COMMISSION OF THE EUROPEAN COMMUNITIES 
C0MO2) 34? f inal 
BrusseIs, 22 Jul y 1992 
Proposal for a 
COUNCIL DIRECTIVE 
on the definition and use of compatible technical and 
oporat inq opuciIicatioiui for the procurement of 
air traffic management equipment and oyatoma 
(presented by the Commission) 
PROPOSAI. KOR A COUNCIL DIRECTIVE ON TIIK l)KK 1N IT ION AND USE OK COMPATI III. K 
TKCIINICAL AND OPKKATING SPECIFICATIONS FOR THK PROCUREMENT OK AIM TKAKKIC 
MANAGEMENT EQUIPMENT AND SYSTEMS 
EXPLANATORY MEMORANDUM 
1. INTRODUCTION 
1. Air transport is causing increasing concern in Europe. The aim of the 
Common Air Transport Policy is to reorganize the civil aviation sector and 
make i t more compoti t i ve. 
To achieve the objectives of thin Community policy we must adopt measures 
t o liberalize air transport and certain bark-up measures. Action i n a 1 sin 
needed to prevent any erosion of safety margins in the air traffic control 
system whilst nevertheless increasing its capacity. 
2. In a report sent to the Member States in 1983, the Commission identified 
certain bottlenecks and in 1988 it submitted to the Council three proposals 
intended to help solve capacity problems in the air traffic system. The 
proposals were that: 
the KUROCONTROL statutes should bo so amended an to allow the Community 
to accede to that body; 
all the Member States should accede to EUROCONTROL; 
any steps taken by one Member State to organize its airspace should be? 
notified to the Commission so that the latter might inform the other 
Membe r States. 
Nom- of I IMMK' proposals wan ind tided in the Resolution adopted by tin 
Ministers.' 
The situation ia still such as to present a major barrier to the future 
growth of civil aviation and tourism, with all the disadvantages this 
implies for freedom of movement. Whilst it is true that air space 
management and air traffic control are a states' responsibilities, it is 
also the case that the limitations of a national system affect the systems 
of neighbouring states and, therefore, the capacity of a region as a whole. 
Current problems must therefore be tackled at European level. 
I. In its Resolution of lb September 1987,^ Parliament stressed the 
problem and asked for various measures to be adopted whilst the Council 
Resolution of 18 July 19891 called on the Commission to collaborate 
closely with EUROCONTROL in drawing-up proposals for Community 
specifications relating t.o air control. 
A. There are several factors which combine to limit the capacity of the air 
traffic control system. The moBt important may be summarized as follows: 
(a) given the present segmentation of air apace, traffic is massively 
concentrated in particular sectors and this considerably complicates 
the task of the air traffic control services. AB a consequence, 
aircraft cover distances on average 10* greater than the direct 
journey. 
1 89/C/189/02 
2 Doc. A2-135/87 
(b) Wc; often do not make optimum use of airspace because: 
the boundaries are generally set in line with national frontiers 
rather than operating requirements; 
the system of mandatory air corridors usually means that it is not 
possible to exploit the ability of modern aircraft to track a route 
very precisely and independently of the siting of navigation aids. 
(c) Air traffic control services (ATC) are provided by numerous centres 
which are not coordinated in any way and whose technical 
characteristics differ fundamentally because there is no coordination. 
(d) The number of air controllers in post cannot satisfactorily meet the 
demands of air traffic duo to the current capacity of their equipment. 
(a) The incompatibility of the equipment used in Europe is duo to lack of 
coopérât ion and coordination over the planning and implementation of 
systems. For instance, in most cases flights arc» still transferred 
from one control contre to another by telephone. Communications are 
therefore difficult, controllers have more coordination tasks to 
perform than necessary and the available airapacc cannot be used to 
the full. 
(f) Eurocontrol adopts technical specifications so that an integrated 
system of equipment for deployment in the Member States can be 
establi shed. 
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(«j) However, on the question of the kind of support equipment that 
EUROCONTROI. has shown to be necessary for air traffic management, thi 
European standards bodies should also play their full part wherever 
such equipment has multi-disciplinary applications and uses. 
