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

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

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5 DOCUMENT IDENTIFICATION SHEET LSSIP for Maastricht Infocentre Reference: 16/01/29-65 Document Identifier Edition: Year 2015 LSSIP Year 2015 Maastricht Edition Date: 10 March 2016 LSSIP Focal Point - Frank GREVEN LSSIP Contact Person - Adriatik KOKONA Status frank.greven@eurocontrol.int adriatik.kokona@eurocontrol.int Intended for Maastricht UAC Unit DPS/PEPR Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Internet ( Path: X:\03 LSSIP\1. LSSIP States\MUAC (EU) - TK\Year 2015 LINKS TO REFERENCE DOCUMENTS 1 LSSIP Guidance Material 2 ESSIP Plan Edition European ATM Portal Working - Public ESSIP Report STATFOR Forecasts 6 Acronyms and abbreviations 7 LSSIP Documents 8 FAB Performance Plan Upper Area Control Centre (MUAC) Released Issue

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7 APPROVAL SHEET The following authorities have approved all parts of LSSIP Year 2015 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the ESSIP Plan. Upper Area Control Centre (MUAC) Released Issue

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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) Supervision of service provision at Maastricht UAC Airports Military Authorities... 9 Chapter 2 - Traffic and Capacity Evolution of traffic in the Maastricht UAC UAC Maastricht Traffic and en-route ATFM delays Summer 2015 Performance Planning Period Chapter 3 - ESSIP Report recommendations Chapter 4 - National Projects Chapter 5 - Regional Co-ordination FAB Co-ordination FAB Projects Regional cooperation Regional Cooperation Initiatives Regional Projects Chapter 6 - ESSIP Objective Implementation Conventions ESSIP Objectives Implementation progress Alignment of PCP with ESSIP Objectives and related progress 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 by EUROCONTROL 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 in accordance with the national regulations in force on the territories and in the airspaces concerned. The regulators of the four national contracting parties in respect of ATS are represented by the respective Ministries of Transport. Each of the four States retains its competences and obligations in respect of aeronautical regulations, rulemaking, airspace organisation and relations with international organisations, e.g. ICAO, with the airspace users and other third parties, with regard to the airspace over its territory and within designated portions of airspace over the high seas, on the basis of the Air Navigation Plan European Region of ICAO. The EUROCONTROL Agency has been authorised to conclude an agreement with Germany concerning the provision by the Organisation of air traffic services for operational air traffic in the Hannover UIR. 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, 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 with the goal to see results by the end of 2016/spring In the Netherlands, by amendment to the Aviation Act in Oct 2007, EUROCONTROL Maastricht UAC was 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 cross-border 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. Maastricht UAC does not encompass Military Authorities of its own or Airports within its area of responsibility. The LSSIP chapters and sections dealing with military authorities or with airports are not applicable to Maastricht UAC (see the LSSIP documents of the four States). The Maastricht UAC Area of Responsibility is surrounded by London UIR, Copenhagen FIR, Rhein UIR and France UIR. The only ATC unit of concern to this LSSIP is Maastricht UAC, currently configured for operating a maximum of 20 en-route sectors (Brussels: 6, DECO: 6, Hannover: 8). Traffic and Capacity Traffic in Maastricht UAC increased by 1.1% during Summer 2015 (May to October inclusive), when compared to Summer MUAC could still be challenged by changes in the traffic patterns resulting in higher traffic growth at Sector Group level. Moreover the capacity gains linked to some FABEC airspace projects are not likely to be delivered in the planning period. Upper Area Control Centre (MUAC) 1 Released Issue

12 ESSIP Objective Implementation At its meeting in Brussels on 8 and 9 December 2015, the Provisional Council has 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. As such, AOM13.1 will become applicable as from AOM21.1 was completed in 2015, following the implementation of the required system changes. The related objective AOM21.2 is planned for In the ATC context, both ATC02.5 and ATC12.1 have been completed in ATC17 remains planned for completion in COM11 will be completed with the operational implementation of the New Voice Communication System and has been re-planned from 2015 to Implementation of FCM03 shifted from 2015 to 2016 and the new objective FCM06 on Traffic Complexity Assessment is partly completed, with full completion planned for State-related ESSIP Objectives LSSIP Maastricht UAC * FOC Date Planned implementation date (see legend at the bottom of the table) <= AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling * AOM19 Implement Advanced Airspace Management * AOM21.1 AOM21.2 Implementation of Direct Routing Implement Free Route Airspace [PCP] [E] * [PCP] [E] * AOP03 Improve runway safety by preventing runway incursions * ATC02.5 ATC02.6 ATC02.7 ATC12.1 ATC15 Implement ground based safety nets - Area Proximity Warning - level 2 * Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 * Implement ground based safety nets - Approach Path Monitor - level 2 * Implement automated support for conflict detection, resolution support information and conformance monitoring * Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations * ATC16 Implement ACAS II compliant with TCAS II change 7.1 * ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer * COM10 Migrate from AFTN to AMHS * COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM * FCM01 Implement enhanced tactical flow management services * FCM03 Implement collaborative flight planning * Upper Area Control Centre (MUAC) 2 Released Issue

