Local Single Sky ImPlementation (LSSIP) EUROCONTROL Maastricht Upper Area Control Centre (MUAC)

Transcription

1 EUROCONTROL Local Single Sky ImPlementation (LSSIP) EUROCONTROL Maastricht Upper Area Control Centre (MUAC) Year 2016 Level 1

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5 Document Title LSSIP Year 2016 for MUAC Infocentre Reference 17/01/30/113 Date of Edition 13/04/2017 LSSIP Focal Point Frank Greven LSSIP Contact Person Adriatik Kokona Jorge Pinto Status Released Intended for Agency Stakeholders Available in Reference Documents LSSIP Documents LSSIP Guidance Material Master Plan Level 3 Plan Edition 2016 Master Plan Level 3 Report Year 2015 European ATM Portal STATFOR Forecasts Acronyms and abbreviations FAB Performance Plan and /Performance%20Plan/ Upper Area Control Centre (MUAC) Released Issue

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7 APPROVAL SHEET The following authority(ies) have approved all parts of the LSSIP Year 2016 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan Edition 2016 (also known as the ESSIP Plan). Upper Area Control Centre (MUAC) Released Issue

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9 CONTENTS Chapter 1 National ATM Environment Geographical Scope International Membership Geographical description of the FIR(s) Airspace Classification and Organisation National Stakeholders Civil Regulator(s) Supervision of service provision at Maastricht UAC Airports Military Authorithies Chapter 2 Traffic and Capacity Evolution of traffic in Maastricht UAC Maastricht UAC Traffic and enroute ATFM delays Performance summer Planning Period Chapter 3 Master Plan Level 3 Implementation Report recommendations Chapter 4 National Projects Chapter 5 Regional Coordination FAB Coordination FAB Projects Regional cooperation Regional Cooperation Initiatives Regional Projects Chapter 6 Implementation Objectives Progress State View Overall Objective Implementation Objective Progress per SESAR Key Feature ICAO ASBU Implementation Detailed Objectives Implementation progress Additional Objectives for ICAO ASBU Monitoring Annexes Upper Area Control Centre (MUAC) Released Issue

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11 Executive Summary National ATM Context The provision of ATS and operation of facilities at Maastricht UAC is based on the Agreement relating to the Provision and Operation of Air Traffic Services and Facilities by EUROCONTROL at the Maastricht Area Control Centre (the Maastricht Agreement ), signed on 25 November 1986 by Belgium, Germany, Luxembourg, the Netherlands and EUROCONTROL. The EUROCONTROL Organisation provides ATS to GAT at Maastricht UAC within the airspace entrusted to it by the four States, subject to the conditions defined in the Agreement. According to Article 15 of the Amended Convention, service provision is undertaken in accordance with the national regulations in force on the respective territories and airspaces concerned. Maastricht UAC was certified 13 December 2016 as an ATCO Training Organisation (ATCO TO) by the Belgian CAA pursuant to Commission Regulation (EU) 2015/340. Traffic and Capacity Traffic in Maastricht UAC increased by 4.6% during Summer 2016 (May to October inclusive), when compared to Summer As a result of traffic volatility stemming from changes in national route charges, MUAC could still be challenged by changes in the traffic patterns resulting in higher traffic growth at Sector Group level. Implementation Objectives Overview Progress distribution for applicable Implementation Objectives 1; 4% 2; 7% Completed Ongoing 8; 31% No Plan 15; 58% Not Applicable The EUROCONTROL Agency concluded an agreement with Germany concerning the provision by the Organisation of air traffic services for operational air traffic in the Hannover UIR. The start of service provision is on 1 January As such, AOM13.1 will become applicable as from In addition, a project to deal with the provision by the Organisation of air traffic services for operational air traffic in the Amsterdam FIR above flight level 245 has been established and targets start of operational services as from 27 April ATC17 remains due for completion in COM11 will be completed with the operational implementation of the New Voice Communication System and has been replanned from 2016 to Implementation of FCM03 shifted from 2016 to 2017, while FCM06 was completed in Upper Area Control Centre (MUAC) 1 Released Issue

12 Progress per SESAR Phase The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives AOM19.1, FCM05 and NAV03 are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared Achieved in previous editions (up to, and including, ESSIP Edition ) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State. SESAR Baseline Implementation PCP Implementation % % Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph. Optimised ATM Network Services Advanced Air Traffic Services High Performing Airport Operations Enabling Aviation Infrastructure 81% 54% 92% 53% n/a n/a 100 % 13% Upper Area Control Centre (MUAC) 2 Released Issue

13 ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs for Block 0. The percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is explained in Chapter Block % Upper Area Control Centre (MUAC) 3 Released Issue

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15 Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2016, together with plans for the next years. Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players civil and military and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided; 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 MP L3 Implementation Report 2015 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 the main ATM national projects which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the State 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 aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the highlevel information on progress and plans of each Implementation Objective is presented. The information for each Implementation 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. Chapter 6.2 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 Implementation 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 European ATM Master Plan L3 Implementation Plan Edition 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. Upper Area Control Centre (MUAC) 4 Released Issue

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17 Chapter 1 National ATM Environment 1.1. Geographical Scope International Membership This paragraph is not applicable to Maastricht UAC. This information as regards the four States concerned is made available in each of their respective LSSIP documents Geographical description of the FIR(s) The geographical scope of this document addresses the Maastricht UAC Area of Responsibility comprising the following Control Areas; Airspace Designation Vertical Limits ICAO Airspace Classification Belgium & Luxembourg Brussels UIR FL245 to FL660 C Brussels The Netherlands Amsterdam FIR FL245 to FL660 C DECO North West Germany Hannover UIR FL245 to FL660 C Hannover Airspace sector group of Maastricht UAC The Maastricht UAC Area of Responsibility is surrounded by London UIR, Copenhagen FIR, Rhein UIR and France UIR. The map below shows the situation of Maastricht upper airspace in winter 2016 and its sectorisation. Upper Area Control Centre (MUAC) 5 Released Issue

18 Airspace Classification and Organisation All the airspace serviced by Maastricht UAC is ICAO Class C (above FL 245); See chart under National Stakeholders Civil Regulator(s) General Information The provision of ATS and operation of facilities at Maastricht UAC is based on the Agreement relating to the Provision and Operation of Air Traffic Services and Facilities by EUROCONTROL at the Maastricht Area Control Centre (the Maastricht Agreement ), signed on 25 November 1986 by Belgium, Germany, Luxembourg, the Netherlands and EUROCONTROL. The EUROCONTROL Organisation provides ATS to GAT at Maastricht UAC within the airspace entrusted to it by the four States, subject to the conditions defined in the Agreement. According to Article 15 of the Amended Convention, service provision is undertaken in accordance with the national regulations in force on the respective territories and airspaces concerned. Upper Area Control Centre (MUAC) 6 Released Issue

19 The four States regulators in respect of ATS provided at Maastricht UAC are represented by the respective Ministries of Transport or equivalent ministries. The Maastricht Coordination Group (MCG) joins together senior officials of the four States. The highlevel relationship between the entities dealing with Maastricht UAC is presented in the diagram below. More information on the relevant national stakeholders in each of the four concerned States is presented in the respective LSSIP Level 1 documents. EUROCONTROL Permanent Commission Ministers of Transport and Defence Audit board Provisional Council Directors General of Civil Aviation and their military counterparts Maastricht Coordination Group Senior officials from the Four States EUROCONTROL Agency Director General Maastricht Upper Area Control Centre Director MUAC Regulatory Activity ATS provision at Maastricht UAC is subject to four different national regulatory regimes, each specifically defining applicable rules and regulations. Regulation and oversight of service provision performed at Maastricht UAC is exercised in a coordinated manner among the four concerned States. ATS provision at Maastricht UAC is subject to the Single European Sky (SES) legislation; SES certification as an Air Traffic Service Provider was obtained in November The four States regulators and their respective NSAs, which are institutionally separated from the EUROCONTROL Organisation of which MUAC is an integral part, have setup appropriate arrangements to establish common rules for ATS provision at Maastricht UAC and to ensure adequate regulatory oversight. Meetings with MoT representatives take place on an adhoc basis. The table below summarises the main regulatory and supervisory responsibilities/ activities in respect of service provision performed at Maastricht UAC. Upper Area Control Centre (MUAC) 7 Released Issue

20 Activity in ATM: Rulemaking Safety Oversight Enforcement actions in case of noncompliance with safety regulatory requirements Airspace Organisation responsible The 4 States regulators (Ministries of Transport or equivalent) ILT (CAANL), in coordination with the other 3 States NSAs within the 4 States NSA Committee ILT (CAANL), in cooperation with the other 3 States NSAs, within the 4 States NSA Committee The 4 States relevant regulatory authorities, each per its own territory and concerned airspace Legal Basis Economic Same as above Same as above Environment Same as above Same as above Security Same as above Same as above Accident investigation Same as above Same as above The 4 States national laws, the EUROCONTROL Convention and the Maastricht Agreement The NL Aviation Act and other relevant NL national regulations empowering ILT (CAANL) as regards safety oversight. See details in LSSIP NL. The NL Aviation Act and other relevant national regulations empowering ILT (CAANL) as regards safety oversight of the NLbased ANS/ATM providers. The 4 States relevant national laws, the EUROCONTROL Convention and the Maastricht Agreement Annual Report published: Y For 2015 the ILT (CAANL) published the Annual Report Supervision of service provision at Maastricht UAC Subsequent to the enactment of the SES framework regulation (Regulation (EC) No. 549/2004), the four States have each established an NSA: for Belgium, the Belgian Supervising Authority for ANS (BSAANS); for Germany, Bundesaufsichtsamt für Flugsicherung (BAF); for Luxembourg, the Civil Aviation Authority CAA Luxembourg; and for the Netherlands, this is the Human Environment and Transport Inspectorate (Inspectie Leefomgeving en Transport, ILT (CAANL) of the Ministry of Infrastructure and the Environment (MoI&M, Ministerie van Infrastructuur en Milieu ). Upper Area Control Centre (MUAC) 8 Released Issue