Technical cooperation between EUROCONTROI. and those bodies is 
necessary to ensure opt. i mum coordination of available resources and 
the sett ing up of standardized communication and information systems. 
» 
(h) The sat ui.it ion, for varying period», of some of tin» big airports ,n\ii 
thoBe from which holiday flights depart (runways, terminals, parking 
spaces) has aggravated the problems of controlling air traffic between 
terminals. It is not easy to enlarge existing airports or build new 
ones since environmental factors and budgets have to be considered. 
(i) Some airlines have extremely tight schedules for their equipment and 
staff. A delay of a few hours due to congestion at an airport or in 
airspace may affect the availability of aircraft or crews and, in the 
worst, rase, cause delays of 24 hours or more. 
S. The capacity of the air traffic control system will probably have to be 
constantly increased. Community law on interregional air services, fares, 
capacity and access to the market are intended to help airlines avoid 
congested areas. 
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The European Civil Aviation Conference forecasts that, if economic trends 
are favourable, air traffic will double by the year 200b unless prevented 
by the lack of capacity of airports and air traffic control systems. 
Corujostion may be remedied to some extent by the use of larger-capacity 
equlpment. 
(>. The margin of manoeuvre the airlines have been left by the air transport 
liberalization measures to be introduced under Community policy will be 
insufficient to counterbalance the pressure exercised by air traffic 
control. It is quite clear that in its present form the system cannot cope 
even if we allow for the fact that the high-speed rail system will capture 
part of the traffic. 
It is accepted that: we will need a whole raft of measures to resolve 
Kwropo's present and future capacity problems without undermining present 
high safety standards. It is also clear that coordinated air traffic 
management can pl«»y a key role in the efficient, use» of the air t.raf 1 ic 
system as a whole. 
This Directive is one of those measures the Community must introduce? 
immediately, independently of any other action. 
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II. SCOPE OF THE DIRECTIVE 
/. An the air traffic management system in a complex whole in which 
technical components and human beings are interlinked and interact closely, 
there are ucvoral moaoures which must be taken simultaneously, e.g.: 
(a) As communication between control systems ia one of the weakest links, 
it should be made a general requirement to use procedures for 
transmitting digital data between ground computers and to establish 
the necessary communication protocola. In some instances it will also 
be necessary to improve the quality of the radio-telephone links 
between controllers and voice communication links between pilots and 
controllers. Problems of pronunciation and the simultaneous use of 
English and the» local language further complicate the problem. The 
solution may be the technical one of reducing the volume of 
commun icat ionn. 
For instance», creating a system for the medium term which involves 
transferring digital data between ground computers and aircraft would 
reduce the volume of voice communications required and, thereby, 
increase the productivity of controllers. In the long-term, and for 
reasons of cost and efficiency, satellite navigation may in certain 
circumstances replace present systems of communication. 
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(b) The importance of compatibility between noitjhbour i ng systems has long 
been overlooked and has given rise? to a multiplicity of procedures ami 
different, forms of organization and technical equipment. To some 
extent these differences may be justified by the environment and the 
traffic conditions in which the systems have to operate. Hut. they 
represent a serious barrier to the introduction of sophist icat.ed 
automated procedures in adjacent sectors of airspace (e.g.: the smooth 
transfer of aircraft from one centre to another) and, therefore, to 
the full exploitation of the capacity of the most advanced centres. 
To obtain the bent results, all t.he systems should be» standard i zeni and 
ccjmpatible, as in the United States and France. 
Greater compatibility would also reduce costs and common 
specifications for equipment would clearly benefit European 
i ndustr ial i tilt). 
(c) Automation is one? of the main ways of he?lping controllers to process 
larger volumes at traffic without compromising safety. It. would also 
allow greater fli?xibility in routinej and might extend the horizontal 
capabilities e>f the present area navigation systems whilst at the? same? 
time exploiting the potential of the technology of modern aircraft. 
III. INSTITUTIONAL ENVIRONMENT: KUROCONTROL 
H. The amended EUROCONTROL Convention of 1981 reflects the commitment of 
the? contracting states to "establish common long-term objectives in the 
field of air navigation and, in that framework, to institute a Common 
Medium-Term Plan for air traffic services and f aci I i t ie»s" . * 
Similarly EUROCONTROL is required "to co-ordinate the medium-term national 
plans in order to establish a Common Medium-Term Plan in respect of air 
traffic services and facilities within the framework of the long-term 
objectives referred to above". 