13 State-related ESSIP Objectives LSSIP Maastricht UAC * FOC Date Planned implementation date (see legend at the bottom of the table) <= FCM04 Implementation of Short Term ATFCM Measures - phase 1 FCM05 FCM06 Implementation of interactive rolling NOP Traffic Complexity Assessment [PCP] [E] * [PCP] [E] * INF04 Implement integrated briefing * INF07 Electronic Terrain and Obstacle Data (TOD) * ITY-ACID ITY-ADQ Aircraft identification Ensure quality of aeronautical data and aeronautical information * ITY-AGDL Initial ATC air-ground data link services above FL-285 * ITY-AGVCS2 ITY-COTR Implement air-ground voice channel spacing requirements below FL195 Implementation of ground-ground automated co-ordination processes * ITY-FMTP Apply a common flight message transfer protocol (FMTP) * ITY-SPI Surveillance performance and interoperability * NAV03 Implementation of P-RNAV * NAV10 Implement APV procedures * SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements * SAF11 Improve runway safety by preventing runway excursions * Understanding the Table Objective Objective Partly Objective Planned No Plan Missing Data (MUAC does not participate in this obj.) Late E= Essential Master Plan Reference PCP = Pilot Common Project 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. Upper Area Control Centre (MUAC) 3 Released Issue

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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 2015 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. 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 2015 and its sectorisation. Upper Area Control Centre (MUAC) 5 Released Issue

18 1.1.3 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. 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 high-level 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 set-up 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 ad-hoc basis. Upper Area Control Centre (MUAC) 6 Released Issue

19 The table below summarises the main regulatory and supervisory responsibilities/ activities in respect of service provision performed at Maastricht UAC. Activity in ATM: Rule-making Safety Oversight Enforcement actions in case of non-compliance with safety regulatory requirements Airspace Organisation responsible The 4 States regulators (Ministries of Transport or equivalent) ILT (CAA-NL), in coordination with the other 3 States NSAs within the 4 States NSA Committee ILT (CAA-NL), 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 (CAA-NL) as regards safety oversight. See details in LSSIP NL. The NL Aviation Act and other relevant national regulations empowering ILT (CAA-NL) as regards safety oversight of the NL-based ANS/ATM providers. The 4 States relevant national laws, the EUROCONTROL Convention and the Maastricht Agreement Annual Report published: Y For 2014 the ILT (CAA-NL) 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 (BSA-ANS); 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 (CAA-NL) of the Ministry of Infrastructure and the Environment (MoI&M, Ministerie van Infrastructuur en Milieu ). The SES-certifying 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 (CAA-NL) and of the other three States NSAs is available in the respective LSSIP documents. Upper Area Control Centre (MUAC) 7 Released Issue

20 The 4 States NSAs have established two supporting bodies for ongoing oversight of service provision at Maastricht UAC: o The NSA Committee (NSA-C), representing all four NSAs and having a co-ordination and advisory role for the relevant decision making authorities on oversight issues; and o The Common Supervisory Team (CST), which is composed of staff of the co-operating 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 in 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 as a Training Organisation by the Belgian CAA in 2009, with a recent renewal in December 2015 for a 1-year period, awaiting the certification under the new regulation EC2015/ 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 SES-certified ATS-provider 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 cross-border 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. Name of the ANSP: Maastricht UAC Governance: Four-States agreement Ownership: EUROCONTROL Member States Services provided Y/N Comment ATC en-route 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 Others - - Additional information: Provision of services in other State(s): Y Delegation is identified in section Upper Area Control Centre (MUAC) 8 Released Issue

21 Annual Report published: Y The public website of MUAC is: The MUAC organisation chart is available in Annex B ATC systems in use Specify the manufacturer of the ATC system currently in use: Upgrade 1 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 2016 Not yet planned ATC units The only ATC unit of concern to this LSSIP is Maastricht UAC, currently configured for operating a maximum of 20 en-route sectors (Brussels: 6, DECO: 6, Hannover: 8). ATC Unit Number of sectors Associated FIR(s) Remarks En-route 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 Authorities Maastricht UAC does not include any military authorities in its own management structure. However, details of civil-military 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 NL-based 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 civil-military coordination or FUA conditions which may apply only in the respective States. 1 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) 9 Released Issue

22 Chapter 2 - Traffic and Capacity 2.1 Evolution of traffic in the Maastricht UAC 2015 Maastricht - Annual IFR Movements IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast A 2011 A 2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F Traffic in Maastricht UAC increased by 1.1% during Summer 2015 (May to October inclusive), when compared to Summer High 2.8% 3.5% 3.6% 2.5% 3.6% Base 1.3% 2.5% 2.4% 1.9% 2.4% Low -0.3% 0.4% 1.2% 0.8% 1.0% Based upon STATFOR 7-Year Forecast September Upper Area Control Centre (MUAC) 10 Released Issue

