Local Single Sky ImPlementation (LSSIP) IRELAND

Transcription

1 EUROCONTROL Local Single Sky ImPlementation (LSSIP) IRELAND Year Level 1

2

3

4

5 DOCUMENT IDENTIFICATION SHEET LSSIP for Ireland 15/01/12-21 Document Identifier Edition: Year 2014 LSSIP Year 2014 Ireland Edition Date: 05/06/2015 LSSIP Focal Point - Ronnie Fallon Ronnie.FALLON@IAA.ie Manager Airspace & Navigation LSSIP Contact Person - Oscar Alfaro oscar.alfaro@eurocontrol.int DPS/PEPR Status Intended for Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Path: Internet ( Y:\03 LSSIP\1. LSSIP States\Ireland (IE) - OA\Year 2014\Released\IE_ LSSIP 2014_Level 1_Released.doc LINKS TO REFERENCE DOCUMENTS 1 LSSIP Guidance Material 2 ESSIP Plan Edition ESSIP Report STATFOR Forecasts 5 Acronyms and abbreviations 6 European ATM Master Plan 7 LSSIP Documents 8 National AIP LSSIP Year 2014 Ireland Released Issue

6

7

8

9 TABLE OF CONTENTS Executive Summary... 1 Introduction... 4 Chapter 1 - National ATM Environment Geographical Scope International Membership Geographical description of the FIR(s) Airspace Classification and Organisation National Stakeholders Civil Regulator(s) IAA Operations Division (ANSP) Airports Military Authorities Chapter 2 - Traffic and Capacity Evolution of traffic in Ireland DUBLIN ACC Traffic and en-route ATFM delays Summer 2014 performance Planning Period /19 - Summer SHANNON ACC Traffic and en-route ATFM delays Summer 2014 performance Planning Period /19 - Summer Chapter 3 - ESSIP Report recommendations Chapter 4 - National Projects Chapter 5 - Regional Co-ordination FAB Co-ordination FAB Projects Regional cooperation Regional Cooperation Initiative Chapter 6 - ESSIP Objective Implementation ESSIP Objectives Implementation progress Alignment of PCP with ESSIP Objectives and related progress Annex A Specialists involved in the LSSIP Process Annex B National Stakeholders Organisation Charts Annex C Glossary of Abbreviations ANNEXES LSSIP Year 2014 Ireland Released Issue

10

11 Executive Summary National ATM Context The Irish Aviation Authority (IAA) was established as a commercial state-sponsored body on 1 January 1994 under the Irish Aviation Authority Act, The IAA carries out a range of operational and regulatory functions and services relating to the safety and technical aspects of civil aviation in Ireland and is responsible for the provision of Air Traffic Management Services; a functional separation exists between regulatory and service provision functions. Dublin Airport Authority - a commercial semi-state company operates Dublin and Cork Airports. A new Shannon Airport Authority was established on January 1st 2013 and now has total responsibility for the running and development of Shannon airport. The Irish Government, after consultation with all major stakeholders, will publish a new Aviation Policy document for Ireland by Q at the latest. Traffic and Capactiy Traffic in Ireland increased by 4.7% during Summer 2014 (May to October inclusive), when compared to Summer The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 1.4% and 3.1% during the period, with an average baseline growth of 2.4%. Sufficient capacity will be provided to meet all expected demand during the period of this plan and Ireland will meet its capacity requirements under the National Performance Plan. ESSIP Objective Implementation With regard to objectives due for the period , only COM09 and ITY-FMTP are reported as late and both are planned to be completed by All the other objectives due for this period have been completed on schedule. For the rest, only the implementation of ITY-ADQ and AOP05 (CDM) are reported as late. Ireland plans to comply with ITY-ADQ as of Jan/2016 when the ASSET system will be handed over to IAA ANSP from IAA SRD; AOP05 is planned for completion by Dec/2016. All the other objectives are either completed or planned in line with the agreed deadlines. No major obstacles are foreseen for the implementation of these objectives. LSSIP Year 2014 Ireland 1 Released Issue

12 LSSIP Ireland * FOC Date Planned implementation date (see legend at the bottom of the table) State-related ESSIP Objectives <= AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling [IDP] [E] * AOM19 Implement Advanced Airspace Management [IDP] [E] * AOM21 Implementation of Free Route Airspace [IDP] [E] * AOP03 Improve runway safety by preventing runway incursions [IDP] * ATC02.2 ATC02.5 ATC02.6 ATC02.7 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 [E] * Implement ground based safety nets - Area Proximity Warning - level 2 [E] * Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 [E] * Implement ground based safety nets - Approach Path Monitor - level 2 [E] * ATC07.1 Implement arrival management tools [E] * ATC12 ATC15 Implement automated support for conflict detection and conformance monitoring [E] * Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations [IDP] [E] * ATC16 Implement ACAS II compliant with TCAS II change 7.1 * ATC17 COM09 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) [IDP] [E] * [IDP] * COM10 Migrate from AFTN to AMHS * COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM * FCM01 Implement enhanced tactical flow management services [E] * FCM03 Implement collaborative flight planning [IDP] [E] * FCM04 Implementation of Short Term ATFCM Measures - phase 1 [IDP] [E] FCM05 Implementation of interactive rolling NOP [IDP] [E] * INF04 Implement integrated briefing * INF07 Electronic Terrain and Obstacle Data (TOD) * ITY-ACID Aircraft identification ITY-ADQ Ensure quality of aeronautical data and aeronautical information [E] * ITY-AGDL Initial ATC air-ground data link services above FL-285 [IDP] [E] * ITY-AGVCS2 ITY-COTR Implement air-ground voice channel spacing requirements below FL195 * Implementation of ground-ground automated co-ordination processes [E] * ITY-FMTP Apply a common flight message transfer protocol (FMTP) [IDP] * ITY-SPI Surveillance performance and interoperability * NAV03 Implementation of P-RNAV [E] * NAV10 Implement APV procedures [IDP] [E] * LSSIP Year 2014 Ireland 2 Released Issue

13 LSSIP Ireland * FOC Date Planned implementation date (see legend at the bottom of the table) SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements * SAF11 Improve runway safety by preventing runway excursions * Airport-related ESSIP Objectives EIDW-Dublin <= AOP04.1 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 [E] * Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 * AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP] [E] * ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements [IDP] * ENV02 Implement Collaborative Environmental Management (CEM) at Airports * Understanding the Table Objective Objective Partly Objective Planned No Plan Missing Data Not Applicable (State/Airport does not participate in this obj.) Late E= Essential Master Plan Reference IDP = Interim Deployment Programme NOTE: The year where the coloured box is placed indicates the Implementation Completion Date as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date. LSSIP Year 2014 Ireland 3 Released Issue

14

15 Introduction The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document Year 2014 describes the situation in the State at the end of December The LSSIP documents are structured into 6 chapters to better differentiate the Stakeholder(s) accountable for the information contained in each of them: Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organizations, the organizational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organization and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided in this chapter. Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level; Chapter 3 provides a set of recommendations extracted from the ESSIP Report which are relevant to the state/stakeholders concerned. The state reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations; Chapter 4 provides a set of the main ATM national projects which contribute directly to the implementation of the ATM MP OIs and/or Enablers and ESSIP related Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the states per each project included in this chapter; Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the states concerned; Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Note: Chapter 6 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the ESSIP. Note: The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring. LSSIP Year 2014 Ireland 4 Released Issue

16

17 Chapter 1 - National ATM Environment 1.1 Geographical Scope International Membership Ireland is a Member of the following international organisations in the field of ATM: Organisation Since ECAC 1955 EUROCONTROL 1 st January 1965 European Union 1973 European Common Aviation Area EASA 2005 ICAO 31 October 1946 JAA 1990 NATO Geographical description of the FIR(s) The geographical scope of this document addresses the Irish FIR(s): Shannon FIR including Shannon Oceanic Transition Area (SOTA) and Northern Oceanic Transition Area (NOTA). Within the Shannon FIR/UIR are contained: Shannon CTA (upper limit FL 245); Dublin CTA/TMA (upper limit FL 245); Shannon UTA (FL 245 to FL 660). N N Shannon FIR is surrounded by FIRs of 2 States, namely United Kingdom and France and the NAT region. Ireland s Flight Information Regions (FIRs) LSSIP Year 2014 Ireland 5 Released Issue