'). Decision of the? Ministers of Transport of the ECAC States 
In October 1908 the Ministers decided to harmonize national plans, 
procedures, equipme?nt and techniqut?n across the whole of Europe. They 
called on EUROCONTROL to draw up common operational and technical standards 
for all European countries and to do so within the Common Medium-Term Plan 
(CMTP). 
In April 1990 the Ministers of Transport adopted the» "ECAC Strategy for the 
1990s" and called on EUROCONTROL to manage the strate?gy in such a way as to 
allow all Continental ECAC States to participate. The strategy is based on 
the? principles set out in the CMTP. 
More? recently, in March 1992, at a meeting of ECAC Ministers in London, the 
five new States^ of East and Central Europe were included in the strategy. 
1 Article 1 S 1(a) of the EUROCONTROL Convention of 19H1. 
2 Article 2 S l(n) and (c) of the EUROCONTROL Convention of 1981. 
3 Bulgaria, Hungary, Poland, Romania and the Czech and Slovak Federal 
Republi c. 
10. Common Meeli urn-Term Plan 
( a ) Or i g in o_f the CMTP 
In 1985 EUROCONTROL's Committc?e of Management gave its Planning 
Working Group (PWG) a remit to draw up a Common Medium-Term Plan 
(CMTP). 
(b) Function of tho CMTP 
(i) to identify the operational and technical measures required for 
transforming the existing air traffic management systems first 
into a harmonized and, later, an integrated ATM System to be 
developed within tho framtïwork of the conce»pt ; 
(ii) t.o establish jointly agreed specific obje»ctive?s and Lines of 
Action, common and National Associated Programmes, Standards, 
and relevant timetables, as a basis for achieving a level of 
harmonization and integration consistent with the efficient 
provision of Air Traffic Servicen within tho airspace? of the* 
Organization and adjacent States; 
(iii) to enable the National Administrations to develop the?ir plans so 
as to meet t.he following o|>erational objectives 1 a i ei down in the» 
ECAC Strategy for the 1990's: 
The air traffic services route network and airspace structure is 
to be optimizeeJ, by means of the widespread application of area 
navigation from 1993 onwardo. 
13\ 
Compre»he?n» i ve» radar <:ove»rage? is to be» in place» t.hrouejhout the? 
Continental ECAC area by 1«VIS at the? latent. 
En-route radar separation of b NM is to be applied throughout 
hi ejh -elenn i t y are»as by I 99b at the latest. E I se»whero, en-rem t e» 
radar séparât ion e>f 10 NM is to be applie.'d by the? same» date'. 
Air traffic control systems are to be progressively integrated, 
after being harmonized in high-density areas by 1995 at the 
latest and elsewhere not. later than 1998. 
Automatic data communication between air traffic control centre: 
is to be in place by 1998 at the latest. 
the Modo S air/ground data link is to be» oporat ional in a 
central area from 1998 onwards. 
(iv) to allow monitoring of the Implementation Strategy by 
f tic i 1 i t at. i ng comparison between national plans and their 
timetables and the timetables for the common objectives. 
<c) Status of the CMTP 
1. The CMTP in a statement of the? Member States' firm joint intentionj 
on how t.o develop and implement the Future Kuropean ATM System in 
accordance with the principles laid down in the Concept and the 
operational objectives laid down in the FEATS and ECAC St rat.eej ies. 
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/. All objectives contained in the CMTP pertain to subjects that are? 
eioalt with by EUROCONTROL Workinej Croups and Specialist Panel», 
and/or similar ICAO bodies, in which national authorities and user 
organizations are represent e»d. In addition, the work of the 
EUROCONTROL Working Croups and Panels is monitored by the Committee 
of Management. Consequently, before a particular objective is 
includoti in the CMTP, the? definition of the? corresponding Line's of 
Action and the rate at which proejress is expected to be achieved 
will have been agreed jointly at various working levels and 
endorsed by the Committee of Management. 
