b) The review process should be initiated and man a ged by the U - space coordinator in the context of the U - space observatory function (Step 1, Figure 4) .

(c) The U - space coordinator should be entitled to make recommendations on maintaining, restricting, or reshaping (expanding or reducing) the U - space deployment. The competent authority should consider the recommendations (Step 2, Figure 4) in view of making recommendations to the Member States to deci de on the potential U - space deployment modification s (Step 3, Figure 4). When the competent authority decides to deviate from the U - space coordinator recommendations, the deviation s must be justified.

(1) The result of the review phase could lead to maintaining or restricting certain operations in the U - space airspace as well as to reshaping the U - space deployment in terms of either opening new opportunities for its expansion or even its Powered by EASA eRules Page 142 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS decommissioning in case more extreme, negative situations are identified during the execution phase.

(2) The review phase aims for continuous U - space improvement ( check & act ) through a feedback loop on topics dealt with during the planning phase. If the modification creates new concerns, the planning phase should start again (see Fi gure 1).

(d) The review phase allows for closing the loop not only in terms of technical and operational performance but also the overall societal acceptance of the U - space deployment with all key stakeholders.

GM5 Article 18(f) Tasks of the competent authorities

ED Decision 2022/022/R COORDINATION MECHANISM — MULTILEVEL GOVERNANCE (a) The U - space coordinator may be established at three layers ( levels ) . Further more , each layer should involve the other layers during the coordination process.

(b) The U - space coordinator may involve all layers of governance in the engagement and coordination of public authorities , entities and relevant private stakeholders spreading across the: (1) national (e.g. ministries, incl uding at federal level, defence authorities); (2) regional (e.g. prefectures, f ederal s tates and cantons, regions); and (3) local levels of governance (e.g. metropoles, municipalities, airports, ports) and public activity (e.g. civil society organisations , CIS providers , USSPs, UAS operators).

(c) The U - space coordinator should address all three phases of the coordination mechanism . It is an essential element for the U - space to function (technical ly , operational ly and soci eta l ly ) due to its multidimensional impa ct. While there is a requirement about the spectrum of gathering of opinions, views and risks , and addressing them before the deployment of U - space operations as part of the planning and preparatory activities ( planning phase) , there is also a need for the coordination of tasks among the different public authorities and entities during the actual U - space operations ( execution phase) as well as after their completion ( review phase) .

GM 6 Article 18(f) Tasks of the competent authorities

ED Decision 2022/022/R COORDINATION MECHANISM — SCOPE OF TASKS IN THE CONTEXT OF MULTILEVEL GOVERNANCE Depending on the phase of the U - space deployment , there are different needs as regards the participat ion of relevant stakeholders referred to in Article 18 (f). These different needs and the engagement of different stakeholders may lead to differentiated coordination mechanism set - u ps .

The scope of the main tasks to be coordinated during each U - space life cycle phase ( Plan — Execute — Review ), as shown in Figure 1, in conjunction with key stakeholders (who), the timing of their engagement (when) , and the coordination activities required (how) , are outlined in Table 1 below (the three areas of coordination required by Article 18 (f) are shown for each phase).

W here applicable, supranational authorities should also be engaged as nec essary; for example, it should be recalled that according to Article 64 or Article 65 of Regulation (EU) 2018/1139 an d Article 14 (2) of Regulation (EU) 2 021/664 , EASA may act as the competent authority for USSPs that intend to provide, or provid e , U - space services in more than one European Union Member State as well as for USSPs established outside the E uropean U nion and that intend to provide, or provid e , services within its territory.

Powered by EASA eRules Page 143 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTE R VI — GENERAL AND FINAL PROVISIONS Table 1: Overvie w of the who – when – how during the different phases of the U - s pace coordination mechanism Who When How Remarks PLANNING PHASE U - space Civil a viation At the very By consultation, Member States are designation authorities , U - space beginning of the U - reiteration and the final decision - coordinator, space designation alignment among makers on the ministries (e.g. process and after national, regional U - space design ation environment, the airspace risk and local after collaboration or culture, interior), the assessment authorities. consultation with military, ANSP s , ( Article 3 ( 1) . relevant stakeholders regional and local ( e.g. civil aviation authorities, and and military other U - space actors authorities ) .