21 The SEScertifying National Supervisory Authority, as per the service provision Regulation, is the Human Environment and Transport Inspectorate of the Ministry of Infrastructure and the Environment of the Netherlands. EUROCONTROL for its service provision at Maastricht UAC located on Netherlands territory was certified as an ATS provider by the Netherlands NSA in accordance with (EC) Regulation 550/2004 and in cooperation with the other three States NSAs. Information on the organisation and relevant activities of ILT (CAANL) and of the other three States NSAs is available in the respective LSSIP documents. The 4 States NSAs have established two supporting bodies for ongoing oversight of service provision at Maastricht UAC: o o The NSA Committee (NSAC), representing all four NSAs and having a coordination and advisory role for the relevant decision making authorities on oversight issues; and The Common Supervisory Team (CST), which is composed of staff of the cooperating NSAs and has an executive role in performing document studies, audits, inspections, etc. A manual for the oversight activities at Maastricht UAC has been developed and agreed upon, by the four NSAs, last updated (version 8) The Belgian Civil Aviation Authority (Belgian CAA), acting on behalf of the four States NSAs, is responsible for issuing licenses for Air Traffic Controllers (ATCOs) at Maastricht UAC. The following agreement was reached between the 4 States: o The Belgian CAA acts as the licensing authority for ATCOs and students ATCOs; o The Belgian CAA is the authority for certification of ATS training organisation at Maastricht UAC; o The licences are issued in accordance with the Commission Regulation (EU) No 805/2011 laying down detailed rules for air traffic controllers licenses. Maastricht UAC was certified 13 December 2016 as an ATCO Training Organisation (ATCO TO) by the Belgian CAA pursuant to Commission Regulation (EU) 2015/340. Designation as an ANSP Provision and operation of ATS at Maastricht UAC is governed by the Maastricht Agreement. Subsequent to the SES certification of service provision at Maastricht UAC and in accordance with Article 8 of Regulation (EC) No. 550/2004 (the service provision Regulation), each of the 4 signatory States to the Maastricht Agreement must designate a SEScertified ATSprovider for the airspace block(s) serviced by MUAC. In the Netherlands, by amendment to the Aviation Act in Oct 2007, EUROCONTROL for its service provision at Maastricht UAC has been designated as an ATS provider in accordance with Article 8 of the service provision Regulation. The other three States, Belgium, Germany and Luxembourg, consider the Maastricht Agreement as a valid means for their respective designations of EUROCONTROL as an ATS provider at Maastricht UAC. At its 74th meeting, the Maastricht Coordination Group agreed on the development of an adequate legal basis for the provision of crossborder ATS, on the basis of Article 10 of (EC) Regulation No. 550/2004. The Agreement between the FABEC ANSPs concerning the provision of ANS within the FABEC airspace, which was signed early 2013, will serve as a legal umbrella for the existing operational Letters of Agreement concluded between MUAC and the neighbouring ANSPs. Upper Area Control Centre (MUAC) 9 Released Issue

22 Name of the ANSP: Maastricht UAC Governance: FourStates agreement Ownership: EUROCONTROL Member States Services provided Y/N Comment ATC enroute Y 4 States (BE, DE, LU, NL) Upper Airspace ATC approach N/A N/A ATC Aerodrome(s) N/A N/A AIS N CNS Y MET N ATCO training Y Since 2015 initial training is provided by ENAC, based in Toulouse. Ab Initio course 69 started in May All students 8 passed the initial training (basic + rating). 7 passed the PreTransition (additional) module in ENAC and started the Unit Training in MUAC in July All 7 passed the transition and pre OJT successfully. Others Additional information: Provision of services in other State(s): Y Refer to section ATC Units below Annual Report published: Y The public website of MUAC is: The MUAC organisation chart is available in Annex B. ATC systems in use Main ANSP part of any technology alliance 1 N N/A Specify the manufacturer of the ATC system currently in use: Upgrade 2 of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? The major suppliers of the ATC systems are: For air traffic flow management: EUROCONTROL/NM For air traffic services: INDRA (FDPS), Thales ATM (HMI) and EUROCONTROL (ARTAS) For communication systems: Frequentis (VCS) A replacement of the current VCS is due for 2017 Not yet planned 1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) Upper Area Control Centre (MUAC) 10 Released Issue

23 ATC Units The only ATC unit of concern to this LSSIP is Maastricht UAC, currently configured for operating a maximum of 20 enroute sectors (Brussels: 6, DECO: 6, Hannover: 8). ATC Unit Number of sectors Associated FIR(s) Remarks Enroute TMA MUAC 20 0 Brussels FIR/UIR Amsterdam FIR Hannover UIR Delegation in: France UIR Rhein UIR Airports Not applicable, as Maastricht UAC area of responsibility (upper airspace) does not contain any airports Military Authorithies Maastricht UAC does not include any military authorities in its own management structure. However, details of civilmilitary coordination and FUA application within the airspace of Maastricht UAC are made available in Chapter 1 of LSSIP the Netherlands (as NL NSA is the certifying authority for Maastricht UAC, an NLbased ATS provider). More info may also be found in Chapter 1 of the LSSIP documents of the other three States concerned (DE, BE and LU), as regards specific civilmilitary coordination or FUA conditions which may apply only in the respective States. Upper Area Control Centre (MUAC) 11 Released Issue

24 Chapter 2 Traffic and Capacity 2.1. Evolution of traffic in Maastricht UAC MUAC Annual IFR Movements IFR flights IFR movements Actuals IFR movements Baseline forecast IFR movements High forecast IFR movements Low forecast A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F EUROCONTROL SevenYear Forecast (September 2016) IFR flights yearly growth 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F H 5.1% 3.0% 3.4% 2.6% 3.8% 2.7% MUAC B 0.0% 8.0% 8.4% 4.6% 1.4% 1.7% 1.5% 2.1% 1.3% L 4.3% 0.6% 0.2% 0.7% 0.9% 0.2% ECAC B 1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2016 Traffic in Maastricht UAC increased by 4.6% during Summer 2016 (May to October inclusive), when compared to Summer The EUROCONTROL SevenYear Forecast predicts an average annual traffic growth between 0.3% and 3.2% for the planning period, with an average baseline growth of 1.7%. Upper Area Control Centre (MUAC) 12 Released Issue

25 2.2. Maastricht UAC Traffic and enroute ATFM delays EDYYUAC Traffic and enroute 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) * Upper Area Control Centre (MUAC) 13 Released Issue

26 Performance summer 2016 Traffic Evolution 2016 Capacity Baseline Enroute Delay (min/flight) Summer Ref value Actual +4.6 % 322 (0%) Yes Capacity gap The average enroute delay per flight increased from 0.53 minutes per flight in Summer 2015 to 0.86 minutes per flight in % of the delays were for the reason Weather, 42% for ATC Capacity, 7% for the reason Other, 4% for ATC Staffing, 1% for Equipment and 1% for Airspace Management. Capacity Plan +2% Achieved Comments FABEC FRA Step 1: WE DCTs Initial FUA Implementation above FL365 Yes Yes Improved ATFCM including STAM Yes Ongoing ATC2ATM Program Yes Ongoing Brussels UIR DFL Change Advanced tactical ATFCM measures Cross training of ATCOs ifmp (integrated Flow Management Position) NVCS SRAT (Super Role Allocation Tool) RDFS Stepped implementation of XMAN (possible negative impact on capacity) Yes Yes Yes Yes No Yes No Yes Step 1 has been implemented. Step 2 is envisaged for the end of 2017 and Step 3 in 2018 The DFL changes has been successfully introduced in Feb 2016 Implementation delayed until Q1/Q Implementation delayed until Q1/Q Maximum configuration: 20 sectors Yes BRU: 6 DECO: 6 HANN: 8 Max sectors not necessarily all opened simultaneously across sector groups Summer 2016 performance assessment The capacity baseline was measured with ACCESS/Reverse CASA at 322. During the same period, the peak 3 hour demand was 325 and the peak 1 hour was 346. Upper Area Control Centre (MUAC) 14 Released Issue

27 Planning Period Capacity Plan Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity FABEC FRA Step 2: H24 DCTs with military activity Initial FUA Implementation above FL365 Improved ATFCM including STAM ATC2ATM Program Brussels UIR 3 rd Layer FABEC ATFCM/AS M Step 2 : CDM procedures FABEC FRA Step 3: Final goal FRA Volume during Weekends Advanced tactical ATFCM measures Cross training of ATCOs ifmp (integrated Flow Manageme nt Position) NVCS RDFS Stepped implementation of XMAN (possible negative impact on capacity) FABEC FRA Step 3: Final goal FRA Volume Upper Area Control Centre (MUAC) 15 Released Issue