(d) Approva1 and amendment of the CMTP 
1. As stipulated in the provisions of the amended Convention 
|Article» 6.1(a) and 7.1|, the Committee of Management submitted 
the CMTP to the Permanent Commission for decision. 
2. Following the decision taken by the Permanent Commission, the CMTP 
is now a reference document for the development of the EUROCONTROL 
Air Traffic Management System. 
.3. Amendments to Lines of Action and associated programmes in the CMTP 
are approved by the Committee of Management on the basis of 
proposals prepared by its Planning Working Group. 
4. Whenever there are substantial changes to objectives, the Committee1 
of Management submits the revised version of the CMTP to the 
Permanent Commission for decision. 
b. The Committee of Management submits draft technical specifications, 
known as EUROCONTROL Standards, amendments to existing EUROCONTROL 
Standards and mandatory timetables to the Permanent Commission for 
decision. 
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(>. The Advisory Committee to be? sc»t up under the Directive will have.» 
the task e>f ensuring that, t ho»o t.uchnolorjic.i I change-» are 
consistent. 
(»») St i ucture of the CMTP 
The CMTP has 9 chapters or areas of activity: 
Surveillance, Air/Ground Communications, Grounei/Cround Communic.it sorts 
Navigation, ATC, ATFM, ASM, A1S and Human Resources. 
The Standards and the corresponding common specifications/requirement* 
are described in appropriate documents, which must identify clearly 
what is a Standard and what is only a recommendation or guidance» 
material. Once approveei, these documents form an integral part of I In 
CMTP. 
(I) EUROCONTROL technical specifications 
Under the CMTP, EUROCONTROL has already issued technical 
specifications for such equipment as it considered essential. 
A EUROCONTROL Standard is defined as, "Any specification for physical 
characteristics, configuration, material, performance, personnel or 
procedure, the uniform application of which is recognized as essential 
for the implementation of an integrated ATS system in EUROCONTROL 
Member States.M1 
These Standards must conform to ICAO Standards and are issued to (ill 
any gaps left by ICAO, to complement or give more details in respect 
of existing Standards. 
I EUROCONTROL Common Medium-Term Plan (EUROCONTROL Publication). 
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Hy contrant with ICAO StaneJardn where the main aim in standard i/.at ion 
and safety, EUROCONTROL Standards are intended to help develop 
compatible systems and ensure their integration. 
EUROCONTROL has also drawn up harmonization directives. In order to 
allow the constant updating of the Standards, specific presentation 
preiceelureu an» proscribed anel, in drafting and presentation, the» 
EUROCONTROL Standards must also comply with the international ISO 
Standards. In addition EUROCONTROL, the Commission and the European 
standards bodies have established contact with a view to examining 
possible cooperation procedures and defining their respective areas at 
acti vity. 
M -
I V. THE COMMISSI ON'S APPROACH 
The» Commission advocates usinej EUROCONTROI. Standards and possibly e?ve»n the» 
common spec i f i cat ie>n» for Community purposes, the intention be?iiuj to 
provide direct back-up for the harmonization already undertaken (by the 
Member States anel the Community and, indirectly, other European States) 
through the ECAC Strategy for the 1990s and the European ATC Harmonization 
and Integratiejn Programme (EATCHIP). 
In the short term, the? Commission's aim is to ensure coordination of the 
Member states' activities on the air traffic system in ejeneral and on 
technical harmonization in particular. The Commission would be authorized 
to use the legal instruments which the Community may issue to impose 
technical specifications drawn up by other bodies and could therefore give 
EUROCONTROL'B various instruments greater weight by issuing them in the 
form of technical rules mandatory throughout the Community. 
With thin Direct ive the? aim is to align a number of tt?chnical 
specifications at Community leve?l in order to improve communications and 
obtain greater technical compatibility. The Commission therefore proposes 
usine; the technical specifications drawn up by EUROCONTROL and thereby 
pi omot <• st aneiard i zat ion at European level. In doing tin it is me-et i ng the 
wiiihea expresBe»d in the Council Resolution of 1989. The main purpose of 
the? Directive's provisions is to integrate EUROCONTROL Standards into 
Community law whilst at. the same time aiming to establish the? highest 
possible level of air safety. 