23 2.2 UAC Maastricht Traffic and en-route ATFM delays EDYYUAC - 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) * *From 01/01/2015 to 31/10/ Summer 2015 Performance Traffic Evolution 2015 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap +1.1 % 322 (-2%) Yes The average en-route delay per flight increased from 0.25 minutes per flight in Summer 2014 to 0.53 minutes per flight in % of the delays were for the reason ATC Capacity, 32% for Weather, 11% for Airspace Management, 2% for ATC Staffing and 2% for Other. The majority of the delay was caused in the Brussels Sector Group which was challenged by changes in the traffic patterns resulting in traffic growth higher than expected. Capacity Plan +1% Achieved Comments Improved ATFCM including STAM Yes FABEC AD South-East Phase 1: EUC25 No Project frozen Advanced tactical ATFCM measures Yes Cross training of ATCOs Yes ifmp (integrated Flow Management Position) Yes Fielded with basic capabilities Stepped implementation of XMAN (possible negative impact on capacity) Yes 2 out of 13 expected implementations done Maximum configuration: 20 sectors (Possible if required according to traffic levels) Yes 17 sectors were opened Summer 2015 performance assessment The capacity baseline was measured with ACCESS/Reverse CASA at 322. During the same period, the peak 3 hour demand was 316 and the peak 1 hour was 337. Upper Area Control Centre (MUAC) 11 Released Issue

24 2.2.3 Planning Period EDYYUTA Annual Summer En-route ATFM delay breakdown - Reference Values Capacity Profiles ACC 2015 Profiles (hourly movements and % increase over previous year) baseline H 342 6% 353 3% 365 3% 375 3% Ref % 344 2% 353 3% 360 2% EDYY 322 L 331 3% 332 0% 335 1% 338 1% Open 336 4% 344 2% 353 3% 360 2% C/R 327 2% 334 2% 342 2% 349 2% Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Capacity Plan FABEC FRA Step 1: WE DCTs FABEC FRA Step 2: H24 DCTs with military activity Initial FUA Implementation above FL365 FABEC FRA Step 3: Final goal FRA Volume Improved ATFCM including STAM ATC2ATM Program Brussels UIR 3 rd Layer Brussels UIR FABEC DFL Change ATFCM/ASM Step 2 : CDM procedures 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) Significant Events Max sectors Capacity increase p.a. 2% 3% 3% 3% 2% Reference profile 4% 2% 3% 2% N/A Additional information The potential benefit of an implementation of a Brussels Sector Group 3 rd layer is being evaluated. If found feasible the actual implementation will take place in Upper Area Control Centre (MUAC) 12 Released Issue

25 EDYYUAC - 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 MUAC could still be challenged by changes in the traffic patterns resulting in higher traffic growth at Sector Group level. Moreover the capacity gains linked to some FABEC airspace projects are not likely to be delivered in the planning period. Upper Area Control Centre (MUAC) 13 Released Issue

26 Chapter 3 - ESSIP Report recommendations Recommendations issued from the ESSIP Report for 2014 applicable to Maastricht for all items that require corrective actions and improvements. Reference number Recommendation 2014 Ownership REC (equal to REC ) Corrective actions taken: YES 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 Description: The FABEC ANSP Strategic Agenda, contains, amongst others, all agreed planned and ongoing FABEC activities. Based on this Strategic Agenda the FABEC 5-Year-Work-Plan (5YWP) detailing all the activities, the time schedule and the required budget is developed. Both the Strategic Agenda and the 5YWP are revised twice a year. Besides, the OPS and TECH domains have jointly developed the FABEC roadmap containing the FABEC projects/activities and the ANSP local studies/projects that have a direct/indirect impact on the FABEC project implementation timeframe. This roadmap is also revised twice a year. In this way, it is made sure that an agreed ANSP work plan and roadmap is available, including the main system renewals. Within FABEC, dedicated Standing Committees address all operational, technical and SESAR matters and make sure that proper coordination is done among FABEC ANSPs to ensure proper interoperability between stakeholders. Even if common procurement is investigated, ANSPs should not be constrained on the how to implement functionalities and reach the performance objectives. Upper Area Control Centre (MUAC) 14 Released Issue

27 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 post-ops 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) FDPS 2.0 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. Migration of the FDPS to Intel hardware, 64 bit Linux operating system. In addition, converge towards re-usable software components as well as hardware consolidation through (KVM) virtualization The programme has been established in 2015 and in its first tranche focuses on short-term 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 post-ops analysis processes and tooling The new BK-TX towers have been erected. The Radio & Antennas installation will be done in Q The connection to N-VCS is planned for Q The project has been closed and implementation occurred on 23 November ESSIP:AOM19 OI-Steps: AOM- 0201, AOM-0202, AOM-0205, AOM- 0401, DCB-0203 Other: - ESSIP:- OI-Steps: - Other: - ESSIP:- OI-Steps: - Other: - 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 day-of-operations. 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. Cost-Efficiency: 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: - Cost-Efficiency: - Capacity: - Safety: Safety level maintained. Environment: Lower hardware footprint (number of FDP related servers reduced by 60%) and use of low power consumption processors wherever Upper Area Control Centre (MUAC) 15 Released Issue