28 Significant Events Max sectors Planned Annual Capacity Increase Reference profile Annual % Increase Difference Capacity Plan v. Reference Profile Annual Reference Value (min) Summer reference value (min) Additional information BRU 7 DECO 6 HANN 8 BRU 7 DECO 6 HANN 8 BRU 7 DECO 6 HANN 8 BRU 7 DECO 6 HANN 8 3% 3% 3% 2% 2% 8% 2% 2% N/A N/A 4.3% 3.4% 2.2% N/A N/A N/A N/A N/A N/A BRU 7 DECO 6 HANN 8 The potential benefit of a resectorisation of the DECO and HANNOVER sector groups is being evaluated. If found feasible and beneficial to the network, the actual implementation should take place in Furthermore a study is undergoing to reduce the number of sectors open during night. A result of the study is expected in Planning Period Outlook As a result of traffic volatility stemming from the changes in national route charges MUAC could still be challenged by changes in the traffic patterns resulting in higher traffic growth at Sector Group level. Upper Area Control Centre (MUAC) 16 Released Issue

29 Chapter 3 Master Plan Level 3 Implementation Report recommendations Recommendations issued from the European ATM Master Plan Level 3 Implementation Report 2015 applicable to MUAC for all items that require corrective actions and improvements. Reference number REC2015/1 Corrective actions taken: No Recommendation 2015 Operational stakeholders should ensure that the pace of implementation of presesar elements is increased, or at least kept at the same level to ensure timely delivery of SESAR baseline. Ownership All operational stakeholders Description: Maastricht UAC actively participates to the SESAR programme and fully supports the timely delivery of the SESAR baseline. REC2015/7 Corrective actions taken: No ANSPs should use the momentum created by PCP funding opportunities to secure and achieve full interoperability in line with Master Plan Level 1 vision. ANSPs benefiting from EU funding Description: Maastricht UAC reflects on the available options offered through the SDM CEF calls and launches dedicated projects and/or joins multistakeholder projects when considered beneficial. Upper Area Control Centre (MUAC) 17 Released Issue

30 Chapter 4 National Projects Name / Code Description Scope Schedule Status Link with ATM Master Plan / Other references MUAC ANSP (MAS) ATC2ATM ATC2ATM intends to introduce an evolution in the concept of operations, including new roles, procedures and tools bridging the gap between the ATFCM and ATC functions and making the most efficient use of staff and airspace. The programme will improve postops processes, data analysis and traffic prediction to optimise the effectiveness of ATM decision making and to improve the planning and the execution of daily operations. As a result, flows will be optimally routed through the MUAC airspace so that workload is balanced across the sectors and traffic is streamlined before it reaches the ATCO to operate safely and efficiently. Beek Transmitter Station (BKTX) RDFS (Radio Direction Finder The BKTX project will provide two transmitter stations, namely BK1 Tx and BK2 Tx, for use by MUAC OPS, DFS CCUM and LVNL Staff and the decommissioning of the current BK Transmitter stations with its antenna installations on the roofs of the MUAC buildings. The scope of the RDF project is the acquisition of a set of Radio Direction Finder sensors, to configure, install and The programme has been established in 2015 and in its first tranche focuses on shortterm goals i.e. implementing ifmp as the primary decision making tool, establishment of a new Advanced ATFCM Planning Function in the operations room, revision of the existing flow management processes, improvements to the postops analysis processes and tooling The new BKTX towers have been erected and Radios & Antennas installed. First use is by the last resort radio system, as of March 2017; the connection to NVCS is planned for Q The project has started in January The system is under trial since Sept ESSIP:AOM19 OISteps: AOM 0201, AOM0202, AOM0205, AOM 0401, DCB0203 Other: ESSIP: OISteps: Other: ESSIP: OISteps: Expected Contribution to the Key Performance Areas * Capacity: The ATC2ATM programme will deliver improvement in efficiency and capacity by better planning of available resources (human and airspace) starting from the strategic ATFCM phase (months in advance) up to the dayofoperations. The new roles (AAPF) and supporting tools (ifmp based) will ensure that traffic flows are optimally routed through MUAC airspace and that its complexity is reduced before it reaches the controller. Safety: New Advanced ATFCM Planning Function and supporting tools (ifmp based) will fill the gap between today s ATFCM and ATC processes reducing the likelihood of controller overloads. Environment: It will also deliver tools to support the achievement of MUAC environmental KPIs. CostEfficiency: The additional ATM tasks ensuring capacity growth will be distributed among existing roles and actors making best use of available resources. Capacity: Safety: Increased redundancy Environment: CostEfficiency: Capacity: Safety: The project will contribute in reducing the Upper Area Control Centre (MUAC) 18 Released Issue

31 Name / Code Description Scope Schedule Status Link with ATM Master Plan / Other references System) connect them to a Virtual Private Network, to develop the processing platform that will calculate the location of the A/C during their transmission and to visualize them on the radar screen in an easily accessible and userfriendly way. VCS Replacement of the Voice Communications System 2016; initial operational capability with 4 sites is planned for Feb 2017, with the 3 remaining ones to be integrated by June A further extension (more sites, provision in the Fallback ATS System) is planned for The new system will be ready for operational deployment by mid Other: ESSIP:COM11 OISteps: Other: Expected Contribution to the Key Performance Areas * number of operational incidents generated by call sign confusion, readbacks from wrong aircraft or crossed transmissions. Environment: CostEfficiency: Capacity: The new VCS will continue to provide reliable GroundtoGround and AirtoGround communications, providing capability for expandability, flexible reconfiguration and different switching technologies, necessary to support emerging operational concepts and technical standards (e.g. Voice over IP). Safety: Environment: CostEfficiency: Upper Area Control Centre (MUAC) 19 Released Issue

32 Chapter 5 Regional Coordination 5.1. FAB Coordination FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland. The FABEC Feasibility Phase ( ) led to the conclusion that FABEC is feasible. The Implementation Phase ( ) demonstrated that the FABEC structure was compliant with SES regulations. After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June This means that FABEC is now operational. FABEC intends to deliver on the goals set by SES II and as laid down in the FABEC Performance Plan. FABEC intends to provide capacity, avoid bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe. Below, the progress of the different FABEC countries per ATM Key Feature: ASM support systems (LARA or locally developed) deployed in FR, BE, CH, MUAC and DE. Planned for NL (2018). STAM Phase 1 is completed in MUAC. Ongoing in the remaining. Common principles, rules and procedures for OAT handling and OAT/GAT interface available in CH, DE and NL. Ongoing for FR and BE (2018). N/A in LU and MUAC. The traffic complexity assessment is completed in MUAC, ongoing in FR and NL (2017), DE (2021) and CH and planned for BE (2018). N/A in LU. Collaborative flight planning is deployed in CH, DE, NL and LU. Ongoing for MUAC and FR (2018). No plan for BE. FRA ongoing for DE (2017), MUAC (2020), FR (2021) and CH (2022). Not applicable for LU, BE and NL. Basic AMAN ongoing for Düsseldorf and Brussels (2017). Planned for Geneva (2019), N/A in Brandenburg, implemented in remaining. Extended AMAN ongoing for FR and CH (2017), DE (2018) and MUAC (2023). Planned for NL (2023) and no plan for BE. N/A in LU. Development and implementation of RNAV arrival and departure procedures for RNAV 1 completed in FR, CH and NL. Ongoing for BE (2019) and DE (2023). N/A for LU and MUAC. APV procedures implemented in DE and CH. Late in BE (2017), FR (2018) and NL (2019). N/A in LU and MUAC. Upper Area Control Centre (MUAC) 20 Released Issue

33 ASMGCS Level 1 late in Düsseldorf and Toulouse (2017) and Marseille (2019), implemented in remaining. Level 2 ongoing in Frankfurt, Lyon, Nice and Toulouse (2017). Late in Düsseldorf (2018) and Marseille (2019). Implemented in remaining. ACDM late in Lyon and Amsterdam (2017) and in Nice (2018). Implemented in remaining. Initial airport operations plan is planned for Brussels (2017), Amsterdam and Nice (2018) and Marseille (2021). No plan for Toulouse and ongoing for remaining airports. Migration to AMHS FOC date was extended and is completed in BE, LU, DE and MUAC, ongoing in CH (2017) and NL and FR (2018). AGDL implemented in DE, CH and MUAC, late in FR (2020) and N/A in BE, NL and LU. Implementation of FMTP provisions late in DE (2017) and FR (2018), completed in remaining. Surveillance performance and interoperability completed in CH, NL and MUAC. Ongoing in DE, FR and BE (2020). Late in LU. Upper Area Control Centre (MUAC) 21 Released Issue