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The? wording of the Directive allows fcjr problems arising in EUROCONTROL in 
connection with the» adoption of technical spécifications. The Commission 
mtiiit be able to issue» preiposaln aimed at resolving any difficulties 
occur rinej in EUROCONTROL's adoption procedures. For instance, the 
Commission could find itself having to draw up proposals or proposing that 
the European standards bodies be given mandates to draw up standards. 
Equally, the Membeir States of the European Community might, implement, a 
EUROCONTROL standard if, when acting within EUROCONTROL, they all came out 
in favour of that standard. 
Whe»re the long term is concerned, let us remind ourselves of the 
Commission's stated aim, namely to unify the various national systems. In 
the Commission's view the solutions adopted by the ECAC - inter alia the 
Common Medium-Term Plan (CMTP) - will not provide all the answers to the 
structural problem» (i.e». the? multiplicity of systems in Europe) and 
therefore represent only a stage on the way to the creation of a European 
system which must, achieve a sufficient level of intégrât ion to ensure that 
the user perceive»» it a» a single system. 
In its proposal for trans-European networks, the Commission had already 
proposed: 
creating uniform systems for the management of airspace; 
drawing up a truly European policy on air transport infrastructure. 
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With the current, init iativo, the medium-term aim i» to turn the? air 
transport network into one of the Community's basic infrastructures. The» 
Commission will not fail to submit a proposal to this effect. 
As the present air traffic situation amply demonstrate»», the deployment of 
air traffic management Systems on the basis of purely national 
considérât ions has resulted in the f raejmentat ion of airspace and 
incompatibility between different items of equipment purchased in 
accordance with national specifications and differing procedures. Action 
by the Community is fully justified if the objective is rational and 
<»fficient organization. 
It should also be» remembered that the» Commission roe]ui?sti»d DG XIII to elo a 
study on the technologies to be used for air traffic management beyond the 
year 200b. This is e:onsistent with the long-term obje?ctive of puttinej 
standard i zed syntemn in place. The intention is to i ncorporato the» result; 
of this work in the? activities of ICAO, ECAC and EUROCONTROL in the name» 
areas. 
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V . TECHNI CAL CONTENT J3F THE JPJROPOSAI. 
The Annex to the proposal for a Directive is a list of technical 
specifications which the Commission would like to see the Member States 
apply in the near future. Once approved by EUROCONTROL, and included in 
this Directive, the spécifications will become mandatory and compliance can 
be enforced by virtue of their being Community law. 
Examples are: 
1. OLDI : 
These are specifications for the use of "OLDI" messages (On-Line Data 
Interchange). One of the aims is to eliminate certain manual operations 
by transferring data from one computer in one control centre to another 
computer in another centre. With this standard it will also be easier 
to update flight plan related data and, if necessary, transmit them to a 
centre in another Member State. OLDI also defines the format for data 
relating to every controlled flight. 
2. ASTERrX (radar data exchange): 
This specification defines the formats to be used for exchanejing 
messages between radar stations. The messages relate to data processed 
by the radar stations, the data being transmitted by ground/ground eiata 
links. The specifications will enable controllers of adjacent airapace 
sectors to use the same data and/or radar images. 
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3. Specificatitins for linking up networks (of the RADNFT or RENARD typo) 
The advantage of the RADNET and RENARD specifications is that they 
define the kind of data transmission system that has to be set up to 
allow standardized message exchanges between radar stations. 
4. Specifications for telephone systems for ATS: 
These are specifications for telecommunications links in the form of 
telephone lines between control centres and for data relating to Air 
Traffic Services. 
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v ï ÇQiÇkvs] P^s 
The scope of thia Directive is of interest to us for three reasons: 
(i) it provides for greater coordination between the Member States of 
their efforts to harmonize and integrate their ATC systems and, by 
way of a policy of harmonization and further standardization, 
should help increase the capacity of these systems; 
(ii) it iB int«?nded to ensure cjreater transparency of procurement 
contracts for air traffic control equipment; and 
(iii) it is also intended to help establish a high level of safety in 
Community airspace. 
OBSERVATIONS ON THE VARIOUS ARTICLES OF THE DIRECTIVE 
Article 1 
This Article defines the scope of the Directive; 
Articje 2 
This Article defines the terms used in the Directive. 