18 Delegated to Scottish Airspace Classification and Organisation The figure below shows the current airspace classification within the Irish airspace. As it can be seen, all airspace above FL75 is Class C with NOTA and SOTA Class A above FL55. FL660 Shannon UTA FL245 SOTA Shannon CTA Dublin CTA Shannon CTA NOTA FL75 FL55 5,000ft Shannon CTA Cork CTR Shannon CTA Shannon CTR Military Dublin CTR Shannon CTA Sligo CTR ClassA ClassC ClassG SOTA -Southern OceanicTransition Area NOTA -Northern OceanicTransition Area Sligo is used to represent the regional airports 5 in total. Military airspace active to various levels. LSSIP Year 2014 Ireland 6 Released Issue

19 1.2 National Stakeholders The main National Stakeholders involved in ATM in the Republic of Ireland are the following: - The Department of Transport, Tourism and Sport, - The Department of Finance, - The Irish Aviation Authority (IAA) which appointed in July 2004 as the National Supervisory Authority for Ireland. It is also entrusted with both the regulatory and service provision, - The Air Accident Investigation Unit (AAIU), - The Irish Aviation Authority Operations Division entrusted for provision of air navigation services - The Dublin Airport Authority, - The Department of Defence. The activities of these national Stakeholders are detailed in the following subchapters. Their relationships are shown in the chart below. Institutional Arrangements and Links LSSIP Year 2014 Ireland 7 Released Issue

20 1.2.1 Civil Regulator(s) General information In Ireland, civil aviation is the responsibility of The Department of Transport, Tourism and Sport. The Department assigned its powers and authority to manage Irish airspace and aviation safety standards and practices to the Irish Aviation Authority - IAA. The IAA is therefore entrusted with both the regulatory and service provision functions which are functionally separated within the organisation. The Department of Transport, Tourism and Sport has nominated the Safety Regulatory Division of the IAA as the National Supervisory Authority in accordance with the EU regulation requirement. The Irish Government, after consultation with all major stakeholders, will publish a new Aviation Policy document for Ireland by Q at the latest. The Department of Transport, Tourism and Sport are still considering an organisational separation of service provision and regulation. The IAA is a commercial State body with a Board appointed by the Minister. The IAA is also responsible for the determination of the Enroute Route Charges. The terminal charges at Cork, Dublin, and Shannon where the IAA provide terminal services are subject to economic regulation. The Board and staff of the Irish Aviation Authority are committed to providing safe, efficient and cost effective air navigation and regulatory services, which meet the needs of its customers on a sound commercial basis. The Safety Regulation Division (SRD/NSA) of the IAA regulates safety standards in four key areas: Flight Operation standards, Licensing standards, airworthiness standards and air navigation standards. The Department of the Environment, Community and Local Government and the Department of Transport, Tourism and Sport perform the regulatory function for environmental matters in Ireland. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The IAA is further detailed in the following sections. Activity in ATM: Rule-making Organisation responsible Department of Transport, Tourism and Sport (DTTAS)/Irish Aviation Authority (IAA) Legal Basis The Irish civil aviation regulatory framework emanates from the Irish Constitution, and is composed of EC Regulations and Statutory Instruments (Acts, Orders, Regulations and Directives). The Single European Sky (SES) legislation applies in Ireland and hence the State has two rulemaking systems a common mechanism at EU level for the development of EC laws and managed by the European Commission and a process at national level for those subjects whose regulation remains a national matter. The DTTAS is signatory to international Conventions, and is responsible for drafting legislation for the aviation sector, plus high-level policy making. The Authority was assigned powers under the Irish Aviation Authority Act, 1993 to make Orders and Regulations for the purpose of giving effect to the Annexes to the Chicago Convention. The DTTAS is the Government Department with responsibility for the transport industry in Ireland including aviation. The IAA is the civil aviation regulatory authority created by legislation to carry out certain State functions. Safety Oversight IAA/SRD/NSA The DTTAS assigned its powers and authority to manage Irish airspace and aviation safety standards and practices to the IAA by the enactment of the Irish Aviation Authority Act, LSSIP Year 2014 Ireland 8 Released Issue

21 Enforcement actions in case of non-compliance with safety regulatory requirements IAA/SRD/NSA In compliance with Article 4 of Commission Regulation (EC) No. 549/2004 the SRD/NSA of the IAA was established in July 2004, as the National Supervisory Authority (NSA) of Ireland. This issue is within the remit of its competences. Airspace IAA/SRD/NSA Irish Aviation Act 1993 Economic Environment Security Accident investigation Department of Transport, Tourism and Sport/Commission for Aviation Regulation Department of Environment, Community and Local Government / Department of Transport, Tourism and Sport Department of Transport, Tourism and Sport Air Accident Investigation Unit (AAIU) Aviation Regulation Act, 2001 Air Navigation and Transport Act, 1988 Various Acts from Department of Transport, Tourism and Sport including European Communities (Greenhouse Gas Emissions Trading) (Aviation) Regulations 2010 Air Navigation and Transport Act, 1988 S.I. No. 116 of 2008 The AAIU of the Department of Transport, Tourism and Sport (DTTAS) is the statutory body responsible for the investigation of accidents and serious incidents. The AAIU conducts its investigations of aviation occurrences in accordance with Annex 13 (10th Edition) to the ICAO Convention, Regulation (EU) No 996/2010 and Statutory Instrument No. 460 of The fundamental purpose of such investigations is to determine the circumstances and causes of these events, with a view to the preservation of life and the avoidance of similar occurrences in the future. It is not the purpose of such investigations to apportion blame or liability. The SRD/NSA of the IAA is also responsible, in addition to the investigation of serious incidents, for the investigation of non-serious incidents and ATM specific occurrences (i.e. ESARR2). Close cooperation exists between the AAIU and SRD/ NSA in respect of safety occurrences Irish Aviation Authority The Irish Aviation Authority is responsible for ATM safety regulation for Ireland which is applied to civil ATM only and not extended to military operations. Within the Authority ATS provision and Safety Regulation are functionally separate although there is a plan to implement an organisational separation of both functions. In Annex B, a chart depicting the structure of the SRD/NSA and its organisational dependence within the IAA is shown. The safety regulatory function falls under the remit of the Safety Regulation Division and is responsible for a number of tasks including: Rule making Safety oversight Safety performance monitoring and ATM safety occurrence analysis Annual Report published: Y IAA Web site: LSSIP Year 2014 Ireland 9 Released Issue

22 1.2.2 IAA Operations Division (ANSP) Air Traffic Services in Irish airspace (en route and TMA), in the Shannon Oceanic Transition Area, in the Northern Oceanic Transition Area and Communication services in the Shanwick Area are provided by the Operations Division of the IAA. Air Traffic Services at Dublin, Shannon and Cork Airports are also performed by the Operations Division of the IAA however, in the rest of Irish airports; these services are performed by the respective Airport Authorities. Further detailed information can be found in Annex B. The following Table lists information about the Irish Provider of Civil Air Navigation Services: Name of the ANSP: IAA Operations Division Governance: Semi-State Company since Ownership: 100% state-owned Services provided Y/N Comment ATC en-route ATC approach ATC Airport(s) AIS CNS Y Y Y Y Y MET N Irish Department of Transport, Tourism and Sport ATCO training Y Others Y Communication Services in the Shanwick Area Additional information: Provision of services in Y other State(s): ANSP Web site: Functional separation from Regulatory Authority Refer to section for services provided and in which State. Annual Report published: Y ATC system in use Specify the manufacturer of the ATC system currently in use: Major upgrade 1 of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? Thales - COOPANS Last major upgrade in 2011 / Next major upgrade planned in 2019 with the introduction of a JAVA HMI. See above ATC units The ATC units in the Irish airspace, which are of concern to this LSSIP, are the following: ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Shannon 12 1 London FIR, Brest FIR and Shanwick FIR Dublin 4 2 London Scottish and Shannon TWR for Shannon Airport TWR for Dublin Airport Cork 0 1 Shannon TWR for Cork Airport Baldonnel Military Air Base 1 Shannon TWR for Baldonnel Air Base 1 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2014 Ireland 10 Released Issue