34 The table below describes the FABEC ambition in each of the defined performance areas. In terms of Safety, irrespective of traffic growth, the ambition of FABEC ANSPs is to reduce the risk per flight so that the overall number of accidents and incidents per year with an ATM ground contribution does not increase and can, in fact, even decrease. Given the current high variability in the traffic demand and many implementations of new ATM systems in FABEC ANSPs (stripless system, ERATO, 4Flight or icas ), Reference Period 2 (RP2) will remain a challenging period for FABEC. In order to progressively close the gap with the network breakdown reference value, FABEC ANSPs will continue to develop ATFCM techniques and tools, increase their roster flexibility or implement new airspace structure. All these initiatives should allow FABEC to meet its target towards the end of RP2. In the FABEC performance plan the performance area CostEfficiency in the second regulatory period is challenging and the determined unit cost targets have been reduced twice: once in July 2015, another time early In this respect, the FABEC partners are dealing with the pressure from economic regulation in a responsible manner and have reduced the initial gap with the EU average trend for the enroute determined unit cost targets. For the enroute segment a positive trend is especially visible for the remaining regulatory period (2017 to 2019), taking into account, inter alia, the increase in traffic achievements and forecasts. The outlook for the terminal segment is also promising, as the planned traffic volume increases while costs decrease. The performance ambition for Security is to ensure that there is no increase in the risk of having ATMrelated security incidents, taking into account the technological evolution of the underlying systems. This will be achieved through incident prevention and through system resilience to attacks. Because of the rapid development of systemwide information management (SWIM) and its specific nature, FABEC is already focusing on cybersecurity. A FABEC performance analysis is ongoing with Performance Review Unit (PRU) to improve the methodology used for measuring these new RP2environmental indicators called ASMA (Arrival Sequencing and Metering Area) Time and Taxi Out Time. To deal with environment and savings linked to CO2 reduction, the FABEC performance plan is working on Horizontal Flight Efficiency (HFE) improvement. HFE is monitored all along the year to identify potential areas of improvement in order to achieve the FABEC KEA (horizontal enroute flight efficiency of the actual trajectory) target set to 2.96% in Upper Area Control Centre (MUAC) 22 Released Issue

35 5.2. FAB Projects There are two main FABEC projects ongoing: XMAN (Extended Arrival Manager) FRA (Free Route Airspace) The tables below detail for each ongoing main FABEC project: which FABEC ANSPs and military partners are participating a description, the scope and objectives the schedule and implementation planning the status end 2016 the link to the ATM Master Plan Level 3 (formerly ESSIP), if any the expected performance contribution to the SES Key Performance Areas Capacity, Safety, Environment and CostEfficiency Extended Arrival Management (XMAN) Organisation(s): Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL Luchtverkeersleiding Nederland (NL), MUAC ANSP (MAS), Skyguide (CH) Schedule: Status: Type of project: FAB The XMAN project envisages three development and implementation steps: 1. Basic Step From 2012 to 2023 The Basic Step uses the currently available systems and technologies in order to establish crosscentre arrival management in the airspace controlled by Belgocontrol, DFS, DSNA, LVNL, MUAC and, skyguide and NATS. 2. Advanced Step From 2013 to 2023 The Advanced Step will take into account validated SESAR results concerning Time Based Flow Management (TBFM) in order to improve the enroute part of crosscentre arrival management in the overall FABEC airspace. This step also requires enhanced data exchange between ACC/UAC in order to support a delay sharing strategy. Additional planning information related to departures and airborne flights will be used to be provided by AirportCDM and/or Network Management. This step has potentially an impact on all FABEC ACCs. 3. Optimised Step From 2017 to 2023 The Optimised Step will take into account further validated SESAR results and will optimise the cooperation between arrival management and AirportCDM, Aircraft Operators and Network Management in order to widely share Arrival Management (AM) information between all partners and to process and to apply Arrival Management information where needed. The FABEC XMAN Basic Step has already been implemented at several ACCs for several airports. The implementation phase of the Basic Step will continue until The solution design of the Advanced Step has been finalised in June A pilot implementation has been achieved for London Heathrow end Upper Area Control Centre (MUAC) 23 Released Issue

36 Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: Environment: Capacity: Costefficiency: Operational efficiency: Cooperation Activities: The XMAN/AMAN project will develop and implement a harmonised approach to arrival management in the core area of Europe because it has to rely on crosscentre and crossborder processes and procedures. The implementation of XMAN will improve and optimise arrival management operations for the major five airports/tmas (Munich, Amsterdam, ParisCDG, Frankfurt, LondonHeathrow) as well as for other selected intermediate airports within FABEC and FAB UK/IRL as defined by the Commission Implementing Regulation (EU) No 716/2014 (Zurich, Dusseldorf, Brussels, Berlin, ParisOrly, Nice, LondonStansted, LondonGatwick, Manchester, Dublin). One of the main characteristics of the XMAN project is the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of upstream control centres. The final extension of arrival management operations is expected to reach as far as 200 NM or even beyond, depending on the operational environment and the needs of the stakeholders. These extended planning horizons will cover almost the entire FABEC airspace and, as a consequence, most of the FABEC control centres will be affected by extended AMAN operations and some of them will need to feed several arrival streams for different airports/tmas simultaneously. L3: ATC07.1, ATC15.1 PCP: AF1: Extended AMAN and PBN in high density TMA Deployment Programme DP 2016: Family 1.1.1: Basic AMAN Family 1.1.2: AMAN upgrade to include Extended Horizon function Name/Code in RP2 Performance Plan: Name/Code in DP2016: Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect. Reduction of: Track miles and holdings: small positive effect; Fuel burn: large positive effect; CO2/NOX emissions: large positive effect. Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload in APP and ACC: no significant effect. Increased controller workload in UAC: effect depending on the number of airports to be serviced. From ANSP point of view: large negative effect (investment cost without financial return for ANSP). Collaboration with FAB UK/IRL is included. Collaboration with other surrounding FABs is initiated. Upper Area Control Centre (MUAC) 24 Released Issue

37 Free Route Airspace (FRA) Organisation(s): Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL Luchtverkeersleiding Nederland (NL), MIL (DE), MUAC ANSP (MAS), Mil. Authority (BE), Mil. Authority (FR), Militaire Luchtvaart Autoriteit (NL), Skyguide (CH), Swiss Air Force (CH) Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: Project included in DP2016: Type of project: FAB The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with Advanced Flexible Use of Airspace (AFUA) at FL 365 (and lower when and where possible) in a stepped approach by the end of RP2. In 2015, the project has been aligned with the requirements of the Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace at FL310+ by In 2016, the project has consolidated the Long Range Direct Routes with the Direct Route activities thus it is now organised into two work streams 1. National and crossborder Direct Routes (DCT) including Long Range Direct Routings; 2. Free Routing. All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Implementation activities are managed at ACC or national level using local management processes and are monitored at FABEC level. DFS, DSNA, MUAC and skyguide have already implemented several direct routes and will continue to implement further direct routes in the coming years. For the Free Route Airspace work stream, the Concept of Operations has been finalised in September The Free Route Airspace (FRA) Programme aims at developing and implementing a Free Route Airspace FABEC wide. The objective of the FRA implementation is to give users opportunities to improve the horizontal flight efficiency through both plannable direct routes and at a later stage defined volume/s of Free Route Airspace within FABEC airspace. The FRA Programme defines a stepped and gradual implementation approach where FABEC ACCs will develop and implement various iterations of Free Route Airspace. L3: AOM21.1, AOM21.2 PCP: AF3.1.2, 3.2 & 3.3: Free Route Deployment Programme DP 2016: Family 3.2.1: Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) Family 3.2.3: Implement Published Direct Routings (DCTs) Family 3.2.4: Implement Free Route Airspace Name/Code in RP2 Performance Plan: Name/Code in DP2016: Upper Area Control Centre (MUAC) 25 Released Issue

38 Performance contribution Safety: No impact Environment: FRA allows airspace users to fly direct routes, thus reducing flight distance flown, with consequent savings in fuel and direct and strategic operating costs. There are environmental benefits from savings in CO2emissions. Capacity: Capacity benefits could be foreseen since reduced average transit times may result in an increase in capacity. Capacity benefits may also be possible if there is proven to be a reduced number of conflicts, fewer redirects, and the resulting impact on controller tools. However, it is also possible that in some cases conflicts may become more complex and other or new choke points may emerge. Hence the overall impact of FRA on sector capacity cannot be determined without simulations. Costefficiency: Investments at ANSPlevel will deliver benefits in financial terms to users, but not to ANSPs. Operational efficiency: Cooperation Activities: 5.3. Regional cooperation Regional Cooperation Initiatives Maastricht UAC area of responsibility is a complex and dense airspace in the close vicinity of major airports such as London, Paris, Frankfurt, Amsterdam, Brussels, Düsseldorf and Copenhagen. Maastricht UAC interfaces with many civil and military ACCs and UACs. Regular coordination meetings are set up with adjacent/ subjacent partners within and outside the FABEC context in order to improve airspace organisation and procedures such as to optimise the handling of traffic at the common interfaces. Following the initial and successful introduction, in 2011, of Free Route Airspace operations in the area controlled by Maastricht UAC and the DFS Deutsche Flugsicherung Karlsruhe Upper Area Control Centre, more than 850 direct routes have been implemented. At the same occasion, over 100 of these direct routes starting in MUAC airspace were linked with direct routes in the Karlsruhe area, creating a largescale free routing airspace over Belgium, most of Germany, Luxembourg and the Netherlands. Next to these routes, 18 crossborder direct routes were implemented. Crossborder direct routes distinguish themselves from normal direct routes by the fact that they do not have a coordination point at the boundary between the two involved service providers. To maximise benefits, Maastricht UAC is closely coordinating the implementation with adjacent partners. In 2012, work started in the context of FABEC with the objective to offer free route operations to aircraft operators across the FABEC area. This work is still ongoing. Nearly every month packages of carefully tuned DCTs are published, both locally or crossborder in close cooperation with DFS Karlsruhe. These implementation packages offer the Airline Operators numerous flightplan options dependent on the time of day. Further development is done with military partners in order to start implementing crossborder DCT s available through military training areas when not used during the day of operations. It is expected that this next step will offer Airline Operators major benefits with regard to route extensions. From 2017 onwards the focus will be on the Pilot Common Project (PCP) requirement to implement Free Route by The implementation of FRA, which is the final step in the FRAM program, is planned in three phases (Night/Weekend/H24). In close cooperation with the DFS Deutsche Flugsicherung Karlsruhe Upper Area Control Centre, MUAC will implement FRA during Night in Q Upper Area Control Centre (MUAC) 26 Released Issue

