.
the application of appropriate LoAs between civil and military units involved;
.
the promulgation of the first usable IFR flight levels above/below an area in the definition of associated ATS routes.
3.2.4.2.4 The AIP would identify those D and R areas managed and allocated at Level 2. To that end, some States may add suitable qualifiers to these D and R designators to indicate the Level 2 management of these areas. The period and conditions of use of these AMC-manageable areas will be published in AUPs in the list “CHARLIE” of Temporary Airspace Allocation (TAA).
3.2.4.2.5 Other D and R areas, not suitable for Level 2 management, would be identified as such and completely defined in the national AIPs. Within these published times the activity will take place without any allocation by AMCs unless users and/or managers of these airspace restrictions are able to notify their activities for the following day.
3.2.5 Guidelines for the Establishment of Airspace Restriction/Reservation overthe High Seas
3.2.5.1 Establishment of Danger Areas over the High Seas
3.2.5.1.1 The FUA Concept recommends that where possible, D and R Areas are replaced by an airspace reservation (see Chapter 3.2.3 above) or modified by applying the TAA process when the airspace restriction is manageable at Level 2.
3.2.5.1.2 However, over the High Seas, regardless of the risk involved, only Danger Areas can be established.
3.2.5.2 Activities over the High Seas manageable at ASM Level 2
3.2.5.2.1 In general airspace should only be reserved or restricted for specific periods of time which should stop as soon as the associated activity ceases. In practise, the TAA process includes all the AMC-manageable structures whenever their use can be linked to a daily allocation for the duration of a planned activity.
3.2.5.2.2 Thus, when designating airspace volumes over the High Seas wherein an ECAC State has accepted the responsibility for providing ATS, that State should establish, as far as possible, “AMC-manageable Danger Areas” and allocate them in the same way as over land and/or territorial waters (see Chapters 3.3.2 & 4.10 of the EUROCONTROL Handbook for Airspace Management related to ASM over the High Seas).
3.2.5.3 Requirements for Danger Area Restriction over the High Seas
3.2.5.3.1 In all other cases, according to ICAO recommendations, those who initiate danger area restrictions over the High Seas are under an increased moral obligation to judge whether establishment of the Danger Area is unavoidable and if it is, to give full details on the intended activities therein (see Chapter 4.10 of the EUROCONTROL Handbook for Airspace Management related to ASM over the High Seas).
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3.2.6 Activation Times Parameters
3.2.6.1 General
3.2.6.1.1 Activation times should be clearly stated in accordance with the following parameters :
-the "Published Hours" which would be the period of activation decided at Level 1 and published in AIP/NOTAM in a new column dealing with "Activation Hours". The Published Hours would cover the maximum possible activation time;
-the "Planned Hours" which would always take place within the Published Hours and would be decided at Level 2 by AMCs and published as such in AUPs;
-the "Real Activation Time" which would normally take place within the Planned Hours and would be the actual period of use of the area notified at Level 3 by appropriate means.
3.2.6.2 Activation times associated with the TAA Process – AMC-Manageable Areas
3.2.6.2.1 There is the possibility, after adequate Level 3 co-ordination, for the "Real Activation Time" of an area to be outside the "Planned Hours". This would require consideration of various issues, including : 中國航空網 www.k6050.com 航空翻譯 www.aviation.cn 本文鏈接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 1(36)