23 1.2.3 Airports General information Dublin Airport Authority - a commercial semi-state company operates the main airports (Dublin and Cork) in Ireland. A new Shannon Airport Authority was established on January 1 st 2013 and now has total responsibility for the running and development of Shannon airport Airport(s) covered by the LSSIP Dublin Airport is the only airport covered in this LSSIP Military Authorities The military authorities and their interests are represented in the National Airspace Policy Body and the Standing Civil/Military Air Navigation Committee. The civil military coordination procedures and practices are contained in a Letter of Agreement (LOA) between the Department of Defence and the IAA. Irish Military Authorities have neither regulatory nor service provision responsibilities as far as civil aviation is concerned. Military ATC units share the same facilities and systems as the civil units but they only manage the traffic within the military areas. Any military airplane transiting civil airspace will be controlled by a civil ATC unit. Their regulatory, service provision and user role in ATM are detailed below Regulatory role Regulatory framework and rule-making OAT OAT and provision of service for OAT governed by national legal provisions? Level of such legal provision: Air Corps Regulation Authority signing such legal provision: General Officer Commanding Air Corps These provisions cover: Rules of the Air for OAT Y Y GAT Provision of service for GAT by the Military governed by national legal provisions? Level of such legal provision: N/A Authority signing such legal provision: N/A These provisions cover: Organisation of military ATS for OAT Y Organisation of military ATS for GAT N Additional Information: NA OAT/GAT Coordination Y OAT/GAT Coordination N/A ATCO Training Y ATCO Training N/A ATCO Licensing Y ATCO Licensing N/A ANSP Certification Y ANSP Certification N/A ANSP Supervision Y ANSP Supervision N/A Aircrew Training Y ESARR applicability N/A Aircrew Licensing Means used to inform airspace users (other than military) about these provisions: Y Additional Information: NA Means used to inform airspace users (other than military) about these provisions: National AIP N/A National AIP N/A National Military AIP N/A National Military AIP N/A EUROCONTROL eaip N/A EUROCONTROL eaip N/A Other: Other: N OAT National oversight body for OAT: Air Corps Baldonnel Additional information: N/A GAT NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A Additional information: N/A LSSIP Year 2014 Ireland 11 Released Issue

24 Service Provision role OAT GAT Services Provided: Services Provided: En-Route Y MIL En-Route N/A Approach/TMA Y MIL Approach/TMA N/A Airfield/TWR/GND Y MIL Airfield/TWR/GND N/A AIS Y MIL AIS N/A MET N National MET Authority MET N/A SAR Y MIL SAR N/A TSA/TRA monitoring Y MIL FIS N/A Other: N/A Other: N/A Additional Information: Additional Information: Military ANSP providing GAT services SES certified? N If YES, since: N/A Duration of the Certificate: Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information: N/A N/A Y User role IFR inside controlled airspace, Military aircraft can fly? OAT only N GAT only Y Both OAT and GAT N If Military fly OAT-IFR inside controlled airspace, specify the available options: N/A Free Routing N/A Within specific corridors only N/A Within the regular (GAT) national route network N/A Under radar control N/A Within a special OAT route system N/A Under radar advisory service N/A If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Y Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF N CNS exemptions: RVSM N 8.33 N Mode S N ACAS N Others: N/A Flexible Use of Airspace (FUA) Military apply FUA requirements as specified in the Regulation No 2150/2005: FUA Level 1 implemented: FUA Level 2 implemented: FUA Level 3 implemented: Y Y Y Y LSSIP Year 2014 Ireland 12 Released Issue

25 Chapter 2 - Traffic and Capacity 2.1 Evolution of traffic in Ireland Ireland - Annual IFR Movements Ireland - Distribution (Ref. year 2013) Overflights 57% IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast 2010 A 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F Domestic flights 1% A = Actual F = Forecast International Dep/Arr 42% EUROCONTROL Seven-Year Forecast (September 2014) IFR flights yearly growth 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F H 2.5% 3.9% 2.8% 2.7% 3.0% 2.9% 3.0% Ireland B 1.9% -0.4% 0.3% 2.3% 3.3% 2.2% 2.0% 2.2% 2.3% 2.4% L 2.2% 2.3% 1.1% 0.9% 1.3% 1.5% 1.7% ESRA08 B 3.1% -2.4% -1.1% 1.8% 2.4% 2.8% 2.3% 2.3% 2.8% 3.1% 2014 Traffic in Ireland increased by 4.7% during Summer 2014 (May to October inclusive), when compared to Summer The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 1.4% and 3.1% during the planning cycle, with an average baseline growth of 2.4%. LSSIP Year 2014 Ireland 13 Released Issue

26 2.2 DUBLIN ACC Traffic and en-route ATFM delays EIDWACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * Summer 2014 performance Traffic Evolution 2014 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap +4.8 % 59 (0%) No Average enroute delay per flight remained at zero minutes per flight in Summer 2014 as in Capacity Plan: 0% Achieved Comments Improved ATFCM, including STAM On-going recruitment to maintain staff levels Cross rating training UK / Ireland FAB initiatives Maximum configuration: 4 sectors Summer 2014 performance assessment The capacity baseline was estimated at the same level as last year. The peak 1 hour demand was 48 and the peak 3 hour demand was 40. Yes Yes Yes Yes Yes Planning Period /19 - Summer The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC EIDWCTA Annual Summer 2014 baseline EIDW 59 En-route ATFM delay breakdown - Reference Values Capacity Profiles Profiles (hourly movements and % increase over previous year) H 59 0% 59 0% 59 0% 59 0% 59 0% Ref. 59 0% 59 0% 59 0% 59 0% 59 0% L 59 0% 59 0% 59 0% 59 0% 59 0% Open 59 0% 59 0% 59 0% 59 0% 59 0% C/R 59 0% 59 0% 59 0% 59 0% 59 0% LSSIP Year 2014 Ireland 14 Released Issue

27 Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Capacity Plan A-CDM at Dublin airport Point merge RWY 10 Improved ATFCM, including STAM UK / Ireland FAB initiatives Common transition altitude for the FAB On-going recruitment to maintain staff levels Tower electronic strips Minor upgrade of the ATM system Sector capacity re-evaluation (CAPAN) Cross rating training Upgrade of the ATM system Significant Events Training for ATM system upgrade Training for Transition altitude Max sectors Capacity increase p.a. 3% 3% 0% 1% 1% Reference profile 0% 0% 0% 0% 0% Additional information EIDWCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook Dublin ACC serves mainly traffic to and from Dublin airport. Dublin is a co-ordinated airport. No capacity issues are foreseen for Dublin ACC during the planning period. LSSIP Year 2014 Ireland 15 Released Issue

28 2.3 SHANNON ACC Traffic and en-route ATFM delays EISNACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * Summer 2014 performance Traffic Evolution 2014 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap +4.3 % 124 (0%) No Average enroute delay per flight remained at zero minutes per flight in Summer 2014 as in Capacity Plan: 2% Achieved Comments Extra sectors as required Dynamic sectorisation available FAB dynamic sectorisation - Trials Improved ATFCM, including STAM CPDLC On-going recruitment to maintain staff levels UK / Ireland FAB initiatives Developing Queue Management programme Maximum configuration: 12 sectors Summer 2014 performance assessment The ACCESS measured baseline of 124 indicates the capacity available during the measured period. The peak 1 hour demand was 106 and the peak 3 hour demand was 97. Yes Yes Yes Yes Yes Yes Yes Yes Planning Period /19 - Summer The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. EISNCTA Annual Summer En-route ATFM delay breakdown - Reference Values LSSIP Year 2014 Ireland 16 Released Issue

29 ACC 2014 baseline EISN 124 Capacity Profiles Profiles (hourly movements and % increase over previous year) H 124 0% 124 0% 124 0% 124 0% 125 1% Ref % 124 0% 124 0% 124 0% 124 0% L 124 0% 124 0% 124 0% 124 0% 124 0% Open 124 0% 124 0% 124 0% 124 0% 124 0% C/R 124 0% 124 0% 124 0% 124 0% 124 0% Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Capacity Plan Improved ATFCM, including STAM UK / Ireland FAB initiatives R-LAT (Nov 2015) CPDLC Developing Queue Management programme Common transition altitude for the FAB On-going recruitment to maintain staff levels Technical Minor ATM system upgrade ATM system upgrade Capacity Significant Events FAB dynamic sectorisation Trials Sector capacity re-evaluation (CAPAN) Extra sectors as required Dynamic sectorisation available Training for Transition altitude and ATM system upgrade Max sectors Capacity increase p.a. 2% 2% 2% 2% 2% Reference profile 0% 0% 0% 0% 0% Additional information LSSIP Year 2014 Ireland 17 Released Issue

30 EISNCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook Shannon is a very complex airspace due to the variable North Atlantic traffic flow, but the dynamic sectorisation scheme in the upper airspace and the sufficient number of ATM staff will ensure that the ACC continues to meet the forecast traffic growth. The introduction of a FAB with UK/NATS will enhance the capacity for both service providers. No capacity issues are foreseen for Shannon ACC during the planning period. LSSIP Year 2014 Ireland 18 Released Issue