Article 3 
This Article sets out the objectives to be achieved by the introduction of 
Community-wide technical rules on ATC equipment deployed in the Member 
States. These objectives are the same as those adopted by the ECAC 
Ministers in 1990. 
Article 4 
This Article states that EUROCONTROL technical specifications are to be 
regarded as Community standards if identified as such by the Commision. 
Article b 
Thin Article allows the Commission to confer mandates on the European 
standards bodies to define standards in areas not covered by EUROCONTROL. 
Article 6 
This Article seta out the conditions with which Member States must comply 
when drawing up their purchasing specifications for ATC equipment. The 
conditions also help ensure the free movement of goods. 
2 -
Article 7 
This Article provides for an Advisory Committee to be set up. 
Article 8 
This Article makes provision for a mechanism whereby bodies affected by the 
Directive can be consulted. 
Article^ 9 
This Article authorises the Commission to issue proposals should 
EUROCONTROL encounter difficulties over the adoption of its technical 
specifications. 
Article 10 
This Article provides for verification of the implementation of the stated 
objectives of the Directive. 
Draft Council Directive 
on the definition and use of compatible technical and operating 
specifications for the procurement of air traffic management equipment and 
systems 
THE COUNCIL OF TflK EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European Economic Community, 
and in particularly Article 84(2) thereof, 
Having regard to the proposal from the Commission 
Having regard to the Opinion of the European Parliament, 
Havinej regard te> the? Opinion e*f t.he Econe^nic anei Social Committe»e», 
Whereas air transport in Europe is presently under considerable strain due 
to air traffic congestion; 
Whereas the overloading of the air traffic control system is one of the 
primary causes of this congestion; 
Whereas, so far, management systems have been developed and brought on 
stream in accordance with national or local specifications; 
Whereas defining and introducing Community standards is the only possible 
e?ffoctive approach to air traffic management since the present situation, 
based on national or local systems, has resulted in the technical and 
operational incompatibilities which now hinder the transfer of controlled 
flights between traffic control bodies in the different Member States; 
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Whereas operational integration must be achieved under the common air 
transport policy in order to remedy traffic congestion arid improve tht? flow 
of traffic in the short term; 
Whereas the process of harmonization and integration would be facilitated 
if all the Member States individually and the Community as such acceded to 
the International Convention relating to Cooperation for the Safety of Air 
Nav igat ie.»n; 
Whereas the technical specifications adopted by EUROCONTROL comply with the 
recommended standards and practices of the International Civil Aviation 
Organizat ion; 
Whereas the Commission, assisted by a Committee of representatives of the 
Member States, should be authorized, in accordance with the procedure laid 
down in Council Decision No B7/373/EEC,1 to make the EUROCONTROL 
technical specifications mandatory at Community level; 
Whereas European standardization is a key factor in establishing a 
consistent level of safety in air traffic management and whereas 
EUROCONTROL and the European standards bodies should cooperate with each 
other ; 
Whereas it should be specified that, in accordance with the provisions of 
Directive 83/189/EEC, the Commission may give the European standards bodies 
mandates to draw up European standards to provide support for air traffic 
management systems; 
1 OJ No L 197, 18.7.1987, p.33. 
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Whereas in any case any item of equipment legally marketed in one Membe?r 
Statu must bo able to move freely in the territory of the other M«?ml»or 
States; 
Whereas the provisions of the International Convent, ion relating to 
Cooperation for the Safety of Air navigation designate EUROCONTROL as the 
instrument to take the necessary measures to solve the problems currently 
existing in Europe; 
Whereas safety is a key factor in air transport in the Community, and 
whereas the provisions of this Directive should take into account the 
existence of the Convention on International Civil Aviation, signed in 
Chicago on 7 December 1944, which provides for the implementation of 
whatever measures are required to ensure the safety of air navigation; 
Whereas Council Directives 77/62/EF.C and 90/531/EEC on the procurement 
procedures of entities opérât i ng in the water, one?rgy, transport and 
telecommunications sectoro apply to the air traffic management sector and 
the awarding entities must be specified, 
HAS ADOPTED THIS DIRECTIVE: 
Article 1 
This Directive covers the definition and use of compatible technical 
specifications for procuring air traffic management equipment and uyntoms, 
part icularly : 
communications systems 
surveillance systems 
systems providing automated assistance to air control 
navigation systems. 