(e.g. CIS providers , USSPs, UAS operators) .

U - space National authorities During the initial By following the U - space is a airspace by defining U - space consultation geo - zone .

restrictions geo - zones designation . process.

(ref. Article 15 of Based on the Regulation (EU) national 2019/947 ). geo - zones, additional regional Regional or local and local authorities for the restrictions may U - space designation apply .

U - space Key actors : c ivil As part of the U - Coordination only Mandatory and service a viation authorities space designation for the optional optional U - space determination process . services through services should not Supporting actors : the consultation be confused with ANSP s , USSP s , UAS process . commercial or operator publicly offered U AS associations, regional services .

and local authorities, etc.

EXECUTION PHASE U - space ATSP s (when Monitored Monitored in designation available), USSP s , throughout the collecting safety U - space coordinator operations . and operational and any other indicators: safety relevant events (accidents, regional/local AIRPROX , etc. ), — stakeholders ( e.g. occurrences of emergency medical dynamic services, etc. ). configurations, conformance monitoring, rogue drones or rog ue UAS operators, etc.

U - space The authorised When an Automated/real - These U - space airspace actors provide emergency is time triggering of restrictions refer to restrictions real - time U - space identified and U - s pace exceptional cases restri ctions that result in Powered by EASA eRules Page 144 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PROVISIONS restrictions as part of verified by local prompted from temporary and/or of the CIS. authorities . verified a more For example, a local emergencies by pseudo - permanent authority (e.g. ANSP s or USSP s will local authorities . nature.

municipal police, fire be notified, and the brigade) and the information will be Information flow Accident reporting USSP/ANSP in automatically and mechanisms may link alignment with the transferred to the decision - making to to this task .

national authorities’ UAS operator . be managed and policies . governed by U - space standard operations .

U - space Various service predetermined and determination agreed U - s pace services will be used during a mission.

It is expected that n/a n/a n/a more mandatory services will be gradually implemented; in particular, tactical information flow, dynamic geo - fences, etc.

REVIEW PHASE U - space Civil a viation As part of regular Through Follow - up designation authorities , U - space U - space review consideration of coordinator, ANSP s exercises . U - space KPIs’ U - space Follow - up and/or CIS providers , monitoring and airspace USSP s , ‘ hearing ’ After mitigation of feedback from restrictions authority / exceptional cases . stakeholders .

U - space Evaluation of the regional/local actors service usability of the / authorities , UAS Through risk determination U - space services.

operator associations assessment, Considerin g addin g airspace or remov ing optional restrictions, services : U - space services e.g. by either further needed .

restricting or expanding them to new UAM routes (incl uding e - VTOL) .

GM1 Article 18(g) Tasks of the competent authorities

ED Decision 2022/022/R OPERATIONAL PERFORMANCE — FLIGHT AUTHORISATION Operational performance may be supported in considering the flight authorisation data. The competent authority may monitor or audit authorisation and rejection data to assure equitable access to airspace.

Powered by EASA eRules Page 145 of 157 | May 2024 Easy Access Rules for U - space Cover regulation CHAPTER VI — GENERAL AND FINAL PRO VISIONS Accordingly, the competent authority may consider the ‘propriety’ of the arrangements made among the USSPs when granting an operating certificate, and may consider: (a) the agreement among the USSPs on the use o f common protocol and infrastructure; (b) the performance of the arrangements, such as response time; (c) that all flight authorisation requests are treated equally.

Article 19 — Entry into force and application

Implementing Regulation (EU) 2021/664 This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union .

It shall apply from 2 6 January 2023 .

Signature

Implementing Regulation (EU) 2021/664 This Regulation shall be binding in its entirety and directly applicable in all Member States.

Done at Brussels, 22 April 2021.