28 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references RDFS (Radio Direction Finder System) The scope of the RDF project is the acquisition of a set of Radio Direction Finder sensors, to configure, install and 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 user-friendly way. VCS Replacement of the Voice Communications System ifmp The aim of the ifmp project is to address shortcomings of the currently used tools (CHMI, NOP) and information used by the Flow Management Position (FMP) and Tactical Capacity Management (TCM) process by integrating traffic and complexity prediction tools, sector configuration management, manpower planning tools, airspace management tools (ASM) and other (analysis) tools into one coherent system with a single, customized and user friendly HMI The project has started in January 2014 and is expected to be completed by the end of The new system will be ready for operational deployment by end The ifmp tool has been deployed for a trial use in Dec-14, Initial Operational Capability (IOC) has been declared in Feb-15. The further evolution of the ifmp tool and related infrastructure is planned to align with the ATC2ATM programme trying to establish and strengthen the ATM layer at MUAC. ESSIP:- OI-Steps: - Other: - ESSIP:COM11 OI-Steps: - Other: - ESSIP:FCM04, FCM06 OI-Steps: CM-0101, CM-0103-A, DCB- 0205, IS-0102 Other: - Expected Contribution to the Key Performance Areas possible. Cost-Efficiency: Lower maintenance costs via the use of common hardware building blocks (less hardware variants and less training) as well as via less physical elements to maintain (number of servers reduced by 60% thanks to hardware consolidation). License costs reduced. Capacity: - Safety: The project will contribute in reducing the number of operational incidents generated by call sign confusion, read-backs from wrong aircraft or crossed transmissions. Environment: - Cost-Efficiency: - Capacity: The new VCS will continue to provide reliable Ground-to-Ground and Air-to-Ground 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: - Cost-Efficiency: - Capacity: The ifmp project will deliver improvements in efficiency and capacity by better usage of available resources (human and airspace) in the tactical ATFCM phase (day of operations). It will as well support the implementation of advanced STAM (Short Term ATFCM Measures) and improve the interoperability with NM systems via B2B services. Safety: The ifmp will reduce the likelihood of controller overloads by providing a complexity prediction tools Environment: - / Cost-Efficiency: -- Upper Area Control Centre (MUAC) 16 Released Issue

29 Chapter 5 - Regional Co-ordination 5.1 FAB Co-ordination FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxemburg, 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. To achieve this, FABEC is developing a set of projects which are described in the next section. 5.2 FAB Projects On the following pages, tables detail for each ongoing main FABEC project: which ANSPs and military partners are participating a description, the scope and objectives the schedule and implementation planning the status end 2015 the link to the ESSIP, if any the expected performance contribution to the SES KPAs capacity, safety, environment and costefficiency Upper Area Control Centre (MUAC) 17 Released Issue

30 Project Name: Airspace Design South-East Project Code: AD SE Organisation(s) ANA LUX Belgocontrol DFS DSNA MUAC Skyguide Military partners of: B, CH, D, F and NL Description/Scope/Objectives The scope of the South East airspace project consists of 2 main airspace changes: 1. EUC22 Establish a new Cross Border Area (CBA) EUC22 for use by the French, German and United States Air Forces. This EUC 22 will increase the amount of airspace available for civilian use in the LUX area. This additional airspace will allow for optimisation of the civil route network (SWAP) and will assist the various Airspace Projects around the LUX area to achieve their performance targets. A stepwise approach was chosen for the implementation of the EUC SWAP In the current situation, the flows of traffic on UN852 and UN853 cross twice, once in Brussels UIR at the DIK waypoint, and again to the north of Geneva. The SWAP concept intends to remove this dual crossing to improve safety and increase the capacity of the network by: De-conflicting upper air routes UN852 and UN853 by swapping the direction of the traffic flows Creating duplicate parallel routes to allow for segregation of over flights from climbing and descending flights The boundaries of the EUC 25 (French-Swiss Cross Border Area) were redefined in March 2015 to ensure sufficient civil airspace for the new Geneva SIDs & STARs that will be implemented to join the SWAP network. Schedule/Implementation planning To facilitate the implementation, the project has been divided into three phases: Phase 1 EUC25 Phase 2 SWAP and new EUC22 step 1 Phase 3 FULL EUC22 As the project is now suspended the implementation planning is TBD. Status Phase 1 was successfully implemented in March Phase 2: Significant operational and technical concerns were raised during training sessions using large scale simulations; these concerns were considered as too important for an implementation in March As a result, in December 2015 the project has been suspended. Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - AOM20: Implement ATS Route Network (ARN) Version 7. (Objective set to Achieved and removed from ESSIP ed.2014) Expected Performance Contribution (specific to the participating organisation(s)) Capacity Project under re-evaluation. Safety Environment (including flight efficiency) Cost efficiency Project under re-evaluation. Project under re-evaluation. Project under re-evaluation. Upper Area Control Centre (MUAC) 18 Released Issue

31 Project Name: Airspace Design CBA Land/Central West Project Code: AD CBALCW Organisation(s) DFS LVNL MUAC Military partners of: D and NL Description/Scope/Objectives The objective of the CBA Land/Central West project is to design and implement an optimised ATS structure of the FABEC Central West area and of the North area which also includes a CBA Land. Based on known constraints in current airspace design, the objectives of the project are to: Release military airspace in the south of the Netherlands, to create increased civil capacity and more direct civil routes for the hub airports London, Paris, Frankfurt and Amsterdam. To compensate the military airspace users, to implement a larger consolidated Cross-border exercise area to accommodate legacy as well as fifth generation fighter training operations. Schedule/Implementation planning In the original work planning two implementation steps were foreseen: Step 1 This step implements the new and changed sectorisation and ATS route structures related to the Northern area and the core area of CBA Land military cross-border area over Northern Netherlands and Germany. The implementation also requires improved ASM arrangements and initial GAT route network improvements in the southern part and it will also implement the required cross-border ATM legislation, rules and procedures. Step 2 This step completes the full implementation of CBA Land/Central West project. It will implement the restructuring of the airspace structure in the southern part and allow full release of a MIL training area (TRA12) in the South- East of the Netherlands and the implementation of the 4 th IAF for Amsterdam Airport Schiphol, resulting in direct routings in the lower and upper airspace. At the same time the end state of the CBA will be implemented. As the project is now suspended the implementation planning is TBD. Status The airspace and route design has been developed and successfully validated. In October 2015 the project has been suspended. Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - AOM20: Implement ATS Route Network (ARN) Version 7. (Objective set to Achieved and removed from ESSIP ed.2014) Expected Performance Contribution (specific to the participating organisation(s)) Capacity To be re-evaluated if project is restarted. Safety To be re-evaluated if project is restarted. Environment (including flight efficiency) Cost efficiency To be re-evaluated if project is restarted. To be re-evaluated if project is restarted. Upper Area Control Centre (MUAC) 19 Released Issue