31 Chapter 3 - ESSIP Report recommendations Recommendations issued from the ESSIP Report for 2013 applicable to Ireland are presented below along with the corrective actions taken, where applicable. Number Recommendation Applicable to REC (5) Local Stakeholders that declared delays in implementation of SAF10 to take corrective measures to reduce the implementation delays. BE, BG, CZ, IE, ES, AZ, BA, LV, EE, MD, ME, MK, UA, GR, HR, HU, PT, TR, RS, SE, SI, AL State feedback: SAF 10 is now considered implemented. The Action Plan was promulgated by the Regulator in Dec/2009 and incorporated to the audit process. Some Recommendations of the Action Plan are still under consideration. General Aviation are briefed on these subjects on a yearly basis. The appropriate parts of the action plan are implemented by the ANSP. REC (12) Local Stakeholders that declared delays in implementation of ITY-ADQ to take corrective measures to reduce the implementation delays. IE, AL, AT, LT, CZ, SI, PT, NO, NL, FR, DE, ES, UK, HU State feedback: Ireland plans to comply with this objective as of 01/01/2016 when the ASSET system will be handed over to IAA ANSP from IAA SRD. ASSET is a modular -one-stop-shop- aeronautical application that enables the collection of digital data from the authoritative sources that has been developed by the IAA. REC (15) Local Stakeholders that declared delays in implementation of ITY- COTR to take corrective measures to reduce the implementation delays. AT, BE, DE, DK, BA, ES, IT, FR, GE, MT, HR, HU, IE, NO, SK, UK, PT, SI State feedback: ITY-COTR is now implemented, including support for Logon Forward and Next Authority Notified processes which were implemented in the latest COOPANS upgrade as per Commission Regulation (EC) No 30/2009 in Q1/2014. REC The ANSPs should ensure synchronised system evolution between neighbouring States. All ECAC ANSPs State feedback: System evolution is undertaken with consultation with neighbouring States where there is seen to be an operational impact or where synchronisation will be of benefit. REC The ANSPs within a FAB should coordinate their system renewal and capability evolution more closely in order to deliver larger scale performance improvements to customers. FAB ANSPs State feedback: The UK and Irish ANSPs are both fully committed to the benefits that a FAB partnership offers. There is regular dialogue between the ANSPs and both work closely to ascertain where coordinated approaches will be beneficial. LSSIP Year 2014 Ireland 19 Released Issue

32 Chapter 4 - National Projects An overview of these and other National Projects can be seen in the table below: Name Schedule Description Scope Status Link with European Master Plan. Lower Airspace Review Removal of ATS routes from lower airspace. Introduction of FRA airspace in the airspace below FL245 and optimisation of continuous climb and descent operations. Dublin Airspace Enhancement to Dublin procedures including GNSS approaches FDP COOPANS FDP - Electronic Flight Progress Strip System Continuous upgrades (Yearly rollout release). Next major upgrade planned for 2019 The objective of COOPANS (Cooperation for Procurement of ANSP Systems) is to establish a single FDP system that would be deployed by the COOPANS partners (currently IAA, LFV, NAVIAIR, CCL and Austro Control). Build 1 was deployed into operation in The overarching aim of the COOPANS cooperation is to achieve financial savings and reduced investment risks for every ANSP by harmonising, standardising and consolidating the activities of the participating ANSPs Dublin air traffic control operations currently utilise manual paper strips in the tower to co-ordinate and control airport movements on the ground and in the immediate vicinity of the airport. To improve efficiency and safety of tower operations, Dublin plans to introduce an Electronic Flight Progress Strips (EFPS) system. EFPS will simplify the handling of aircraft movements by air traffic controllers and provide enhanced safety nets. It will eliminate the requirement for tower personnel to print and manually annotate paper strips and will provide an electronically stamped record of all controller interactions with the system and therefore, of all aircraft movements at and around the airport Ongoing. Customer consultation Q3/Q Introduction Q AOM21 Expected Contribution to the Key Performance Areas 2 Safety: Increase safety Capacity: Increase capacity Cost-efficiency: Increase cost-efficiency in 2015 NAV10 Safety: Increase safety Capacity: Increase capacity On going ATC02.2, 02.5, 02.6 & 02.7 ATC12 FCM01, FCM03 ITY-COTR ITY-FMTP Contact signature planned Q System evaluation planned Q Completion Q PCP pre-requisite Safety: There are critical safety benefits arising from this project. Capacity: There are capacity benefits resulting from this project. Environment: Project improves aircraft sequencing and thus reduces holding. Cost-efficiency: The cooperation reduces system development costs by approximately 30 per cent when compared with the costs each partner would incur if it had to develop the technology independently. Safety: EFPS will enhance safety in the tower operations environment by providing electronic barriers to the inappropriate movement of strips, thereby giving warnings to ATCO's of errors before they are made. Capacity: Improves the runway through put - when linked with Dublin's Automated Surface Movements Guidance Control System (ASMGCS) it will allow more effective coordination with the stop-bar system. Environment: Reduce taxi time - sequences taxi time better. 2 Capacity, safety, cost-efficiency and environment as defined in Recital 2 of Regulation (EU) No 691/2010. LSSIP Year 2014 Ireland 20 Released Issue

33 FDP - Emergency Air Situation Display System Replacement The current Emergency Air Situation Display System (EASDS) was introduced into operational service in It is used as a contingency ATC / FDP system in the event of a major failure of the 'COOPANS' system. The existing supplier is no longer providing support for the product and the plan is to identify a new support partner to support the product and provide system upgrades. If this is unsuccessful the IAA will have to replace the existing system. System implemented and operational Upgrade planned Safety: Business continuity in the event of a COOPANS failure. Capacity: Facilitates the declared capacity of the COOPANS system - requirement for paperless environment. Cost-efficiency: Increased cost-efficiency. Communications - VHFTX/RX & VCCS replacement (four locations) The majority of capital investment in the communications area is associated with the replacement of the current Voice Communication System (VCS), which will run until The upgrade involves the installation of new systems at all IAA ATC facilities, at Shannon, Shannon Tower, Dublin and Cork. In the period the IAA is planning to replace the main VHF Transmitters, Receivers and Antenna systems, as these have been is service since 2006 and will need to be replaced in RP2 as they will have reached their EOL. The IAA maintains a distributed network of VHF Receivers and Transmitters. VCS replacement planned: - Shannon Q1 2016; - Dublin Q Full project planned for completion ITY-AGVCS2 Safety: Ensuring business continuity and safety of service for air traffic operations. Capacity: Enables air space sectors to be controlled with fewer ATCO's thereby increasing capacity, particularly at peak times. Cost-efficiency: Increased cost-efficiency. Communications - Migration to VOIP and System Wide Information Management (SWIM) capabilities Surveillance & Navigation - ILS programme The project to migrate to Voice Over Internet Protocol (VOIP) and develop System Wide Information Management (SWIM) capabilities is required to meet SESAR requirements. Ongoing. System update planned Full completion planned COM11 PCP AF5 Safety: There are safety benefits arising from this project. Cost-efficiency: Lower operational costs and life cycle costs. Updated under continuous review Instrument Landing System -There are presently 8 ILS's in the country - at Cork, Shannon, and Dublin Airports. ILS systems are critical to the safe and effective operation of terminal and approach services. The IAA ILS systems entered operational service in the period and thus provision is made for their replacement on the grounds of anticipated EOL during RP2. ILS Systems are flight calibrated annually and are subject to significant planned annual maintenance in order to ensure high levels of availability. Based on reduced system performance, or system obsolescence the IAA will replace these systems so as to ensure terminal and approach services are not adversely impacted. A full review of present systems will be under taken 2016/17 - Safety: Fundamental safety requirement. Capacity: Retaining capacity. Cost-efficiency: Increased cost-efficiency. LSSIP Year 2014 Ireland 21 Released Issue

34 Surveillance & Navigation - Radar replacement 2015-Onwards A programme of radar replacement is required by the IAA. Replacement of existing radars is a critical operational requirement for existing surveillance capabilities and also for business continuity purposes in case coverage by new technologies such as ADS- B/WAM is not sufficient. The IAA plans to commence trials with ADS-B/WAM with a view to deploying an ADS- B network by Initially ADS-B will complement secondary surveillance radar and provide cover in areas of poor radar coverage. It will also provide a contingency layer in the event of loss of radar from a single site as a result of interference. Contingency The IAA intends to build a new contingency facility which will have the potential to provide almost full Shannon capacity and is close enough to Shannon to avoid any of the distance related staffing issues associated with Dublin. All IAA airspace will have Mode S coverage by Q4 2015, ADS-B operations under evaluation. ADSB trials Planned completion for Q ITY-SPI Safety: Additional layer of surveillance; contingency; potentially better coverage at lower levels. Cost-efficiency: ADS-B/WAM provides potentially better coverage at lower levels, with lower opex. - Safety: Better contingency. Capacity: The capacity of the en-route contingency center at Ballygirren will increase to up to 100%. Cost-efficiency: Increased cost-efficiency. LSSIP Year 2014 Ireland 22 Released Issue