39 Crossborder operations will as soon as possible be extended in the FRA environment, both with KUAC and Copenhagen. The changes to the route network with the introduction of free routes during times of military activity required adaptation of OATGAT operating principles between MUAC and our military partners. Working practices that have evolved during many years of close cooperation were simplified, improving communication and optimising procedures for the benefit of both Civil and Military airspace users. An improved Concept of Operations has been created for the integration of OAT services at MUAC in On 27 June 2012 MUAC started to use the LARA (Local And subregional ASM) system operationally. LARA is a support tool that encompasses all phases of airspace management from longterm event planning to airspace management at level 2 and 3 including realtime coordination of airspace activation. This is the first largescale common civil and military deployment of LARA in Europe. MUAC has been integrated as the civil user in the first LARA cluster which is operational for the management of Belgian airspace. This cluster is composed of a number of workstations in MUAC, Brussels ACC, Belgian military airbases, CRC Glons, ATCC Semmerzake and the Belgian Airspace Management Cell. The LARA workstations are all connected over a network to the central LARA server, which is also installed at MUAC. As a further development, MUAC has tested the connection between the LARA Server and its ATC system (FDPS). This will allow a direct feed of military airspace planning data into the FDPS and an automatic display of active training areas on the radar screen. This feature was initially tested in a live environment between ATCC Semmerzake and MUAC in December Next to the Belgian connection, MUAC has also tested the same feature for the Dutch airspace. Trials have been conducted in March The next step will be the permanent activation of the link between MUAC FDPS and LARA in Belgium and the Netherlands. This step is not planned yet, as both in Belgium as in the Netherlands LARA is not fully used by all airspace booking users. Driven by the Pilot Common Projects (PCP) mandates ATM Functionality (AF) #5 initial System Wide Information Management (iswim), MaastrichtUAC is investigating cooperation with the itecconsortium because of the common components and supplier of the SWIMNode and Flight Object Server (FOS), which are the essential new architectural building blocks for the implementation of the IOPGround/Ground via the Flight Object Regional Projects MUAC OAT Provision The integration of OAT service provision for the Hanover UIR was implemented during 2016 and started on January 1st, The staff of DFS CCUM (LIPPE RADAR) was hired by EUROCONTROL. The operational concept was adapted in order to balance and relief the military sector group, on February 2nd, In parallel, project work was conducted for military service provisions in the AMS UIR above flight level 245, with a target date of April 27, Many milestones were prepared during 2016, with work packages conducted in a wide span of domains: contract signatures and letter of agreements; human resources for the recruitment process; military accreditation as service provider and training unit; trainings for all operational staff; the upgrade of the licenses (Certificates of Competence); update of operational documentations; and changes to the technical systems. Upper Area Control Centre (MUAC) 27 Released Issue

40 SESAR Validation Maastricht UAC actively participates to the SESAR1 and SESAR2020 Programmes and makes its Industrial Based Platform (IBP) available to conduct preoperational validations in areas assessed as important performance enablers for the future, driven by the upcoming Pilot Common Projects (PCP) mandates. The MUAC IBP evolves continuously, taking the lesson learnt and maturing concepts and technology into account. Current SESAR activities as described in this chapter are evolving further under the SESAR2020 programme ( ), for which projects started in Q A nonexhaustive list of validation activities, focusing on the major enablers is presented below. InteroperabilityAir (IOPA) / i4d The main objective is to perform a gradual validation of trajectory exchange with the aircraft (2D/3D moving towards 4D) and to validate the concept of a shared trajectory to ensure consistency of information between ground and airborne systems and enhance ground based tools. In the period 2011 till March 2014 Maastricht participated in two live flight trials and real time validations in three steps. The Maastricht IBP evolved via these three steps to a maturity and is currently still used for live testing with Airbus productions flights (known as the PEGASE and SESAR2020 PJ31 Demo1 demonstrations) as well as tests together with Airbus and Inmarsat using satellite communication instead of the VDL2 radio channels. This baseline is planned to be the baseline for further evolutions under SESAR2020 PJ31 to get close to what can be a basis for the operational introductions under the mandated PCP ATM Functionality #6 (initial Trajectory Information Sharing). InteroperabilityGround (IOPG) The objective of this project is to perform operational validation of trajectory exchanges, using the Flight Object, in an IOP triangle (MUAC/Reims/Karlsruhe) initially and extended with NATS, LVNL, ENAV and the Network Manager (NM). The validations started in January 2013 and continued for the rest of the SESAR 1 period up till the end of The MUAC prototype is based on adaptations of the MUAC FDPS to include an IOP application (a.k.a. Flight Object Server FOS) and integration with a SWIM Node prototype. The Maastricht IBP is planned to evolve for further validations and demonstrations under SESAR2020 to get close to what can be a basis for the operational introductions under the mandated PCP ATM Functionality #5 (iswim, the Blue Profile). Flow and Complexity Management The MUAC ifmp tool is integrated into the MUAC IBP and used for SESAR validations to continuously monitor and evaluate traffic complexity; a method of assessing traffic complexity based on an algorithmic approach using information from the live FDPS is used. This information will be used to assess the impact on upcoming congestions and decide on the optimum airspace configuration scheme (sectorisation) to be applied, including the use of dynamic sector configurations (e.g. vdfl) and military activities from ASM systems like LARA. The tool will also offer support (through an advanced HMI) for decision making by providing whatif capabilities on flights, traffic flows and airspace configurations at centre level supporting future functions of Multi and Meta Sector Planners, initially implemented in support of the Advanced ATFCM Planning Function within the context of the ATC2ATM programme. The Maastricht IBP is planned to evolve during SESAR2020 PJ24 Network Collaborative Management towards a maturity which is planned to be the baseline for the operational deployment under the mandated PCP ATM Functionality #3 (Flexible Airspace Management and Free Route), ATM Functionality #4 (Network Collaborative Management) as well as parts of PCP ATM Functionality#5 (iswim, the Yellow Profile). Upper Area Control Centre (MUAC) 28 Released Issue

41 Chapter 6 Implementation Objectives Progress 6.1. State View Overall Objective Implementation Progress distribution for applicable Implementation Objectives 1; 4% 2; 7% Completed Ongoing 8; 31% No Plan 15; 58% Not Applicable The EUROCONTROL Agency concluded an agreement with Germany concerning the provision by the Organisation of air traffic services for operational air traffic in the Hannover UIR. The start of service provision is on 1 January As such, AOM13.1 will become applicable as from In addition, a project to deal with the provision by the Organisation of air traffic services for operational air traffic in the Amsterdam FIR above flight level 245 has been established and targets start of operational services as from 27 April ATC17 remains due for completion in COM11 will be completed with the operational implementation of the New Voice Communication System and has been replanned from 2016 to Implementation of FCM03 shifted from 2016 to 2017, while FCM06 was completed in Upper Area Control Centre (MUAC) 29 Released Issue

42 Objective Progress per SESAR Key Feature Legend: ## % = Expected completion / % Progress 100% = Objective completed = Implementation Objective timeline (different colour per KF) = Completion beyond Implementation Objective timeline Optimised ATM Network Services Average implementation progress: 71% AOM13.1 AOM19.1 AOM19.2 AOM19.3 FCM01 FCM03 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling ASM support tools to support A FUA ASM Management of real time airspace data ASM Management of real time airspace data Enhanced tactical flow management services Collaborative flight planning FCM04.1 STAM Phase 1 FCM04.2 STAM Phase 2 FCM05 FCM06 Interactive rolling NOP Traffic Complexity Assessment < n/a 100% 43% n/a 100% 100% 70% 50% 3% 100% Upper Area Control Centre (MUAC) 30 Released Issue

43 Advanced Air Traffic Services Average implementation progress: 80% < AOM21.1 AOM21.2 Direct Routing Free Route Airspace ATC02.2 STCA Level 2 ATC02.8 Ground based Safety Nets 100% 100% 100% 11% ATC07.1 AMAN tools and procedures ATC07.1 * Automated support for conflict detection, ATC12.1 resolution support information and conformance monitoring Implement, in en route operations, information ATC15.1 exchange tools & procedures in support of basic AMAN Arrival Management extended to en route ATC15.2 airspace ATC16 ACAS II compliant with TCAS II change 7.1 ATC17 Electronic dialogue as automated assistance to controller during coordination and transfer 100% 100% 47% 100% 47% ENV01 Continuous Descent Operations ENV01 * ITY COTR Ground ground automated co ordination processes 100% NAV03 RNAV 1 n/a NAV10 APV procedures n/a Upper Area Control Centre (MUAC) 31 Released Issue