32 Project Name: AIM Task Force Project Code: AIM Organisation(s) ANA LUX Belgocontrol DFS DSNA LVNL MUAC Skyguide Military partners of BE and NL Description/Scope/Objectives The AIM Task Force has three areas of activities: Harmonisation of aeronautical information inside the FABEC area Creation of a consistent FABEC ATM Data Set Provisions for an efficient management of the FABEC ATM Data Set Schedule/Implementation planning The AIM Task Force received revised priorities. The work plan 2015/2016 was changed accordingly. Status The team started its new activities in June Two deliverables (AIM P-2 and AIM P-3) are completed and handed over to the FABEC AIM Steering Group. AIM TF plans to finalize the present deliverables by end Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - ITY-ADQ: Ensure quality of aeronautical data and aeronautical information. PCP: - AF5: Initial System Wide Information Management. Deployment Programme DP 2015: - FT 5.3.3: Interface to Network Management System (NMS) > Aeronautical Information Exchange Centralised Services: - CS5: European ATM Information Management Service (EAIMS) Expected Performance Contribution (specific to the participating organisation(s)) Capacity N/A Safety Harmonised aeronautical information, avoiding duplications or ambiguities, significantly contributes to ATM safety. Environment (including flight efficiency) Cost efficiency FABEC wide harmonised data sets available from a single source will allow for improved flight planning. Expected: A significant positive impact on the cost efficiency of e.g. Airspace Design Projects as cross-border data becomes readily and seamlessly available. Upper Area Control Centre (MUAC) 20 Released Issue

33 Project Name: FABEC ATFCM/ASM Project Project Code: FAAP Organisation(s) Belgocontrol DFS DSNA LVNL MUAC Skyguide Military partners of: BE, CH, DE, FR and NL Description/Scope/Objectives The aim of this project is to develop ASM solutions, addressing both civil and military airspace user s needs. All AMC responsibilities are remaining as they currently are but AMCs should use interoperable tools to enhance data exchange/sharing and coordination between stakeholders. A stepped approach will give sufficient time to take advantage of future achievements of on-going FUA related activities (e.g. FUA harmonization, Booking Principles and Priority Rules (D7.1)) and to acquire the necessary confidence in and the appropriate knowledge of working methods between stakeholders. Furthermore, DFS and DSNA joined in a bilateral initiative to support FAAP developments. Schedule/Implementation planning Step 1: Provide a FABEC airspace status overview (FASO) and enhance the cooperation between AMCs. FAAP started to further develop the FASO tool. This is done by taking into account requirements from airspace design projects and related initiatives. The task includes further the development of general requirements and the technical implementation of FASO. Status In November 2014, Step 1 has been implemented successfully. Subsequent steps are currently under discussion at the level of the Standing Committee Operations. Until agreement on the future of the FABEC ATFCM/ASM Project (FAAP) has been reached, the Standing Committee Operations decided to limit the scope of FAAP to further develop the FABEC Airspace Status Overview (FASO) by taking into account requirements from airspace design projects. In the framework of the bilateral initiative DFS DSNA a trial is executed from 12/11/2015 until 04/02/2016 to validate AMC coordination to optimize the availability of cross-border CDR routeing (City Pair Paris Munich). Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - AOM19 : Implement Advanced Airspace Management PCP: - AF3.1.1 & 3.2: Airspace Management and Advanced Flexible Use of Airspace Deployment Programme DP 2015: - Family 3.1.1: (Initial) ASM Tool to support AFUA Centralised Services: - CS4: Advanced Flexible Use of Airspace Expected Performance Contribution (specific to the participating organisation(s)) Step 1 Further Steps The main objectives of Step 1 focussed on the preparation of further Steps: analysis and description of local working methods, defining additional working methods, and set-up of an information sharing process. As such Step 1 did not deliver any performance benefits as far as it concerns the 5 KPAs contained in the FABEC Performance Plan. TBD Upper Area Control Centre (MUAC) 21 Released Issue