Article 7 
For the purposes of this Directive the following definitions shall apply: 
(a) Technical specification: the? technical requirements contained in 
particular in the tender documents defining the characteristics of a 
set of works, material, product or supply, and enabling a piece of 
work, a material, a product or a supply to be objectively described in 
a manner such that it fulfils the use for which it is intended by the 
contracting entity. These technical prescriptions may include 
quality, performance, safety or dimensions, as well as requirements 
applicable to the material, product or supply as regards quality 
assurance, terminology, symbols, testing and test methods, packaejing, 
marking nr labelling. 
(b) Standard: a technical specification approved by a recognized 
standardizing body for repeated and continuous application, compliance 
with which is in principle not compulsory. 
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(c) EUROCONTROL technical specification: any technical specification 
relatiwj to physical characteristics, configuration, equipment, 
performance, personnel or procedures In respect of which it i» 
accepted that uniform application is essential to the operation of an 
integrated air traffic system in the Member States and adopted as a 
EUROCONTROL Standard in accordance with the provisions of the 
EUROCONTROL Convent i on. 
Article 3 
The Member States shall take whatever steps are necessary to modify their 
existing air traffic management equipment so that it guarantees: 
automatic data transmission between air control centres by 1998; 
complete radar coverage by 1996 using interoperable radar equipment 
whic:h provides full, organised surveillance; 
computer assisted execution of air traffic manaejcinont tasks an from 
1996; 
harmonization of the capability of different types of radar equipment to 
allow uniform en route separation of aircraft by 1996, with a 5 or 10 NM 
otandarel being applied, as appropriate; 
optimization of the network of ATS routes and airspace structure, backed 
up by the widespread use of area navigation as from 1994. 
3 -
The Member State?» »hall communierai <? to the Conun i »» i on, within nix month» of 
each eioadline?, the measures thoy have introduced to achieve» t.he object, i vos 
in?t. out in the» previous paragraph. 
Article 4 
The Commission, assited by the Committee referred tot in Article 7, shall 
be authorized to act in accordance with the procedure set out in that 
Article and identify which EUROCONTROL technical specifications, in 
particular those relating to areas listed in Annex 1, shall be made 
mandatory. The Commission shall publish the references for these technical 
specifications in the Official Journal of the European Communities. 
Article S 
To facilitate the implementation of measures adopted under the provisions 
of Article 3 and 4, the Commission, acting in accordance with the 
provisions of Directive 83/189/EEC, may award standardization mandates to 
the European st anelareln bod ion. 
Article 6 
Without prejudice to the provisions of Directives 77/62/EEC and 90/531/EEC, 
the» Mombor State?» shall take whatever steps are necessary to ensure that, 
in the general documenta or specifications relating to each public 
contract, the awarding entities defined in Annex 2 to this Directive refer 
tcî the European specifications defined in that Directive when purchasing 
air navigation equipment. 
To ensure that this Annex is as complete as possible, the Member States 
shall notify the Commission of any changes to their lists. The Commission 
shall amend Annex 2 in accordance with the procedure set out in Article 7. 
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Article 7 
1.. The Commission shall be assisted by an Advisory Committee composed of 
representatives of the Member Staten and chaired by the representative of 
t he» Comini nui on . 
2. The representative of the Commission shall submit to the Committee a 
elraft e-)f the measures to be taken. The Committee shall deliver its opinion 
on the» draft within the time limit which the Chairman may lay down 
according to the? urgency of the matter. The opinion shall be delivored by 
the? majority laid down in Article 148(2) of the Treaty in the case of 
decisions which the Council is required to adopt on a proposal from the 
Commission. The votes of the representatives of the Member States within 
the committee shall be weighted in the manner set out in that Article. The 
chairman shall not vote. 
3. The opinion shall be rocortloel in the minutes. Each Member State? shall 
have? the riejht. to ask to havo its jMisition rocejrd<?el in the minute»». 