For the Commission The President Ursula VON DER LEYEN Powered by EASA eRules Page 146 of 157 | May 2024

Easy Access Rules for U - space ANNEX I Criteria for the definition of capabilities, performance requirements, operational condit ions and airspace constraints referred to in Article 3(4)

ANNEX I

Criteria for the definition of capabilities, performance requirements ,

operational conditions and airspace constraints referred to in

Article 3( 4 )

Implementing Regulation (EU) 2021/664 A. Criteria for the definition of UAS capabilities and performance requirements To determine the UAS capabilities and performance requirem ents in accordance with Article 3(4)(a) , the Member States shall take the following criteria into account: 1. the expected UAS type s of operation s and manned traffic density ; 2. existing airspace classification and structures ; 3. the U - s pace services to be provided ; 4. any other additional constraints .

B Criteria for the definition of U - space services performance requirements To determine the U - spac e services performances requirements in accordance with Article 3(4)(b) , the Member States shall take the following criteria into account: 1. Ground and air risk; 2. Geographical area overflown; 3. Known severe weather conditions; 4. Availability of infrastructure supporting U - space service C. Criteria for the definition of operational conditions and airspace constraints To determine the operational conditions and airs pace constraints in accordance with Article 3(4)(c) , the Member States shall take the following criteria into account: 1. Operational conditions a. Expected t ype s of flight; b. Contingency and e mergency procedures for UAS; c. The procedure between the U - space service prov iders and the relevant air traffic services units to coordinate the UAS flight authorisation request in controlled airspace; d. The p rocedures to disseminate dynamic airspace configuration in controlled airspace .

2. Airspace constraints a. The available capacity for UAS traffic ; b. The available and planned capacity for manned aviation; c. Access of manned aviation to U - space airspace; d. Weather limitations for the use of the U - space airspace ; Impact on aerodromes and other specific activities adjacent to the proposed U - space airspace .

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Easy Access Rules for U - space ANNEX II Publication of the common information referred to in Article 5(4)(a)

ANNEX II

Publication of the common information referred to in Article 5(4) (a)

Implementing Regulation (EU) 2021/664 1. Providers of common information services shall ensure that the information referred to in Article 5(1), (2) and (3) is available online through common open, secure, scalable, sustainable technologies that are able to support the required levels of availability and performances , and that ensure interoperability and the free movement of U - space services in Union .

2. Providers of common information services shall grant access to common information on a non - discriminatory basis.

3. U - space service providers and air traffic service pr oviders shall use a common secure interoperable open communication protocol.

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Easy Access Rules for U - space ANNEX III Data quality, data latency and data protection requirements referred to in Article 5(4)(b) and Article 7(5)(c)

ANNEX III

Data quality, data latency and data protection requirements

referred to in Article 5 (4)(b) and Article 7 (5)(c)

Implementing Regulation (EU) 2021/664 A. In order to meet the data quality requirements, providers of common information services and U - space service providers shall ensure that: 1. data quality is maintained ; 2. verification and validation techniques are employed to ensure that data is received without cor ruption and that corruption does not occur at any stage of the data process; 3. the metadata is collected and preserved .

4. the transfer of data is subject to a suitable authentication process such that recipients are able to confirm that the data or infor mation has been transmitted by an authorised source .

5. error reporting, error measurement and corrective action mechanisms are established and maintained.

B. In order to protect the data, providers of common information services and U - space service provid ers shall: 1. implement security policies, including data encryption and protection of critical data; 2. protect the open secure interoperable communication protocols from intentional unauthorised electronic interactions that may result in an unacceptable breakdown in communications; 3. identify, assess , and mitigate, as necessary, the security risks and vulnerabilities; 4. adhere to security standards and regulations regarding where data can be st ored and ensure that third - party providers agree to follow security practices; 5. describe a policy for employee awareness and training and tools to reduce insider risks , and protection of data – including intellectual property. In doing so, they shall mon itor the user and network activity to provide insight into ecosystem vulnerabilities and threats .

6. deploy solutions that augment threat detection and intelligence capabilities and ensure the use of technology safeguards.