44 High Performing Airport Operations Average implementation progress: 0% < AOP04.1 A SMGCS Level 1 AOP04.1 * AOP04.2 A SMGCS Level 2 AOP04.2 * AOP05 AOP05 * AOP10 AOP10 * AOP11 Airport CDM Time Based Separation Initial Airport Operations Plan AOP11 * AOP12 Improve runway and airfield safety with ATC clearances monitoring AOP12 * AOP13 Automated assistance to Controller for Surface Movement Planning and Routing AOP13 * ENV02 Collaborative Environmental Management ENV02 * SAF11 Improve runway safety by preventing runway excursions n/a Upper Area Control Centre (MUAC) 32 Released Issue

45 Enabling Aviation Infrastructure Average implementation progress: 80% COM10 COM11 FCM08 INF04 INF07 ITY ACID ITY ADQ ITY AGDL ITY AGVCS2 ITY FMTP ITY SPI Migrate from AFTN to AMHS Voice over Internet Protocol (VoIP) Extended Flight Plan Integrated briefing Electronic Terrain and Obstacle Data (etod) Aircraft identification Ensure quality of aeronautical data and aeronautical information Initial ATC air ground data link services 8,33 khz air ground voice channel spacing below FL195 Common Flight Message Transfer Protocol Surveillance performance and interoperability < % 63% 0% n/a n/a 100% n/a 100% n/a 100% 100% Upper Area Control Centre (MUAC) 33 Released Issue

46 ICAO ASBU Implementation The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2016 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/58 (European Air Navigation Planning Group). Legend: = Completed (during 2016 or before) = Missing planning date = Progress achieved in 2016 = Not applicable < B0 APTA B0 SURF B0 FICE B0 DATM B0 ACAS B0 SNET B0 ACDM B0 RSEQ B0 FRTO B0 NOPS B0 ASUR B0 CDO B0 TBO Optimization of Approach Procedures including vertical guidance Safety and Efficiency of Surface Operations (A SMGCS Level 1 2) Increased Interoperability, Efficiency and Capacity through Ground Ground Integration Service Improvement through Digital Aeronautical Information Management ACAS Improvements Increased Effectiveness of Ground Based Safety Nets Improved Airport Operations through Improved Traffic flow through Runway sequencing (AMAN/DMAN) Improved Operations through Enhanced En Route Trajectories Improved Flow Performance through Planning based on a Network Wide view Initial capability for ground surveillance Improved Flexibility and Efficiency in Descent Profiles (CDO) Improved Safety and Efficiency through the initial application of Data Link En Route 100% 82% 100% 100% 100% 100% 100% 72% 100% 100% Upper Area Control Centre (MUAC) 34 Released Issue

47 6.2. Detailed Objectives Implementation progress Two colour codes are used for each Implementation Objective box : o a colour code is used to show the Objective Scope in the Objective ID cell, and o another colour code is used to show the Objective Progress in the State and for each national stakeholder. (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: ECAC Completed No Plan EU+ Ongoing Not Applicable MultiN Planned Missing Data APT Late Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling AOM13.1 (Outside Applicability Area) % not applicable Not applicable, since Maastricht UAC currently only provides ATS to GAT. However, at its meeting in Brussels on 8 and 9 December 2015, the Provisional Council decided to entrust EUROCONTROL with an extended mandate to operate military air traffic control services, in addition to the current civilian air traffic control services. The EUROCONTROL Agency concluded an agreement with Germany concerning the provision by the Organisation of air traffic services for operational air traffic in the Hannover UIR. The start of service provision is on The Member States also authorised the Agency to open negotiations for the conclusion of a special agreement with the Netherlands concerning the provision by the Organisation of air traffic services for operational air traffic in the Amsterdam FIR above flight level 245, in line with the principles set out in the National Airspace Vision of the Netherlands. A project to deal with these additional tasks has been established that targets operational service provision starting from REG (By:12/2018) 4 States' NSAs ASP (By:12/2018) EUROCONT ROL See main comment. % See main comment. % MIL (By:12/2018) Maastricht UAC does not have a military authority of its own. Progress in this objective by the military authorities MIL of each of the 4 States is presented in their respective LSSIP documents. % Not Applicable Not Applicable Not Applicable Not Applicable Upper Area Control Centre (MUAC) 35 Released Issue

48 AOM19.1 ASM support tools to support AFUA Initial operational capability: 01/01/ % Completed Full operational capability: 31/12/2018 Maastricht UAC was involved in the FABEC ASM/ATFCM field trial (2010) and the live trial (2010). The final goal is to make ASM tools in FABEC interoperable (e.g. connection LARA STANLY ACOS). 31/12/2014 In April 2012, LARA was implemented operationally by the Belgian Air Force and in June 2012 in MUAC. ASP (By:12/2018) MUAC See main comment. 100% ANSP Completed 31/12/2014 AOM19.2 ASM Management of RealTime Airspace Data Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2021 Discussions with MIL partners are ongoing, aiming at implementation by /12/2021 ASP (By:12/2021) MUAC 70% ANSP Ongoing 31/12/2021 AOM19.3 Full rolling ASM/ATFCM process and ASM information sharing 50% Ongoing Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 LARA covers all system functionality. 31/12/2021 ASP (By:12/2021) MUAC ANSP 50% Direct Routing AOM21.1 Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 All system changes have been implemented; the MUAC system is fully capable of supporting direct routing. ASP (By:12/2017) EUROCONT 100% ROL Ongoing 31/12/ % Completed 31/12/2015 Completed 31/12/2015 Upper Area Control Centre (MUAC) 36 Released Issue

49 AOM21.2 Free Route Airspace Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2021 The MUAC FRA environment has been defined. This environment will be validated at NM in March and June Implementation of FRAM2 Phase 1 (between midnight and LCL) is due for 7 December Subsequent phases are due for December 2018 (free route weekend and night) and Q (full free route H24). 31/12/2020 Discussion with the 3 states are ongoing with regards to AIP publication. The RAD will be updated prior to each implementation. ASP (By:12/2021) MUAC ANSP Free Route Airspace 11% Ongoing 31/12/2020 ATC02.8 Groundbased Safety Nets Initial operational capability: 01/01/ % Completed Full operational capability: 31/12/2016 The NFDPS (put into service in Dec 2008) incorporates conformance monitoring and provides alerts for deviations of track, as well as TSA crossing warnings in case of crossing of an active TSA. Controllers were properly trained prior to operational use. The NFDPS provides the APW function to the extend this is needed in an enroute environment through the TSA Crossing Warnings and the forcing on the CWP of (imminently) active TSA Contours in the (Warning) Alert Colour. In the course of 2013, the TSA Crossing Warning function was further enhanced by the implementation of "allowed" crossing tubes through active TSAs to reflect the concept of available CDRs through TSAs. In addition, the displayof active TSA Contours will be further automated by linking the FDPS to the Airspace Management Tool (LARA). ASP (By:12/2016) MUAC As in the overall comment 100% ANSP 31/12/2015 Completed 31/12/2015 ATC12.1 Automated support for conflict detection, resolution support information and conformance monitoring 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 The MTCD function has been linked to the Near Term Conflict functionality which is a tool operating between a classical MTCD lookahead time and TCT Tools; NCW operates with a 8 31/12/2015 minutes lookahead time. NCW with MTCD is operationally used since early ASP (By:12/2021) EUROCONT ROL 100% Completed 31/12/2015 Upper Area Control Centre (MUAC) 37 Released Issue

50 ATC15.1 Implement, in enroute operations, information exchange mechanisms, tools and procedures in support of basic AMAN 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017 The interface with Amsterdam ACC was implemented in Implementation with additional partners (e.g. Frankfurt) is expected to take place depending on their readiness and operational needs. Due to its unique position, MUAC is piloting the integration with 31/12/2011 multiple AMAN implementations as input into the FABEC XMAN initiative. ASP (By:12/2017) MUAC ANSP The interface with Amsterdam ACC was implemented in Implementation with additional partners (e.g. Frankfurt) is expected to take place depending on their readiness and operational needs. Due to its unique position, MUAC is piloting the integration with multiple AMAN implementations as input into the FABEC XMAN initiative. Extended Arrival Managemen t 100% Completed 31/12/2011 ATC15.2 Arrival Management extended to enroute Airspace Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2023 The MUAC ATC system to support AMAN was prepared in 2011 for Schiphol and updated with new technology for Heathrow in The system will be further updated for each 30/12/2023 additional AMAN, The AMAN owners are leading in terms of implementation schedule. ASP (By:12/2023) MUAC ANSP See main comment. 47% Ongoing 30/12/2023 ATC17 Electronic Dialogue as automated assistance to controller during coordination and transfer 47% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 All messages are implemented in the MUAC system, but operational use is currently limited. Prior to operational introduction, technical tuning will be required. Operational use with Karslruhe UAC is planned by Summer For the other messages, no operational use with other partners is currently planned. Safety significant changes to 31/12/2017 the ATM system are subject to safety oversight by ILT (CAANL) and the other 3 NSAs, in accordance with Regulation (EU) No 1034/2011. Changes will be implemented only provided that the safety review by the NSA accepts the safety arguments provided by the ANSP. ASP (By:12/2018) EUROCONT ROL See main comment. 47% Ongoing 31/12/2017 Upper Area Control Centre (MUAC) 38 Released Issue