4. The Commission shall take the utmost account of the opinion dolivoroel 
by the Committee. It shall inform the Committee of the manner in which it.» 
opinion has been taken into account. 
Article 8 
In exercising its powers the Commission shall regularly consult the 
European organizations of the parties concerned, such as the European 
representatives of air navigation bodies, air space users and professional 
bodies, and shall inform the Committee of the outcome of the consultations. 
b -
Article» 9 
Whoro EUROCONTROL technical specifications are not adopted by EUROCONTROL 
by the deadline provided for in Article 3, or whore other measures aro 
considered necessary, the Commission shall send a detailed report to the 
Committee and shall propose appropriate measures. 
Article 10 
The Commission shall submit regular reports to the Council and Parliament 
on the operation e>f the arrangements set out in thin Directive. 
Article^ 11 
1. The Member States shall brine» into force the laws, regulations and 
administrative provisions necessary to comply with this Directive not 
later than 1 January 1994. They shall forthwith inform the Commission 
thereof. 
2. When the Member States adopt these provisions their texts shall refer 
to thiB Directive or shall be accompanied by such a reference when 
officially published. The Member States shall decide what method to 
use to make this reference. 
Art icie 12 
This Directive is addressed to the Member States. 
Done at 
ANNEX 1 
Technical specifications roforrod to in Articlo_4 
Areas covered 
COMMUNICATIONS SYSTEMS 
flight plan related data exchange (message format) 
radar data exchange (ASTERIX message format) 
telephone systems for ATS 
On-Line Data Interchange (OLDI) 
automated SSR code assignment systems 
NAVIGATION SYSTEMS 
RNAV 
radar separation 
Short-Term Conflict Alert (STCA) 
airspace delegation 
SURVEILLANCE SYSTEMS 
surveillance specifications 
shared use of radar facilities 
ANNEX 2 
The text of this Annex will be communicated at a later date and will be 
based on information sent in by the Member States before this Directive is 
forwarded to the Council. 
STATEMENT OF EFFECT 
EFFECT OF PROPOSAL ON UNDERTAKINGS, PARTICULARLY 
SMALL AND MEDIUM-SI ZED BUSINESSES (SMEu) 
Title of proposal: Proposal for a Council Directive on the definition and 
use of compatible technical and operating specifications for the 
procurement of air traffic management equipment and systems 
Reference number of document: 
Proposal 
1. Keeping in mind the principle of subsidiarity, why is Community 
legislation required and what are the main aims? 
ATC/ATM equipment must be standardised if a uniform network is to be 
established. 
Effect^ on businesses 
2. Who will be affected? 
- what types of businesses: 
Systems and equipment makers (radar/telecommunications) 
- what size of business (i.e. small or medium): 
Medium-sized 
- is this type of business concentrated in any particular geographical 
area of the Community: 
No 
3. What steps will the businesses have to take to comply with the proposal? 
Adopt the standards covered by the Directive. 
A . What <! r c Ihc likely IM Dnninii e; f f <:( t •. o I the pi o|)o:,,l I '•' 
on (:lli|) 11 >ymen t 
Non»; 
on i n vf . 1 iii'-ii t ,iiul t he ci c,)l ion fit ne:w hus i nnssc:;-
None 
on the • > )iit|)'' t i t i vriic:,', of IIUMMI:',',!", 
It will i inpi ov«: the po1, i t i on o I I m opr.in lui:; i ne:, se s in icl,il ion to 
then Àmr'i n ,tn .mil .J,ip,ine?;e rompe: t itoi1. 
S. Does t h i •., piopo:.,j| include .my measures specifically intended to \<\kv 
into account the position of small and medium-sized businesses (lowei oi 
different i » iju i r i:men t s , t: t c ) ? 
No 
ConsuIt at ion 
(.. I ist of IMHIII", I Diistillml on the pi ope)s.i I and their view 
AI CMA 
I UHOCONI \u 'i 
Al A in f ,i vour 
II I .1 V( )ll I 
in I .i vnii i 
ISSN 0254-1475 
COM (92) 342 final 
DOCUMENTS 
EN 07 
Catalogue number : CB-CO-92-373-EN-C 
ISBN 92-77-47106-9 
Office for Official Publications of the European Commun flies 
L-29&5 Luxembourg