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Easy Access Rules for U - space ANNEX IV UAS flight authorisation request referred to in Article 6(4)

ANNEX IV

UAS flight authorisation request referred to in Article 6(4)

Implementing Regulation (EU) 2021/664 The UAS flight authorisation request shall comprise the following information: (1) the unique serial number of the unmanned aircraft or, if the unmanned aircraft is privately buil t, the unique serial number of the add - on; (2) mode of operation; (3) type of flight (special operations ) ; (4) category of UAS operation (‘open’, ‘specific’, ‘certified’) and UAS aircraft class or UAS type certificate if applicable; (5) 4D trajectory ; ( 6 ) identification technology; ( 7 ) expected connectivity methods; ( 8 ) endurance; ( 9 ) applicable emergency procedure in case of a loss of command and control link; (1 0 ) registration number of the UAS operator and, when appl icable, of the unmanned aircraft .

GM1 Annex IV UAS flight authorisation request referred to in

Article 6(4)

ED Decision 2022/022/R CONSTITUENT S (a) The table below includes clarifications o n the information contained in Annex IV t o Regulation (EU) 2021/664 .

Information type Possible examples 1 Unique serial number of the ANSI/CTA - 2063 - A unmanned aircraft or the remote specified in Regulation (EU) 2019/947 identification add - on 2 a Mode of operation VLOS, BVLOS 2b SAIL of the operation Provision for further potential ch eck 3 Type of flight (special operations) Article 4(1) of Regulation (EU) No 923/2012 (SERA) (a) police and customs missions; (b) traffic surveillance and pursuit missions; (c) e nvironmental control missions conducted by, or on behalf of , public authorities; (d) search and rescue; (e) medical flights; (f) evacuations; (g) firefighting; Powered by EASA eRules Page 150 of 157 | May 2024 Easy Access Rules for U - space ANNEX IV UAS flight authorisation request referred to in Article 6(4) Information type Possible examples (h) exemptions required to ensure the security of flights by heads of State, m inisters and compa rable State functionaries.

4a Category of UAS operation ‘open’, ‘specific’, ‘certified’ 4b UAS aircraft class C0, C1, C2, C3, C4 , C5, C6, < 1 m, < 3 m, < 8 m, ≥ 8 m, Other s : can be linked to model aircraft or similar special cases.

4c UAS type certificate A UAS subject to certification should comply with the applicable requirements set out in Regulations (EU) No 748/2012 , (EU) 2015/640 and (EU) No 1321/2014 .

5 4D trajectory Standardisation of acceptable formats for the stor age and distribution of common data models (DTM/DSM/DEM) together with their metadata and timeliness.

6 Identification technology The technology used for the remote identification (e.g.

GNSS - LTE, ADS - B Out) 7 Expected connectivity methods To be expressed in terms of a standard , when available .

8 Endurance Maximum endurance ( in minutes) .

Endurance under nom inal conditions .

9 Applicable emergency procedure Emergency procedures will be supplied in a form agreed with the USSP. The information should allow the service provider to anticipate the behaviour of the aircraft in case the link is lost.

The emergency procedures contain the planned manoeuvres , change of routes, automatic landing site, etc ., which could be performed in case of contingency/emergency, and to be checked free of intersection by the USSP.

10a Registration number of the UAS AMC1 to Article 14(6) of Regulation (EU) 2019/947 oper ator 10b Registration number of the Informally t he ‘tail number’ — for certified aircraft unmanned aircraft (b) The 4D trajectory describes a series of one or more 4D volumes , each with entry and exit times.

The UAS operator submits this series of volumes , committing to remain within them. The volumes may overlap to ex press uncertainty in any dimension ( for example, time ) . The conflict detection process is simply the identification of overlapping 4D volumes.

(c) The navigation performance is reflected in the dimensions of the volume. A situation leading to the use of a less precise measurement system ( for example, the use of barometric height rather than GNSS ) should be reflected in a revision of the dimensions to accommodate the corresponding uncertainty ( ± 30 m rather than ± 30 cm).

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Easy Access Rules for U - space ANNEX V Exchange of relevant operational data and information between U - space service providers and air traffic service providers in accordance wi th Article 7(3)

ANNEX V

Exchange of relevant operational data and information between

U - space service providers and air traffic service providers in

accordance with Article 7 ( 3 )

Implementing Regulation (EU) 2021/664 1. The exchange of information shall be ensured through an agreement on a service level l aying down the quality of information and through the exchange mode l used for the relevant operational data and information .