34 Project Name: Free Route Airspace Project Code: FRA Organisation(s) Belgocontrol DFS DSNA LVNL MUAC Skyguide Military partners of: BE, DE, FR and NL Description/Scope/Objectives The 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. Schedule/Implementation planning The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with A-FUA 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 Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace FL310+ by Since the feasibility to achieve the implementation of Free Route at FL 310 in the whole FABEC airspace (and at all time), especially in high density airspace, is not yet proven, a stepwise approach will be chosen. The stepwise implementation may start at higher Flight Levels and/or in parts of FABEC airspace with lower traffic density and may be time and/or area restricted. The different situation at FABEC ANSP's such as system functionalities, system implementation plans as also the MME shall be taken into account. All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Free Route activities which are not directly conducted within FABEC working groups are managed at ACC or national level using local management processes and are monitored at FABEC level. The Project focuses on the launch of FRA implementation whilst continuing the Direct Routing implementation, moving from three steps to three parallel work streams. Each work stream develops a specific concept: Stream 1: National and cross border DCTs Stream 2: Long Range Direct Routing Mil OFF/Mil ON Stream 3: Initial Free Routing Status For all ANSP s, stream 1 and 2 implementations have begun and are on-going. For DFS and MUAC, initial implementations of Free Routing are planned by Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - AOM21.1: Implementation of Direct Routing - AOM 21.2: Implementation of Free Route Airspace PCP: - AF3.1.2, 3.2 & 3.3: Free Route Deployment Programme DP 2015: - 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 Expected Performance Contribution (specific to the participating organisation(s)) 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. Safety No impact. Environment (including flight efficiency) Cost efficiency 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 CO2-emissions. Investments at ANSP-level will deliver benefits in financial terms to users, but not to ANSPs. Upper Area Control Centre (MUAC) 22 Released Issue

35 Project Name: Extended Arrival Management Project Code: XMAN Organisation(s) Belgocontrol DFS DSNA LVNL MUAC Skyguide NATS Description/Scope/Objectives 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 cross-centre and cross-border processes and procedures. The implementation of XMAN will improve and optimise arrival management operations for the major 5 airports/tmas as well as for other selected intermediate airports as defined by the Commission Implementing Regulation (EU) No 716/2014. 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. Schedule/Implementation planning The XMAN project envisages 3 development and implementation steps: Basic - from 2012 to 2017 The Basic Step uses the currently available systems and technologies in order to establish cross-centre arrival management in the airspace controlled by DFS, LVNL, MUAC, DSNA and NATS. Advanced - 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 en-route part of cross-centre 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 Airport- CDM and/or Network Management. This step has potentially an impact on all FABEC ACCs. Optimised - from 2017 to 2023 The Optimised Step will take into account further validated SESAR results and will optimize the cooperation between arrival management and Airport-CDM, 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. Status The FABEC XMAN Basic Step definition has been finalized in September The concept development of the Advanced Step has been finalized in November Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - ATC07.1: Implement arrival management tools. - ATC15: Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations. PCP: - AF1: Extended AMAN and PBN in high density TMA Deployment Programme DP 2015: - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function Expected Performance Contribution (specific to the participating organisation(s)) Capacity Safety Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload: no significant effect. Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect. Upper Area Control Centre (MUAC) 23 Released Issue

36 Environment (including flight efficiency) Cost efficiency Reduction of: Track miles and holdings: small positive effect; Fuel burn: large positive effect; CO2/NOX emissions: large positive effect. From ANSP point of view: large negative effect (investment cost without financial return for ANSP). Upper Area Control Centre (MUAC) 24 Released Issue

37 Project Name: Flow Optimisation Concept Scenario Project Code: FOCS Organisation(s) Belgocontrol DFS DSNA MUAC NATS Description/Scope/Objectives The overall objective of the FOCS Project is to develop, to validate (when applicable) and to implement the different tabled implementation packages defined during the FOCS Study, while taking the most recent changes of the FABEC airspace into account. For RP3, an updated problem statement will be developed in Q which will be the basis for further work for this reference period. FOCS area Schedule/Implementation planning The Local Implementation Packages will be fully executed and managed locally (ASM and VFE improvements, CBA100, French corner). For these elements the FOCS Project only ensures FABEC monitoring. As such, their planning is done at local level and not in scope. For the Implementation Packages (IPs) West (W) and East-South (ES), work is planned in two parallel streams (W and ES). Each stream has its own set of PLC milestones. The phase up to MS2 will focus on achieving an agreement on the overall design (for West) or on a shortlist of acceptable overall designs (for ES). The phase up to MS3 will use real-time simulations to select and validate the final design for ES. The W and ES designs will be further elaborated to a level of detail allowing actual implementation. The safety and performance work up to MS2 will be limited to monitoring of progress. Furthermore, the technical domain is not involved at this stage. The bulk of the work up to MS2 will therefore be done by the PMT, which has a mixed attendance of civil and military operational experts. The PMT will handle both streams of work (W, ES). Expected availability of PMT members drives the rate of progress in the current planning. Status The FOCS project is in the launch phase and its scope may be revisited in Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: n/a Expected Performance Contribution (specific to the participating organisation(s)) Capacity Safety Environment (including flight efficiency) Cost efficiency Still to be determined. Shall not deteriorate. Still to be determined. Still to be determined. Upper Area Control Centre (MUAC) 25 Released Issue

38 Project Name: Organisation(s) ANA LUX Implementation of Common Cost Management level II Belgocontrol DFS DSNA LVNL MUAC Skyguide Project Code: CCM level II Description/Scope/Objectives The common planning of financial aspects (investments, cost savings, etc.) between ANSPs is considered the next step towards an aligned financial framework. The project will analyse which cost items can commonly be planned, which synergies can be derived and which consequences can be derived from the obtained information. Schedule/Implementation planning Status Ongoing; started in Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: n/a Expected Performance Contribution (specific to the participating organisation(s)) Capacity Safety Environment (including flight efficiency) Cost efficiency N/A N/A N/A The project should be the baseline for future financial cooperation and hence an enabler for future benefits in Cost Efficiency without actually delivering own elements of cost saving. Upper Area Control Centre (MUAC) 26 Released Issue