35 Chapter 5 - Regional Co-ordination 5.1 FAB Co-ordination The UK-Ireland FAB has been operational since A substantial amount of work has been undertaken by the ANSPs, the airlines and military participants under the management of the joint NATS and IAA ANSP FAB Management Board, with oversight provided by the joint NSA s FAB Supervisory Committee on behalf of the Member States. The partnership continues to thrive with collaborative developments to enhance the operational FAB and derive greater efficiencies to FAB airspace users. In accordance with Article 5 of Regulation (EU) 176/2011 on the establishment and modification of FABs, the UK-Ireland FAB submitted its necessary paperwork to the European Commission in March 2012, followed by a consultation meeting with the Commission and other stakeholders on the 24th May 2012, and finally the FAB issued a response to the Comment Response Document to the Commission on the 28th November Co-ordination meetings between the FAB partners are held to identify areas of common interest. The LSSIP helps to foster this regional initiative by identifying mutually dependent actions. This cooperation has been re-endorsed through the signature of a Letter of Intent by NATS and the Irish Aviation Authority (IAA) in November The Letter establishes a basis for the two companies to investigate other potential areas of co-operation, including closer coordination on European air traffic management developments. This is seen as an essential pre-requisite in the run up to the introduction of the Single European Sky. The two organisations will also explore opportunities in the areas of systems investment and support services. The principle of the Delegation of Air Traffic Services is applied between the United Kingdom and Ireland in certain areas to enhance the efficiency of operations. FAB Free Route Airspace assessment. In order to ensure the implementation of FABs by December 2012, the UK-Ireland FAB established the necessary cooperation mechanisms, e.g. with other Member States and third countries being part of FABs. The UK is represented at FABEC States meetings as a cooperative partner Both the UK-Ireland FAB NSAs are in discussion with the NSAs of the Denmark/Sweden FAB to explore ways to increased cooperation between the FABs. UK-Ireland FAB and FABEC recognise the need for coordination between FAB airspace plans and, as a result NATS takes part in several FABEC working groups, notably the Airspace Design Group. This has resulted in discussion over a number of airspace changes around the Dover/Lydd interface and changes to danger areas that will benefit airspace users. We will continue to engage with FABEC and assist with the delivery of planned improvements in any way possible. LSSIP Year 2014 Ireland 23 Released Issue

36 5.2 FAB Projects The following is a list of some of the major projects undertaken as part of the FAB: April 2012, the FAB completed the implementation of its integrated Network Management function; the Irish and UK FIRs are treated as one continuum and on a daily basis, the four ACCs (Dublin, Shannon, Prestwick and Swanwick) will participate in network management for all traffic. This developed capitalised on the FAB projects introduced in 2011, i.e. Daily FAB pre-tactical network brief, and 8-week Strategic Brief. The FAB is working closely with the European Network Manger to finalise a direct LOA between the FAB and the NMF. This is delivering a more efficient network, eliminating delays, reducing track miles and CO2 emissions. December 2012, the FAB introduced Point Merge at Dublin airport, which allows for increased capacity by sequencing aircraft for landing in an optimal and more efficient way This FAB project involved the support of all stakeholders, including both MILs, both NSAs and both ANSPs. Furthermore, on the same day, a new conditional air route was introduced for aircraft to fly over the north Wales military training area during early mornings and weekends. May 2014, The FAB launched the first-ever operational Dynamic Sectors trial (see FAB projects below) to test the SESAR concept of dynamic sectorisation. During Phase 1 the IAA delivered air traffic control services in airspace over Northern Ireland and further north. The remainder of the objectives of the trial will be achieved by December Information about the FAB can be Name Schedule Description Scope Status Link with European Master Plan. IAA-ANSP, IAA, NATS, UK CAA High Level Sectors development Complete - A dynamic sectorisation trial ran until Sep , with Shannon ACC managing an area of the Scottish Rathlin High level sector. The overall objective of this trial is to allow the UK- Ireland FAB to gather evidence in support of the dynamic sectorisation operational concept. AOM21 Expected Contribution to the Key Performance Areas 3 Environment: Introduction of a trialled route free network will contribute to more efficient operations for airlines and will help to reduce Co2 emissions by uploading less fuel. 3 Capacity, safety, cost-efficiency and environment as defined in Recital 2 of Regulation (EU) No 691/2010. LSSIP Year 2014 Ireland 24 Released Issue

37 Dynamic Sectorisation Operational Trial (DSOT) 2015 trial completion Dynamic Sectorisation Operational Trial (DSOT) allowed the FAB partners to test new ways of delivering Air Traffic Management (ATM) services to our airline customers and to gather information on efficiencies that could be gained through the SESAR concept of dynamic sectorisation Phase 1 commenced in January 2014 and saw the delegation of ATM service provision in part of the UK s Rathlin West sector,to the IAA. Air Traffic Controllers from the IAA s Shannon Centre provided an ATM service in this part of UK airspace. Phase 1 was very successful with approximately 75% of the trial objective being achieved and was completed in September A detailed report will be available in early The DSOT trial will be completed by 31 December 2015 and lessons learned from these trials will enable further co-operation in the areas of dynamic sectorisation and cross border service delivery. 75% of the objectives have been met during phase1 of the trial. The overall objective of this trial is to allow the UK- Ireland FAB to gather evidence in support of the dynamic sectorisation operational concept. - Environment: Introduction of a trialled route free network will contribute to more efficient operations for airlines and will help to reduce Co2 emissions by uploading less fuel. XMAN Queue Management is a crucial project to deliver optimisation of the FAB airspace and also demonstrates our commitment to working with other FABs. The first stage of this is a Cross Border Arrival Management (XMan) trial which began early During the trial there has been collaboration with the following partners - DSNA/MUAC/IAA Shannon & NATS Prestwick to ensure coordination with the FABEC XMAN project. AMAN information will be sent to neighbouring ANSPs via XML (Web Based) message. At 350nm from London Heathrow, partners will act on Heathrow delay information if necessary and cruise speed will only be reduced if the delay is anticipated to be 10 minutes or more. Initially a speed reduction of between M0.02 and M0.03 will be applied dependent upon various factors. If speed is reduced in cruise then the plan considers a maximum speed in the descent of 270kts. The target is to remove a further 2 minutes of stack holding at Heathrow. Network Management The ANSP partners in the UK - Ireland FAB agreed that the most efficient way to comply with the Network Management IR was to combine this activity into one operation carried out by the London FMP in Swanwick. This joint Network Management initiative has been working very well since March 2012 with almost no delay being experienced by Customers on the boundary between Irish and UK airspace. This cooperation also allows the IAA to avoid the cost of opening and maintaining a flow management position in Shannon, delivering significant savings to the FAB's customers. LSSIP Year 2014 Ireland 25 Released Issue

38 Harmonised ft Transition Altitude The UK Civil Aviation Authority (CAA) on the 31st January 2012 commenced initial consultation with UK aviation stakeholders on the policy to harmonise the Transition Altitude (TA) both inside and outside controlled airspace (CAS) in the London and Scottish Flight Information Regions (FIRs). No specific level was identified in the consultation and there was no Concept of Operations (CONOPs) available at that time. The UK CAA, NATS, IAA ANSP and IAA Safety Regulation are continuing to work collaboratively towards the introduction of a harmonised ft Transition Altitude across the airspace of both countries. The project has led to the joint identification of change associated risks and potential mitigations, and the development of operational procedures that ignore the FIR boundary between the two States. A harmonised rising of the Transition Altitude better facilitates the total redesign of the London Terminal Manoeuvring Area whilst preventing the introduction of operational inefficiencies at the FIR boundary. Also, in early 2014, the UK, Ireland, the Isle of Man and Norway signed a Letter of Intent committing to their aim of implementing a TA of 18,000ft at the same time. In line with the FAS implementation work, the UK is now working towards the implementation of an 18,000 harmonised Transition Altitude. To that effect, throughout 2014 the project has been heavily involved in the production of a CONOPs document which aims to meet the requirements of aviation stakeholders both inside and outside CAS. The project is currently engaging with aviation stakeholders to ensure that the CONOPs are in the best possible state. The next stage will be the production of an Impact Assessment leading up to a second consultation which will focus on the CONOPs. The second consultation is planned to take place by Q with implementation planned for Winter 2017/2018. LSSIP Year 2014 Ireland 26 Released Issue