51 COM10 Migrate from AFTN to AMHS Initial operational capability: 01/12/ % Completed Full operational capability: 31/12/2018 Maastricht UAC has replaced the DCFEP with a new ECGbased switch, which was a prerequisite for the introduction of AMHS. 31/12/2014 Implementation with LVNL was successfully concluded in March 2014, with DFS in May and with Belgocontrol in July ASP (By:12/2018) EUROCONT See main comment. 100% ROL Completed 31/12/2014 COM11 Voice over Internet Protocol (VoIP) Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2020 MUAC will use VoIP for the first time with its New VCS system, which is due for implementation in Safety significant changes to the ATM system are subject to safety oversight by ILT (CAA NL) and the other 3 NSAs, in accordance with Regulation (EU) No 1034/2011. Changes will 30/06/2017 be implemented only provided that the safety review by the NSA accepts the safety arguments provided by the ANSP. This change is notified 2012 and subject to formal acceptance and review based on the 4States manual. ASP (By:12/2020) MUAC ANSP See main comment. VCS 63% Ongoing 30/06/2017 FCM03 Collaborative flight planning Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2017 With the introduction of the NFDPS in 12/2008, APL and ACH messages are treated automatically. Automatic AFP has been tentatively implemented early 2011, but was not yet used in the NM operational system due to some technical incompatibilities. 31/12/2017 The target date is provisionally set to end Until FOC, data is only sent to the NMD test system by MUAC. ASP (By:12/2017) EUROCONT ROL See main comment. 43% Ongoing 31/12/2017 FCM04.1 Short Term ATFCM Measures (STAM) phase 1 (Outside Applicability Area) 100% Completed not applicable MUAC uses CHMI for hot spot detection through TMV monitoring by TCM and provides the sectorization plans and associated TMVs/OTMVs daily to NM through CHMI. 30/09/2013 ASP (By:10/2017) MUAC ANSP See main comment. ifmp 100% Completed 30/09/2013 Upper Area Control Centre (MUAC) 39 Released Issue

52 Short Term ATFCM Measures (STAM) phase 2 FCM04.2 Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 STAM Phase 2 development is part of SESAR2020 PRJ24 VLD, which is planned to be demonstrated by After that, MUAC plans to implement STAM Phase 2 operationally. ASP (By:12/2021) MUAC 3% ANSP 3% Ongoing 31/12/2019 Ongoing 31/12/2019 FCM05 Interactive rolling NOP Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 % The responsibility for the Dutch ASM support system lies with the RNLAF, for the German system (based on STANLY) with the DFS. The Belgian LARA cluster is hosted and maintained by Maastricht UAC, but the responsibility lies with the Belgian Airspace Management Cell (AMC). Therefore, this requirement is Not Applicable to Maastricht UAC. ASP (By:12/2021) MUAC ANSP Same as in the above comment. % APO (By:12/2021) Not Applicable Not Applicable FCM06 Traffic complexity assessment Initial operational capability: 01/01/ % Completed Full operational capability: 31/12/2021 Complexity indications on the ifmp were validated in 2016 and are now in operational use. 31/12/2016 ASP (By:12/2021) EUROCONT ROL Complexity indications on the ifmp were validated in 2016 and are now in operational use. 100% Extended Flight Plan FCM08 Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 The use of the EFPL data by ATC is planned to be developed and validated within the SESAR 2020 context. MUAC is involved in this PJ18, but this project has only recently started and no firm implementation plans have been established yet. ASP (By:12/2021) MUAC Same as main comment. 0% ANSP Completed 31/12/2016 0% No Plan No Plan Upper Area Control Centre (MUAC) 40 Released Issue

53 INF07 Electronic Terrain and Obstacle Data (etod) (Outside Applicability Area) not applicable % Not Applicable This objective is not applicable, as MUAC provides ATC only above FL245. REG (By:05/2018) ASP (By:05/2018) EUROCONT % ROL APO (By:05/2018) Not Applicable ITYACID Aircraft identification Entry into force of the Regulation: 13/12/ % Completed System capability: 02/01/2020 MUAC is compliant with the ACID regulation since /12/2014 ASP (By:01/2020) EUROCONT See State comment. 100% ROL Completed 31/12/2014 ITYADQ Ensure quality of aeronautical data and aeronautical information (Outside Applicability Area) not applicable % Maastricht UAC is only a user and not a publisher/originator of aeronautical data and aeronautical information, subject of this regulation. As such, this objective is not applicable to Maastricht UAC. In particular cases when MUAC provides information to be published in the 4 States national AIPs (e.g: in the context of the Free Routes project) the provision of this type of information will be covered by SLAs currently being drafted with the corresponding Data Providers (DFS, Belgocontrol, LVNL already drafted, ANA). REG (By:06/2017) 4 States' NSAs ASP (By:06/2017) MUAC ANSP APO (By:06/2017) Because Maastricht UAC is only a user and not a publisher/originator of aeronautical data and aeronautical information this regulation is not applicable to Maastricht UAC. Maastricht UAC is only a user and not a publisher/originator of aeronautical data and aeronautical information, subject of this regulation. As such, this objective is not applicable to Maastricht UAC. % AIM Expert Task Force % Not Applicable Not Applicable Not Applicable Upper Area Control Centre (MUAC) 41 Released Issue

54 ITYAGDL Initial ATC airground data link services Entry into force: 06/02/ % Completed ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 Maastricht UAC already complies with the requirements of this objective since several years. There is no particular issue to note or to report. 06/02/2013 REG (By:02/2018) Safety significant changes to the ATM system are subject Completed to safety oversight by ILT (CAANL) and the other 3 4 States' NSAs, in accordance with Regulation (EU) No 100% NSAs 1034/2011. Changes will be implemented only provided 06/02/2013 that the safety review by the NSA accepts the safety arguments provided by the ANSP. ASP (By:02/2018) EUROCONT ROL MIL (By:01/2019) MIL ITY AGVCS2 Maastricht UAC implemented airground datalink communications in 12/2002, supporting CM, CPDLC, DLIC ACM, ACL and AMC services in the complete area of responsibility. Service level agreements have been established with the communication providers and monitoring of the service (external and internal segments) is in place. LOF and NAN have been available with the introduction of NFDPS in 12/2008 and has been implemented operationally with DFS Karlsruhe in September Both ATN/VDL2 and FANS communications are supported. Maastricht UAC does not have a military authority of its own. Progress of this objective by the military authorities of each of the 4 States is presented in their respective LSSIP documents. 8,33 khz airground voice channel spacing below FL195 (Outside Applicability Area) not applicable 100% % % Completed 31/03/2012 Not Applicable Not Applicable REG (By:12/2018) ASP (By:12/2018) MIL (By:12/2020) APO (By:12/2018) Upper Area Control Centre (MUAC) 42 Released Issue

55 ITYFMTP 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/ % Completed 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 Maastricht UAC has migrated the majority of connections to FMTP in close coordination with its adjacent partners. Details of the various implementation plans are provided below. From a regulatory perspective, the relevant (EC) SES regulations apply directly and mandatory in each of the 4 States. Details of progress and of the actions undertaken by each of the 4 States regulators to ensure that FMTP is used between the ATS units and controlling 30/04/2011 military units and also to supervise compliance with the respective regulations are in each of the respective LSSIP documents. The 4 States NSA Committee will further consider establishing supervisory action in this respect. The transition to IPv6 is gradually progressing. ASP (By:12/2014) EUROCONT ROL Same as in the overall comment. 100% MIL (By:12/2014) Maastricht UAC does not have a military authority of its MIL own. Progress of this objective by the military authorities of each of the 4 States is presented in their respective % LSSIP documents. Completed 30/04/2011 Not Applicable ITYSPI Surveillance performance and interoperability Entry into 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/ % Completed 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 The changes to the local MUAC systems are conducted in accordance with agreed MUAC safety processes. 31/12/2013 In addition, the performance verification requirements of the surveillance data processing systems has been fulfilled in accordance with EC Regulation 1207/2011 and the ESASSP. REG (By:02/2015) 4 States' NSAs For this implementation, procedures according the 4 States Manual have been followed. In line with these procedures, there was no need for a formal acceptance. 100% ASP (By:02/2015) EUROCONT ROL See State comment. 100% MIL (By:06/2020) Maastricht UAC does not have a military authority of its MIL own. Progress of this objective by the military authorities of each of the 4 States is presented in their respective % LSSIP documents. Completed 31/12/2013 Completed 31/12/2013 Not Applicable Upper Area Control Centre (MUAC) 43 Released Issue