2. The exchange model shall : a. enable the management and distribution of information in d igital format; b. describe the exchanged information features, their properties, attributes, data types, and associations; c. include data constraints and validation rules; d. appl y a standard data encoding format; e. provide an extension mechanism by whic h groups of users can extend the properties of existing features and add new features that do not adversely affect standardisation within and across Member States.

3. U - space service providers and air traffic service providers shall us e a recognised encryp tion method .

4. U - space service providers and air traffic service providers shall use a common secure interoperable open communication protocol .

AMC1 Point 2 of Annex V Exchange of relevant operational data and

information between U - space service providers and air traffic service

providers in accordance with Article 7(3)

ED Decision 2022/022/R EXCHANGE MODEL (a) The information exchange among the USSPs should consider Annex A to EUROCONTROL ‘Specification for SWIM Technical Infrastructure (TI) Ye llow Profile’, edition 1.1, published on 5 July 2020.

(b) USSPs should document the services that facilitat e the information exchange referred to in Article 3 (2) and (3) of Regulation (EU) 2021/664 as well as the related services regarding the safe provision of service s, and should adhere to EUROC ONTROL ‘Specification for SWIM Service Description (SD)’, edition 2.0, published on 15 March 2022.

(c) The d ocumentation of all services that facilitat e information exchange should be made available to the public.

(d) Compliance with points (a) and (b) should be directly measured against the requirements listed in the respective documents (Yellow Profile and published service descriptions).

Powered by EASA eRules Page 152 of 157 | May 2024 Easy Access Rules for U - space ANNEX V Exchange of relevant operational data and information between U - space serv ice providers and air traffic service providers in accordance with Article 7(3)

AMC1 Point 3 of Annex V Exchange of relevant operational data and

information between U - space service providers and air traffic service

providers in accordance with Article 7(3)

ED Decision 2022/022/R RECOGNISED ENCRYP T ION METHOD To be secure, the exchange of relevant operational data and information between USSPs and ATS P s should comply with the technical considerat ions of Annex A to the latest version of EUROCONTROL ‘ Specification for SWIM Technical Infrastructure (TI) Yellow Profile ’ , edition 1.1, published on 5 July 2020.

GM1 Point 3 of Annex V Exchange of relevant operational data and

information between U - space service providers and air traffic service

providers in accordance with Article 7(3)

ED Decision 2022/022/R ENCRYP T ION METHOD — TRANSPORT LAYER SECURITY To ensure data security and privacy for communication over the internet, transport layer security may be used to encrypt the communication between web applications and servers. USSPs and ATS P s may use the transport layer security 1.2 version of the SWIM Technical In frastructure (TI) Yellow Profile .

Transport layer security 1.2 compliance covers: (a) k ey e xchange a lgorithms (RSA, DH, ECDH, DHE, ECDHE, PSK) , (b) a uthentication/ d igital s ignature a lgorithm (RSA, ECDSA, DSA) , (c) b ulk e ncryption a lgorithms (AES, CHACHA20, Camellia, ARIA) , and (d) m essage a uthentication c ode a lgorithms (SHA - 256, POLY1305) .

AMC1 Point 4 of Annex V Exchange of relevant operational data and

information between U - space service providers and air traffic service

providers in accordance w ith Article 7(3)

ED Decision 2022/022/R COMMUNICATION PROTOCOL T he infrastructure that support s the exchange of information between USSPs and ATS P s should comply with the latest version of EUROCONTROL ‘ Specification for SWIM Technical Infrastructure (TI) Yellow Profile ’ , edition 1.1, published on 5 July 2020.

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Easy Access Rules for U - space ANNEX VI Certificate for U - space service provider referred to in Article 14(3)

ANNEX VI

Certificate for U - space service provider referred to in Article 14(3)

Implementing Regulation (EU) 2021/664 LOGO EASA or NAA as applicable CERTIFICATE FOR U - SPACE SERVICE PROVIDER [CERTIFICATE NUMBER/ISSUE No] Pursuant to Regulation (EU) … /…. (and to Regulation (EU) …/....) and subject to the conditions specified below, the [competent authority] hereby certifies [NAME OF THE U - SPACE SERVICE PROVIDER] [ADDRESS OF THE U - SPACE SERVICE PROVIDER] as a U - space service provider with the privileges, as listed in the attached service provision conditions.