39 5.3 Regional cooperation Regional Cooperation Initiative Borealis Alliance The Alliance Framework Agreement (AFA) is a business co-operation signed on the 20 th of June The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. On the same day the co-operation agreement known as NEAP (North European ANS Providers) was formally ended. The members of Borealis are Avinor (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden), LGS (Latvia), NATS (UK) and Naviair (Denmark). Borealis has two objectives, the first relates to delivering value through business co-operation between the Members, the second to being collectively more influential by developing and expressing a joint position on common issues. These objectives will be achieved by developing and delivering a joint business plan. COOPANS On the 3 rd of April 2006, the IAA, LFV Group (Sweden) and Naviair (Denmark) signed a contract with Thales ATM to mark the initiation of a purchasing agreement known as COOPANS. Each of these ANSPs had previously procured, under separate contracts, the Thales EUROCAT ATM System and the objective of this agreement is to facilitate the joint procurement of upgrades to their existing common systems. Joint procurement under COOPANS will facilitate upgrades to each ATM system to meet new operational needs, ensure supportability and reduce life cycle costs. The risks associated with the introduction of completely new ATM systems are also reduced through this new incremental approach. The COOPANS agreement will cater for any essential requirements necessitated by the SES and SESAR initiatives. It also demonstrates the intent of the three ANSPs to collaborate in a way which will bring real benefits to airlines whilst embracing the spirit of the Single European Sky move towards common systems. In addition, the agreement is based on an open door concept whereby other ANSPs will be able to join at a later date. The COOPANS system was successfully implemented in Q1/Q in Dublin, Shannon Cork and Baldonnel, the next major upgrade is planned for LSSIP Year 2014 Ireland 27 Released Issue

40 Chapter 6 - ESSIP Objective Implementation Conventions Two colour codes are used for each ESSIP Objective box : o o one colour code is used to show the Objective Scope in the Objective ID cell, and another colour code is used to show the Objective Progress in the State and for each national stakeholder. Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-state SloAs) Obj. Progress (**) State s high level progress statement REG (By:mm-yyyy) (By:mm-yyyy) MIL (By:mm-yyyy) APO (By:mm-yyyy) REG high level progress statement high level progress statement MIL high level progress statement APO high level progress statement State Impl. Date APO. Progress (**) APO Impl. Date. Progress (**) Impl. Date MIL. Progress (**) MIL Impl. Date APO. Progress (**) APO Impl. Date (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: ECAC No Plan EU+ Partly Not Applicable Multi-N Planned Missing Data APT Late LSSIP Year 2014 Ireland 28 Released Issue

41 6.1 ESSIP Objectives Implementation progress AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 Ireland has very limited OAT traffic and there is no request from the military to fly OAT in controlled airspace. However this issue is discussed on a yearly basis by the CAA, military authorities, ANSP and the NSA. REG (By:12/2018) (By:12/2018) MIL (By:12/2018) The legislation at present precludes the operation of OAT in controlled airspace. Discussions with military will take place. Discussions with military are ongoing. No final plan yet. Discussions with the civil authorities are ongoing. No final plan yet. [IDP] No Plan No Plan No Plan No Plan AOM19 Implement Advanced Airspace Management Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016 CIAM Phase 1 and 2 implemented. Remaining actions planned for implementation in conjunction with NATS as part of the FAB integrated network management function. UK Ireland FAB agreement in place for UK to provide "lead AMC" service. (By:12/2016) CIAM Phase 1 and 2 implemented. Remaining actions planned for implementation in conjunction with NATS as part of the FAB integrated network management function. LARA will be used in conjunction with NATS when available. [IDP] Partly 31/12/2015 Partly 31/12/2015 AOM21 Implementation of Free Route Airspace Initial operational capability: 01/09/2013 Full operational capability: 31/12/2017 Free Route Airspace implemented in Ireland at and above FL245 since Dec/2009. IAA are working with NATS on the implementation of Direct Route Airspace in part of Scottish airspace. (By:12/2017) Free Route Airspace implemented in Ireland at and above FL245 since Dec/2009. IAA are working with NATS on the implementation of Direct Route Airspace in part of Scottish airspace. [IDP] High Level Sectors development 31/12/ /12/2009 LSSIP Year 2014 Ireland 29 Released Issue

42 AOP03 Improve runway safety by preventing runway incursions Initial operational capability: 01/04/2003 Full operational capability: 31/12/2013 It is fully completed for Dublin, Shannon and Cork airports. Local Runway Safety Teams have been established in Irish Airports with the advice and support of the IAA. A specific Plan has been set up and is being implemented to put in place the recommendations of the European Action Plan for the Prevention of Runway Incursions. Many of the recommendations have been already implemented through national regulations. The Runway Safety Teams quantify the extent of implementation of appropriate regulations at individual airports and will take the appropriate actions. Airport safety weeks was held at all three airports during REG (By:12/2013) (By:12/2013) APO (By:12/2013) [IDP] AOP04.1 EIDW - Dublin Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level1 Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 ASMGCS Level 1 has been implemented in Dublin Airport. REG (By:12/2010) (By:12/2011) APO (By:12/2010) 31/08/ /10/ /10/2009 AOP04.2 EIDW - Dublin Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level 2 Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 ASMGCS Level 2 fully implemented at Dublin Airport. 30/06/2011 (By:12/2017) APO (By:12/2017) ASMGCS Level 2 fully implemented at Dublin Airport. ASMGCS Level 2 fully implemented at Dublin Airport. 30/06/ /06/2011 LSSIP Year 2014 Ireland 30 Released Issue

43 AOP05 EIDW - Dublin Implement Airport Collaborative Decision Making (CDM) Initial operational capability: 01/01/2004 Full operational capability: 31/01/2016 Dublin Airport Authorities are planning the implementation of CDM at Dublin Airport in line with the EUROCONTROL Manual. Full implementation is planned for Dec/2016. Dublin Airport and the IAA have been granted TENT funding for this project. (By:01/2016) APO (By:01/2016) The implementation of CDM at Dublin Airport in line with EUROCONTROL CDM Manual is ongoing. Full implementation is planned for Dec/2016. Dublin Airport Authorities are planning the implementation of CDM at Dublin Airport in line with the EUROCONTROL Manual. [IDP] Late 31/12/2016 Late 31/12/2016 Late 31/12/2016 ATC02.2 Implement ground based safety nets Short Term Conflict Alert (STCA) level 2 Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 The IAA has implemented STCA Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all STCA Level 2 requirements. Upgrades to the STCA function have been conducted in line with the EUROCONTROL Specification and STCA parameters have been tuned to the operational environment according to it. (By:01/2013) The IAA has implemented STCA Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all STCA Level 2 requirements. Upgrades to the STCA function have been conducted in line with the EUROCONTROL Specification and STCA parameters have been tuned to the operational environment according to it. ATM System COOPANS 31/12/ /12/2011 ATC02.5 Implement ground based safety nets Area Proximity Warning level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 The IAA has implemented APW Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all APW Level 2 requirements. Upgrades to the APW function have been conducted in line with the EUROCONTROL Specification and APW parameters have been tuned to the operational environment according to it. (By:12/2016) The IAA has implemented APW Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all APW Level 2 requirements. Upgrades to the APW function have been conducted in line with the EUROCONTROL Specification and APW parameters have been tuned to the operational environment according to it. ATM System COOPANS 31/12/ /12/2011 LSSIP Year 2014 Ireland 31 Released Issue

44 ATC02.6 Implement ground based safety nets Minimum Safe Altitude Warning level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 The IAA has implemented MSAW Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all MSAW Level 2 requirements. Upgrades to the MSAW function have been conducted in line with the EUROCONTROL Specification and MSAW parameters have been tuned to the operational environment according to it. (By:12/2016) The IAA has implemented MSAW Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all MSAW Level 2 requirements. Upgrades to the MSAW function have been conducted in line with the EUROCONTROL Specification and MSAW parameters have been tuned to the operational environment according to it. ATM System COOPANS 31/12/ /12/2011 ATC02.7 Implement ground based safety nets Approach Path Monitor level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 The IAA has implemented APM Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all APM Level 2 requirements. Upgrades to the APM function have been conducted in line with the EUROCONTROL Specification and APM parameters have been tuned to the operational environment according to it. (By:12/2016) The IAA has implemented APM Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all APM Level 2 requirements. Upgrades to the APM function have been conducted in line with the EUROCONTROL Specification and APM parameters have been tuned to the operational environment according to it. ATM System COOPANS 31/12/ /12/2011 ATC07.1 Implement arrival management tools Initial operational capability: 01/01/2007 Full operational capability: 31/12/2015 System installed and tested. Controllers trained. Procedures implemented. Limited operational use due to low traffic levels. Feasibility study planned for integration with NATS ATM system as part of the FAB activities. System update to incorporate the Point Merge System at Dublin. (By:12/2015) 31/08/ /08/2009 ATC12 Implement automated support for conflict detection and conformance monitoring Initial operational capability: 01/01/2008 Full operational capability: 31/12/2016 4D MTCD operational as part of the COOPANS upgrade implemented in /12/2011 (By:12/2016) 4D MTCD operational as part of the COOPANS upgrade implemented in ATM System COOPANS 31/12/2011 LSSIP Year 2014 Ireland 32 Released Issue