56 NAV03 RNAV 1 (Outside Applicability Area) not applicable % Most SLoAs are the responsibility of each of the four States. Progress of these SLoAs is rendered in the respective LSSIP documents. However, Maastricht UAC is concerned with 4 SLoAs. Maastricht UAC will train ATCOs in PRNAV procedures (ASP03) and implement P RNAV routes (ASP05) in accordance with the 4 States' plans of introducing PRNAV. This is also the case as regards the adaptation of corresponding ATS automated systems (ASP07) and the development of a local PRNAV safety case (ASP11). ASP (By:12/2023) EUROCONT ROL Same as overall comment. % Not Applicable Not Applicable NAV10 APV procedures (Outside Applicability Area) not applicable % Not Applicable There are no airports within the area of responsibility of Maastricht UAC. REG (By:04/2016) ASP (By:12/2016) EUROCONT ROL SAF11 % Improve runway safety by preventing runway excursions (Outside Applicability Area) not applicable % Not Applicable Not Applicable REG (By:01/2018) ASP (By:12/2014) APO (By:12/2014) Upper Area Control Centre (MUAC) 44 Released Issue

57 6.3. Detailed Objectives Implementation progress Additional Objectives for ICAO ASBU Monitoring ATC02.2 Implement ground based safety nets Short Term Conflict Alert (STCA) level 2 100% Completed Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 A new STCA was introduced in the fallback ATC system in June 2006 and in the primary ATC system in January The implementation of this objective as an operational improvement is now completed. Following experience gained in operational usage and the associated safety monitoring processes, the STCA logic and controller input of the cleared flight level were modified in order to capture potential conflicts at an earlier stage. The STCA system has been verified against and found to be in compliance with the respective 31/12/2008 EUROCONTROL Specification. ATCOs have been trained on the new STCA. Consequently, integration of the EUROCONTROL Specification for STCA in the 4 States' national regulations and taking more appropriate regulatory actions to ensure the timely compliance with the EUROCONTROL Specification for STCA by Maastricht UAC is considered by MUAC as no longer necessary. ASP (By:01/2013) EUROCONT ROL See the overall comment. 100% Completed 31/12/2008 ATC16 Implement ACAS II compliant with TCAS II change 7.1 Initial operational capability: 01/03/ % Completed Full operational capability: 31/12/2015 ATCOs are aware of the TCAS version upgrade and of the effect that the new "Level off, level off" RA will have on ATC operations through the Electronic Briefing. The awareness is 30/06/2012 further raised during the yearly Refresher Training Program. REG (By:12/2015) REG NL ASP (By:03/2012) EUROCONT ROL MIL (By:12/2015) The CAAs of the 4 States have evidence on the status of compliance with regulatory provisions for ACAS II (TCAS 7.1) for aircraft and aircraft operators in the State of Registry under the ILT(CAANL) oversight. Airworthiness certification can be provided upon application. ATCOs are aware of the TCAS version upgrade and of the effect that the new "Level off, level off" RA will have on ATC operations through the Electronic Briefing. The awareness is further raised during the yearly Refresher Training Program. 100% 100% Completed 30/06/2012 Completed 31/03/2012 Upper Area Control Centre (MUAC) 45 Released Issue

58 FCM01 Implement enhanced tactical flow management services Initial operational capability: 01/08/ % Completed Full operational capability: 31/12/2006 1) ASTERIX Cat 62&65 support is available for external partners with the operational deployment of the ARTDACO radar gateway as from Q2/2006. Supply of Cat 062/065 to ETFMS was implemented in September /12/2014 2) EFD data is available to the local Traffic Management System (TMSASP) as from ) FSA was operationally implemented in ASP (By:07/2014) EUROCONT See main comment. 100% ROL Completed 31/12/2014 INF04 Implement integrated briefing Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012 % This objective is not applicable to Maastricht UAC as it has no airports within its area of responsibility. Also, Maastricht UAC is not an AIS provider. ASP (By:12/2012) EUROCONT ROL N/A % Not Applicable Not Applicable Upper Area Control Centre (MUAC) 46 Released Issue

59 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/ % Completed 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 The requirements of this objective are fulfilled by Maastricht UAC since the introduction into service of NFDPS. MADAP, and in particular the NFDPS, ensure the following functions: display, processing and compilation receive, store, process, extract, and deliver issue a warning when failures are detected provide warnings related to the working positions modify flight information 30/04/2013 status of relevant system information exchanges Implementation of groundground automated coordination processes is technically completed since the operational introduction of the MUAC NFDPS system in December ABI and ACT messages are exchanged with all partners and REV messages with Paris, Reims and Karlsruhe. LOF/NAN messages are already exchanged with DFS Karlsruhe. MAC messages are exchanged with Paris and Reims. ASP (By:12/2012) EUROCONT ROL MIL (By:12/2012) MIL Maastricht UAC has implemented the OLDI 2.3 standard (and additional messages). Additional Information exchanged between CIVMIL, are defined in INTNET (Belgium Mil) and CIMACT/ADMAR (German remote Mil) interfaces. DFSCCUM is colocated with MUAC and uses the same system. AOCS NM also uses the same system (SAS). Maastricht UAC does not have a military authority of its own. Progress of this objective by the military authorities of each of the 4 States is presented in their respective LSSIP documents. 100% % Completed 30/04/2013 Not Applicable Upper Area Control Centre (MUAC) 47 Released Issue

60

61 ANNEXES Annex A Specialists involved in the LSSIP Process LSSIP Coordination LSSIP Focal Points Organisation Name LSSIP Focal Point for Maastricht UAC LSSIP Focal Point for ILT (CAANL), the SEScertifying authority LSSIP Focal Point for the 4 States NSA Committee Strategy and Priority Management (MUAC) Advisor, ILT (CAANL) Advisor, ILT (CAANL) Frank GREVEN Marcel HARTMAN Marcel HARTMAN EUROCONTROL LSSIP Support Function Directorate Name LSSIP Contact Person for MUAC DPS/PEPR Jorge PINTO Implementation Objectives Implementation Objective EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator National Stakeholder Specialist AOM13.1 O. MROWICKI A. DYBOWSKA O. ALFARO Dirk DE HERDT AOM19.1 G. ACAMPORA Robert PARYS AOM19.2 G. ACAMPORA O. ALFARO Dirk DE HERDT O. ALFARO Dirk DE HERDT AOM19.3 G. ACAMPORA Robert PARYS AOM21.1 C. BRAIN A. DYBOWSKA Herbert KOPPE AOM21.2 C. BRAIN A. DYBOWSKA Kris SCICLUNA AOP04.1 M. BIRENHEIDE P. VRANJKOVIC AOP04.2 M. BIRENHEIDE P. VRANJKOVIC AOP05 M. BIRENHEIDE F. ROOSELEER Upper Area Control Centre (MUAC) 48 Released Issue

62 AOP10 M. BIRENHEIDE F. ROOSELEER AOP11 M. BIRENHEIDE L. DELL ORTO AOP12 M. BIRENHEIDE P. VRANJKOVIC AOP13 M. BIRENHEIDE P. VRANJKOVIC ATC02.8 B. BAKKER F. ROOSELEER Peter HENDRICKX ATC07.1 P. TERZIOSKI L. DELL ORTO ATC12.1 P. TERZIOSKI L. DELL ORTO Kris VERMEIREN Peter HENDRICKX ATC15.1 P. CONROY L. DELL ORTO Vincent TAVERNIERS Peter HENDRICKX ATC15.2 P. HOP L. DELL ORTO Noud DE LANG L. DELL ORTO Vincent TAVERNIERS ATC17 S. MORTON Peter HENDRICKX COM10 Y. EYUBOGLU J. PINTO Gustaaf JANSSENS COM11 L. POPESCU J. PINTO Gustaaf JANSSENS COM12 W. JANSSENS J. PINTO ENV01 M. BIRENHEIDE B. HILL ENV02 S. MAHONY B. HILL FCM03 FCM04.1 FCM04.2 C. BOUMAN P. HOP P. HOP FCM05 I. MENDES VIDEIRA O. CIOARA FCM06 P. HOP FCM07 C. BOUMAN O. ALFARO O. CIOARA Roel HUURDEMAN Peter HENDRICKX O. CIOARA Roel HUURDEMAN Peter HENDRICKX O. CIOARA Roel HUURDEMAN Peter HENDRICKX F. ROOSELEER Roel HUURDEMAN Peter HENDRICKX FCM08 K. BREIVIK O. CIOARA Kristof SCHIPPERS FCM09 R. STEVENS O. CIOARA INF07 A. PETROVSKY AP. FRANGOLHO INF08.1 I. MENDES VIDEIRA AP. FRANGOLHO INF08.2 I. MENDES VIDEIRA AP. FRANGOLHO ITYADQ M. UNTERREINER AP. FRANGOLHO ITYAGVCS2 J. POUZET B. HILL ITYFMTP L. POPESCU O. ALFARO Gustaaf JANSSENS ITYACID A. DESMONDKENNEDY O. CIOARA Torsten DÖRNBACH ITYSPI M. BORELY O. CIOARA Torsten DÖRNBACH ITYAGDL S. DISSING B. HILL Volker STUHLSATZ NAV03 F. PAVLICEVIC P. VRANJKOVIC NAV10 R. FARNWORTH P. VRANJKOVIC SAF11 S. LAWRENCE F. ROOSELEER Upper Area Control Centre (MUAC) 49 Released Issue

63 Annex B National Stakeholders Organisation charts Upper Area Control Centre (MUAC) 50 Released Issue