CONDITIONS: This certificate is limited to the conditions and the scope of providing services as listed in the attached service provision conditions.

This certificate is valid whilst the certified U - space service provider remains in compliance with Regulation (EU) …/… and the other applicable regulations and, when relevant, with the procedures in the U - space service provider’s docu mentation as required by Regulation (EU) …/…, Part - ….

Subject to compliance with the foregoing conditions, this certificate shall remain valid unless it has been surrendered, limited, suspended or revoked.

Date of issue: Signed: [Competent authority] U - SPA CE SERVICE PROVISION CONDITIONS AND LIMITATIONS has obtained the privileges to provide the following U - space services under the following conditions and limitations : (Delete lines as appropriate) Services Type of service Conditions Limitations Network identification service Geo - awareness service UAS f light authorisation service U - space services Traffic information service Weather service Conformance monitoring service Other (as defined by the Member State) Powered by EASA eRules Page 154 of 157 | May 2024

Easy Access Rules for U - space ANNEX VII Certificate for single common information service provider referred to in Article 14(3)

ANNEX VII

Certificate for single common information service provider referred

to in Article 14(3)

Implementing Regulation (EU) 2021/664 LOGO EASA or NAA as applicable CERTIFICATE FOR SINGLE COMMON INFORMATION SERVICE PROVIDER [CERTIFICATE NUMBER/ISSUE No] Pursuant to Regulation (EU) …/…. (and to Regulation (EU) …/....), the [competent authority] hereby certifies [NAME OF THE SINGLE COMMON INFORMATION SERVICE PROVIDER] [ADDRESS OF THE SINGLE COMMON INFORMATION SERVICE PROVIDER] as a single c ommon information service provider.

This certificate is valid whilst the certified single common information service provider remains in compliance with Regulation (EU) …/… and the other applicable regulations and, when relevant, with the procedures in the singles common information service provider’s documentation as required by Regulation (EU) …/…, Part - ….

Subject to compliance with the foregoing conditions, this certificate shall remain valid unless it has been surrendered, limited, suspended or revoked .

Date of issue: Signed: [Competent authority] Powered by EASA eRules Page 155 of 157 | May 2024

Easy Access Rules for U - space APPENDIX ATS airspace classe s and U - space – services provided

APPENDIX

ATS airspace classes and U - space – services provided

Implementing Regulation (EU) 2021/664 The purpose of this Appendix is to show the services related to U - space airspace provided in each specific airspace class in a concise manner. Therefore, it does not provide any specifications additional to those already expressed in th is Regulation and Implementing Re gulation (EU) 2021/666 amending Regulation (EU) No 923/2012 . Air traffic services provided by ATS units and requirements for IFR and VFR flights remain those expressed in Regulation (EU) No 923/2012 and summarised in its Appendix 4 .

Class Type of flight Allowed in U - space airspace Services in U - space airspace by USSPs A IFR only Not without dynamic airspace reconfiguration UAS Yes UAS flight authorisation Traffic information about UAS B , C and D IFR and VFR Not without dynamic airspace reconfiguration UAS Yes UAS flight authorisation Traffic information about UAS E IFR Not without dynamic airspace reconfiguration VFR Yes , subject to sharing position with USSPs Nil UAS Yes UAS flight authorisation Traffic information about UAS and VFR F IFR Yes, subject to sharing position with USSPs Nil VFR Yes, subject to sharing position with USSPs Nil Except UAS flying according to Instrument Flight Rules.

Except UAS flying according to Instrument Flight Rules.

Powered by EASA eRules Page 156 of 157 | May 2024 Easy Access Rules for U - space APPENDIX ATS airspace classes and U - space – services provided UAS Yes UAS flight authorisation Traffic information about UAS, IFR and VFR G IFR Yes, subject to sharing position with USSPs Nil VFR Yes, subject to sharing position with USSPs Nil UAS Yes UAS flight authorisation Traffic information about UAS, IFR and VFR Except UAS flying according to Instrument Flight Rules .

Except U AS flying according to Instrument Flight Rules .

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