39 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 co-ordination 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 large-scale free routing airspace over Belgium, most of Germany, Luxembourg and the Netherlands. Next to these routes, 18 cross-border direct routes were implemented. Cross-border 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. Alignment with the Danish and Swedish free route projects is realized in the framework of the North Sea Regional Focus Group (NSFRG), an ad-hoc coordination group under RNDSG. 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 cross-border 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 cross-border 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. First DCTs have been implemented and more are expected in the course of 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 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 OAT-GAT 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 is planned for 2016 with the integration of OAT services at MUAC. On 27 June 2012 MUAC started to use the LARA (Local And sub-regional ASM) system operationally. LARA is a support tool that encompasses all phases of airspace management - from long-term event planning to airspace management at level 2 and 3 - including real-time coordination of airspace activation. This is the first large-scale 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 is testing 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 2012 and is due for operational implementation in Next to the Belgian connection, MUAC is also testing the same feature for the Dutch airspace. Trials are ongoing and an operational implementation is also planned in Upper Area Control Centre (MUAC) 27 Released Issue

40 5.3.2 Regional Projects MUAC OAT Provision On 30 September 2013, the MUAC air traffic control system has been extended to be used remotely at the Royal Netherlands Air Force (RNLAF) Air Operations Control Centre at Nieuw Milligen and seven air bases: this was the first instantiation of the Shared ATS System (SAS). In the continuation of this project and in line with the Airspace Strategy for the Netherlands, a feasibility study was initiated in January 2014 to look at the possibility to either co-locate the military personnel of the Royal Netherlands Air force at the Maastricht Upper Area Control Centre or to transfer the provision of military ATS in the Amsterdam FIR above FL 245 to Maastricht. Due to a general shortage of RNLAF staff, the study concluded in January 2015 that MUAC Staff will provide the military ATS above FL 245, while RNLAF staff will keep providing military ATS below FL 245. The Member States 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, in line with the principles set out in the National Airspace Vision of the Netherlands. The EUROCONTROL Agency has also been authorised to conclude an agreement with Germany concerning the provision by the Organisation of air traffic services for operational air traffic in the Hannover UIR. The implementation of these provisions of military ATS is managed through the MOAT project, MUAC OAT Provision, which will deliver its first results by end 2016/early SESAR Validation Maastricht UAC actively participates to the SESAR Programme and makes its Industrial Based Platform (IBP) available to conduct pre-operational validations in areas assessed as important performance enablers for the future. 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 all candidates to evolve further under the SESAR2020 programme ( ), for which projects are expected to start in Q4 2016, in preparation of the mandated PCP deployments. A non-exhaustive list of validation activities, focusing on the major enablers is presented below. Interoperability-Air (IOP-A) / 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. This information will be used to improve ATM ground System Performance and flow/queue management, support enhanced early conflict detection and resolution and use of CTA/CTO (time based operations) as final objectives including the management of traffic towards TMAs. This Project will support in validating the required enhancements of Data Link capabilities and required navigation performance of the aircraft. 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 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 to get close to what can be a basis for the operational introductions under the mandated PCP ATM Functionality #6 (initial Trajectory Information Sharing). i4d is part of the overall Trajectory Management Framework (TMF) concept and covers the air-ground interoperability of TMF. Upper Area Control Centre (MUAC) 28 Released Issue

41 Interoperability-Ground (IOP-G) 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 but will continue for the rest of the SESAR 1 period up till the end of In a number of annual steps the project tried to will evolve from validating the non-regression compared to current operational practices towards adding new functionality will be added on top of the nonregression baseline. The MUAC prototype is based on adaptations of the MUAC N-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 during SESAR1 towards a maturity which is planned to be the baseline for further evolutions under SESAR2020 to get close to what can be a basis for the operational introductions under the mandated PCP ATM Functionality #5 (iswim), of which the Flight Object covers the SWIM Blue Profile. Most of the IOP-G activities focus on the ATC-ATC aspects, but MUAC is the first ANSP partner for NM to ensure that also NM will become user of the Flight Object. IOP-G is part of the overall Trajectory Management Framework (TMF) concept and covers the groundground interoperability of TMF. Flow and Complexity Management The MUAC ifmp tool is integrated into the MUAC IBP and used in a SESAR development phase in En- Route validation scenario (MUAC AoR) 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 by Centre supervisors 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 what-if 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) and ATM Functionality #5 (Network Collaborative Management). Upper Area Control Centre (MUAC) 29 Released Issue

42 Chapter 6 - ESSIP Objective Implementation 6.1 Conventions Two colour codes are used for each ESSIP Objective box : o o a 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 Multi-N Planned Missing Data APT Late Upper Area Control Centre (MUAC) 30 Released Issue