45 ATC15 Implement, in EnRoute operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017 System already capable for interface between Dublin TMA and Shannon ACC although not yet used operationally within Ireland. However, crossborder use of AMAN with NATS our FAB partner was introduced in April 2014 as part of the XMAN project. There currently no plans yet to implement the objective with other partners or to extend the scope of the collaboration with the UK. (By:12/2017) System already capable for interface between Dublin TMA and Shannon ACC although not yet used operationally within Ireland. However, crossborder use of AMAN with NATS our FAB partner was introduced in April 2014 as part of the XMAN project. There currently no plans yet to implement the objective with other partners or to extend the scope of the collaboration with the UK. [IDP] Partly 30/04/2014 Partly 30/04/2014 ATC16 Implement ACAS II compliant with TCAS II change 7.1 Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 Objective will be implemented according to EASA requirements. AIC No 02/15 published in February 2015 to provide guidance and/or awareness to AOC holders and general aviation stakeholders (as applicable) on the implementation of various Commission regulations, including Regulation (EU) No 1332/2011. REG (By:12/2015) (By:03/2012) MIL (By:12/2015) Planned 31/12/2015 Planned 31/12/ /03/2012 Planned 31/12/2015 ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer See stakeholder comments. (By:12/2018) Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 The ATM system is capable to exchange all the OLDI messages referred to in this objective, however no benefit is currently foreseen from their operational implementation. Plans could be reviewed in the future in conjunction with the UK. [IDP] Not Applicable Not Applicable COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) Initial operational capability: 01/01/2006 Full operational capability: 31/12/2014 The IAA FDPS System COOPANS is compliant with IPv4 / IPv6 Standard, but is still using X25. IAA will Migrate to IPv4 following testing with NATS in Q1/Q2 2015, and will migrate to IPv6 for Q (By:12/2014) The IAA FDPS System COOPANS is compliant with IPv4 / IPv6 Standard, but is still using X25. IAA will Migrate to IPv4 following testing with NATS in Q1/Q2 2015, and will migrate to IPv6 for Q [IDP] Late 31/12/2015 Late 31/12/2015 LSSIP Year 2014 Ireland 33 Released Issue

46 COM10 Migrate from AFTN to AMHS Initial operational capability: 01/12/2011 Full operational capability: 31/12/2014 IAA system is certified compliant with AMHS. Migration to enhanced AMHS will be based on testing and coordination with NATS and DSNA. Will be completed by Q (By:12/2014) IAA system is certified compliant with AMHS. Migration to enhanced AMHS will be based on testing and coordination with NATS and DSNA. Will be completed by Q /12/ /12/2012 COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 The communications system is presently being upgraded and this will be complete in The full migration is now planned for 2018 as part of a FAB plan. (By:12/2020) The communications system is presently being upgraded and this will be complete in The full migration is now planned for 2018 as part of a FAB plan. Planned 31/03/2018 Planned 31/03/2018 ENV01 EIDW - Dublin Implement Continuous Descent Operations (CDO) techniques for environmental improvements Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 The introduction of point merge system at Dublin Q4/2012 introduced CDO techniques. Over 95% of the airlines operating in Dublin Airport are already equipped to fly CDO procedures. (By:12/2013) APO (By:12/2013) The introduction of point merge system at Dublin Q4/2012 introduced CDO techniques. Over 95% of the airlines operating in Dublin Airport are already equipped to fly CDO procedures. The introduction of point merge system at Dublin Q4/2012 introduced CDO techniques. Over 95% of the airlines operating in Dublin Airport are already equipped to fly CDO procedures. [IDP] 31/12/ /12/ /12/2012 ENV02 EIDW - Dublin Implement Collaborative Environmental Management (CEM) at Airports Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 See stakeholders comments. 31/12/2012 (By:12/2016) APO (By:12/2016) IAA participates in the local environmental group. Environmental group in place. All local stakeholders involved. 31/12/ /12/2012 LSSIP Year 2014 Ireland 34 Released Issue

47 FCM01 Implement enhanced tactical flow management services Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 All SLoAs implemented except supplying the CFMU with Departure Planning Information (DPI) which will be implemented as part of the Dublin CDM project. (By:07/2014) All SLoAs implemented except supplying the CFMU with Departure Planning Information (DPI) which will be implemented as part of the Dublin CDM project. ATM System COOPANS 31/12/ /12/2011 FCM03 Implement collaborative flight planning Initial operational capability: 01/01/2000 Full operational capability: 31/12/2015 [IDP] Some SLoAs were addressed through the National ATM Upgrade Project in June/2004; the rest of messages were implemented through the COOPANS upgrade in December (By:12/2015) Some SLoAs were addressed through the National ATM Upgrade Project in June/2004; the rest of messages were implemented through the COOPANS upgrade in December ATM System COOPANS 31/12/ /12/2011 FCM04 Implementation of Short Term ATFCM Measures phase 1 (Outside Applicability Area) not applicable Ireland is not in the applicability area of this objective. (By:12/2015) [IDP] Not Applicable Not Applicable FCM05 Implementation of interactive rolling NOP Initial operational capability: 01/09/2013 Full operational capability: 31/12/2016 Dialogue is ongoing between NATS and the IAA with a view to approval of a LARA connection with UK IAA LARA being connected to the Swanwick server. (By:12/2016) APO (By:12/2016) Dialogue is ongoing between NATS and the IAA with a view to approval of a LARA connection with UK IAA LARA being connected to the Swanwick server. [IDP] Planned 31/12/2016 Planned 31/12/2016 Planned 31/12/2016 INF04 No foreseen benefit. (By:12/2012) Implement integrated briefing Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012 No foreseen benefit. Not Applicable Not Applicable LSSIP Year 2014 Ireland 35 Released Issue

48 INF07 Electronic Terrain and Obstacle Data (TOD) Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 In 2010 the Irish Aviation Authority contracted Ordnance Survey Ireland (OSi) to carry out the required surveys to comply with the ICAO requirement of acquiring and maintaining electronic obstacle and terrain data (etod) and make it available to all relevant agencies, operators and individuals. The requirement was to provide etod data for ICAO Areas 1, 2 and 3 for eleven airports in the state. The airports were Dublin, Shannon, Cork, Waterford, Kerry, Galway, Connacht, Sligo, Donegal, Casement and Weston. During the project the IAA carried out a two day audit to ensure that OSi was conforming to ICAO requirements and confirmed the organisation as an etod Data Originator. The project was completed and signed off early REG (By:05/2018) (By:05/2018) APO (By:05/2018) 31/03/ /03/ /03/ /03/2013 ITYACID Aircraft identification Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Possible deferred compliance, only for services provided by military units or under military supervision, subject to conditions:: 02/01/2025 Enhanced MODE S planned to be operational Feb Systems will be upgraded at a later stage to fully comply with the requirements of Regulation (EU) No 1206/2011. (By:01/2020) Enhanced MODE S planned to be operational Feb Systems will be upgraded at a later stage to fully comply with the requirements of Regulation (EU) No 1206/2011. Planned 02/01/2020 Planned 02/01/2020 LSSIP Year 2014 Ireland 36 Released Issue

49 ITYADQ Ensure quality of aeronautical data and aeronautical information Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017 Ireland plans to comply with this objective as of 01/01/2016 when the ASSET system will be handed over to IAA ANSP from IAA SRD. ASSET is a modular onestopshop aeronautical application that enables the collection of digital data from the authoritative sources that has been developed by the IAA. IAAs iterative approach, which provided incremental capabilities prior to a fullscale deployment, was required to meet stringent security requirements and aeronautical data quality (ADQ) compliance. ASSET was audited by independent international audit groups and found to have met over 80% of ADQ compliance with service level agreements and to have passed the security audit for data security in the cloud. The accomplishment of these major goals provided the IAA the foundation to commence with Phase II of their 2014 initiative of eaip deployment using ASSET as its common platform. In other words, user(s) authoritative data is ingested into ASSET by the data originator and the solution retains all traceability of new, edited and deleted data back to the data originator thus a key part of complying with ADQ. The IAA is now preparing the next phase by incorporating Notice to Airmen (NOTAM) in REG (By:06/2017) (By:06/2017) APO (By:06/2017) Late 31/12/2015 Late 31/12/2015 Late 31/12/2015 Late 31/12/2015 ITYAGDL Initial ATC airground data link services above FL285 Entry into force of regulation: 06/02/2009 New aircraft capability: 31/12/2010 ATS unit operational capability Regulation (EC) 29/2009, Annex I, Part A: 06/02/2013 Retrofit aircraft capability: 04/02/2015 COOPANS system already has FANS 1/A capability and the IAA introduced a CPDLC service for oceanic customers in February The IAA implemented EU Regulation 29/2009 in March REG (By:02/2016) (By:02/2016) MIL (By:01/2014) Actions will be completed in line with ANSP plans. COOPANS system already has FANS 1/A capability and the IAA will introduce a CPDLC service for oceanic customers in February The IAA implemented EU Regulation 29/2009 in March Ireland does not plan to equip any new transport type State aircraft with data link capability for the time being. [IDP] 31/03/ /03/ /03/2014 Not Applicable LSSIP Year 2014 Ireland 37 Released Issue

50 ITYAGVCS2 Implement airground voice channel spacing requirements below FL195 Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 Planned 31/12/2018 REG (By:12/2018) (By:12/2018) MIL (By:12/2020) APO (By:12/2018) Interim target for frequency conversions achieved. The State plans to convert all frequency assignments published in the Table COM2 of ICAO Doc 7754, except where derogations apply or the State grants local exceptions in accordance with the requirements of Regulation (EU) No 1079/2012. Interim target for frequency conversions achieved. Plans are in place to convert all frequency assignments published in the Table COM2 of ICAO Doc 7754, except where derogations apply or the State grants local exceptions in accordance with the requirements of Regulation (EU) No 1079/2012. Voice communications in the process of being upgraded; completion planned for 12/2016. Military Authorities do not perform either regulatory or service provision functions in respect of civil flights. However, the military voice communication systems will be upgraded. State aircraft will by equipped in line with the requirements of Regulation (EU) No 1079/2012. Airport operators will comply with the requirements of Regulation (EU) No 1079/2012. Planned 31/12/2018 Planned 31/12/2018 Planned 31/12/2020 Planned 31/12/2018 ITYCOTR Implementation of groundground automated coordination processes Entry into force of regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012 : 31/12/2012 Systems serving ACCs providing services above FL 285 in the airspace in Annex I, Part A of Regulation (EC) 29/2009: 06/02/2013 Notification, Initial Coordination, Basic Flight Data & Change to Basic Flight Data processes implemented as per Commission Regulation (EC) No 1032/2006. System also capable of Revision of Coordination and Abrogation of Coordination process, however awaiting UK system to be ready for operational implementation. Logon Forward and Next Authority Notified processes were implemented in the latest COOPANS upgrade as per Commission Regulation (EC) No 30/2009 in Q1/2014. (By:02/2016) MIL (By:12/2012) Notification, Initial Coordination, Basic Flight Data & Change to Basic Flight Data processes implemented as per Commission Regulation (EC) No 1032/2006. System also capable of Revision of Coordination and Abrogation of Coordination process, however awaiting UK system to be ready for operational implementation. Logon Forward and Next Authority Notified processes were implemented in the latest COOPANS upgrade as per Commission Regulation (EC) No 30/2009 in Q1/2014. Civil and Military share the same system. ATM System COOPANS 31/03/ /03/ /12/2011 LSSIP Year 2014 Ireland 38 Released Issue

51 ITYFMTP Apply a common flight message transfer protocol (FMTP) Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 The IAA commissioned new FDPS systems at Shannon and Dublin in April and May of 2011 which support both FMTP and X25 for the "notification, coordination & transfer" data connections. The IAA plans to implement FMTP: On the ShannonDublin connection is installed and tested but not yet operational; On the ShannonLondon and DublinLondon connections in Q3 of 2015; and On the ShannonBrest connection in Q4 of (By:12/2014) MIL (By:12/2014) The IAA commissioned new FDPS systems at Shannon and Dublin in April and May of 2011 which support both FMTP and X25 for the "notification, coordination & transfer" data connections. The IAA plans to implement FMTP: On the ShannonDublin connection is installed and tested but not yet operational; On the ShannonLondon and DublinLondon connections in Q3 of 2015; and On the ShannonBrest connection in Q4 of Military do not provide GAT services. [IDP] ATM System COOPANS Late 31/12/2015 Late 31/12/2015 Not Applicable ITYSPI Surveillance performance and interoperability Entry intro force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 New aircraft capability: 08/06/2016 ELS in transporttype State aircraft : 07/12/2017 EHS and ADSB Out in transporttype State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 Partly See stakeholder comments. 31/12/2015 REG (By:02/2015) (By:02/2015) MIL (By:06/2020) Safety Assessment by the ANSP submitted and accepted by NSA. No change in the current infrastructure is foreseen for the purpose of regulatory compliance. However, the new regulatory requirements imposed by Regulation (EU) No 1207/2011 still need to be further analysed. There is, however, a plan to implement Enhanced ModeS surveillance by Concerned military aircraft will be equipped by /12/ /12/2013 Planned 31/12/2015 NAV03 Implementation of PRNAV Initial operational capability: 01/01/2001 Full operational capability: 31/12/2012 PRNAV procedures have been implemented at Dublin, Shannon and Cork TMAs. The ATM System has been adapted to display aircraft PRNAV equipage to the CWPs. PointMerge implemented in Dublin in 12/2012. (By:12/2012) LSSIP Year 2014 Ireland 39 Released Issue

52 NAV10 Implement APV procedures Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016 Planned to publish 6 APV/Baro procedures in Dublin TMA by Q2/2015. A joint PBN policy with the UK has been developed and has been published. REG (By:04/2016) (By:12/2016) Planned to publish 6 APV/Baro procedures in Dublin TMA by Q2/2015. A joint PBN policy with the UK has been developed and has been published. [IDP] Planned 30/06/ /12/2012 Planned 30/06/2015 SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements Initial operational capability: 01/06/2008 Full operational capability: 31/12/2011 The Action Plan was promulgated by the Regulator in Dec/2009. Some Recommendations of the Action Plan are still under consideration by the Regulator. General Aviation are briefed on these subjects on a yearly basis. REG (By:12/2011) (By:12/2011) MIL (By:12/2011) The Action Plan was promulgated by the Regulator in Dec/2009 and incorporated to the audit process. Some Recommendations of the Action Plan are still under consideration. General Aviation are briefed on these subjects on a yearly basis. The appropriate parts of the action plan are implemented by the ANSP. 31/12/ /12/ /12/2011 SAF11 Improve runway safety by preventing runway excursions Initial operational capability: 01/09/2013 Full operational capability: 31/01/ /12/2014 REG (By:01/2018) (By:12/2014) APO (By:12/2014) Parts to of the Action Plan implemented. Implementation is monitored through the yearly audit programme. Appropriate parts of sections 3.1, 3.2 and 3.3 of the Action Plan have been implemented. Reporting is done through the yearly audit programme. Implementation of appropriate sections of the Action Plan completed. Reporting is done through the yearly audit programme. 31/12/ /12/ /12/2014 LSSIP Year 2014 Ireland 40 Released Issue

53 6.2 Alignment of PCP with ESSIP Objectives and related progress AF ATC07.1 SAF 1.1 ATC15 NAV10 NAV03 NAV10 NAV03 INF07 ADQ State: Ireland Airport: EIDW FT FT SAF 2.1 AOP05 AF2 AOP04.1 AOP04.2 FT SAF 2.2 Legend: NAV10 ESSIP designator FT PDP timeline AF3 AOP04.2 AOM19 FCM05 AOM21 ATC12 ATC17 COTR AOM21 FT SAF3.2 FT SAF 2.5 SAF 3.1 SAF3.2 ESSIP elements to be developed for ESSIP Plan Edition 2015 Sub ATM functionalities PDP Date of completion Expected completion AF4 FCM04 FCM05 FCM03 COM09 FT SAF 4.1 FT FT SAF5.1 Not applicable either because outside of PCP applicability area or because the State considers it as not applicable AF5 FMTP FT FT SAF5.2 SAF5.3 FT SAF5.4 FT SAF5.5 FT SAF5.6 AGDL* FT AF6 * AGDL as defined in ESSIP Plan Edition In the meantime DLS IR was amended. Note that the above picture is based on the Preliminary Deployment Programme V0, published in December 2014 by the Deployment Manager. The full Deployment Programme is foreseen by end June LSSIP Year 2014 Ireland 41 Released Issue