43 6.2 ESSIP Objectives Implementation progress Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling AOM13.1 Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 AAMS10a(EN), AIMS19b(EN), AOM0301(OI) 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 has 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 has been authorised to conclude an agreement with Germany concerning the provision by the Organisation of air traffic services for operational air traffic in the Hannover UIR. 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, 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 with the goal to see results by the end of 2016/spring REG (By:12/2018) 4 States' NSAs See main comment. (By:12/2018) EUROCONTR OL MIL (By:12/2018) MIL See main comment. Maastricht UAC does not have a military authority of its own. Progress in this objective by the military authorities of each of the 4 States is presented in their respective LSSIP documents. Implement Advanced Airspace Management Timescales: AOM19 Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016 AAMS11(EN), AOM0201(OI), AOM0202(OI), AOM0205(OI), AOM0401(OI), DCB0203(OI) 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). In April 2012, LARA was implemented operationally by the Belgian Air Force and in June 2012 in MUAC. The operational implementation of the LARA to FDPS connection (Belgian cluster) is not planned yet. Operational implementation of LARA by RNLAF is planned for The connection of the Dutch cluster to the MUAC FDPS will be implemented thereafter. (By:12/2016) EUROCONTR OL See main comment. ATC2ATM / FABEC ATFCM/ASM Project 31/12/ /12/2014 AOM21.1 Implementation of Direct Routing Timescales: Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 [PCP] [Essential] AOM0401(OI), AOM0402(OI), AOM0500(OI) [E] All system changes have been implemented; the MUAC system is fully capable of supporting direct routing. 31/12/2015 (By:12/2017) EUROCONTR OL 31/12/2015 Upper Area Control Centre (MUAC) 31 Released Issue

44 AOM21.2 Implement Free Route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 [PCP] [Essential] AOM0401(OI), AOM0402(OI), AOM0501(OI) [E], AOM0502(OI) [E], CM0102A(OI) [E] In 2011, FRAM was introduced operationally at MUAC via the implementation of direct routes between entry and exit points. Via a stepped approach, MUAC started in December 2012 with phase 4. Phase 5, cross border direct routes without a COP at the boundary, started in May Phase 6, consisting of free route airspace where Airline Operators can freely plan above a certain flight level, is planned for (By:12/2021) EUROCONTR OL Free Route Airspace Planned 31/12/2021 Planned 31/12/2021 AOP03 Improve runway safety by preventing runway incursions Timescales: Initial operational capability: 01/04/2003 Full operational capability: 31/12/2013 AO0101(OI) Maastricht UAC does not have any airports within its area of responsibility. REG (By:12/2013) 4 States' NSAs (By:12/2013) EUROCONTR OL N/A for Maastricht UAC. Progress in this objective by the REG authorities of each of the 4 States is presented in their respective LSSIP documents. N/A Implement ground based safety nets Area Proximity Warning level 2 ATC02.5 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 CM0801(OI) 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 display of active TSA Contours will be further automated by linking the FDPS to the Air Space Management Tool (LARA). (By:12/2016) EUROCONTR OL As in the overall comment. 31/12/ /03/2015 Upper Area Control Centre (MUAC) 32 Released Issue

45 ATC02.6 Implement ground based safety nets Minimum Safe Altitude Warning level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 CM0801(OI) This objective is N/A for Maastricht UAC as MUAC provides ATC only above FL245. (By:12/2016) EUROCONTR OL N/A ATC02.7 Implement ground based safety nets Approach Path Monitor level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 CM0801(OI) This objective is considered N/A for Maastricht UAC as MUAC provides ATC service only above FL245. (By:12/2016) EUROCONTR OL N/A Implement automated support for conflict detection, resolution support information and conformance monitoring ATC12.1 Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 CM0202(OI), CM0203(OI), CM0205(OI), CM0207A(OI) 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 minutes lookahead time. NCW with MTCD is operationally used since early (By:12/2021) EUROCONTR OL Implement, in EnRoute operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations ATC15 Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017 TS0305(OI) 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. (By:12/2017) EUROCONTR OL 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 Management 31/12/ /12/ /12/ /12/2011 Upper Area Control Centre (MUAC) 33 Released Issue

46 Implement ACAS II compliant with TCAS II change 7.1 ATC16 Timescales: Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 PROAC21(EN) 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. REG (By:12/2015) The CAAs of the 4 States have evidence on the status of compliance with REG NL 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. (By:03/2012) EUROCONTR OL 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. Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 CM0201(OI) 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 for For the other messages, no operational use with other partners is currently planned. Safety significant changes to 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. (By:12/2018) EUROCONTR OL See main comment. Migrate from AFTN to AMHS Timescales: COM10 Initial operational capability: 01/12/2011 Full operational capability: 31/12/2014 CTEC06c(EN) Maastricht UAC has replaced the DCFEP with a new ECGbased switch, which was a prerequisite for the introduction of AMHS. Implementation with LVNL was successfully concluded in March 2014, with DFS in May and with Belgocontrol in July (By:12/2014) EUROCONTR OL See main comment. 31/12/ /06/ /12/2012 Planned 31/12/2017 Planned 31/12/ /12/ /03/2014 Upper Area Control Centre (MUAC) 34 Released Issue

47 Implementation of Voice over Internet Protocol (VoIP) in ATM Timescales: COM11 Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 CTEC05a(EN) 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 (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. This change is notified 2012 and subject to formal acceptance and review based on the 4States manual. (By:12/2020) EUROCONTR OL See main comment. Implement enhanced tactical flow management services Timescales: FCM01 Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 IS0102(OI) 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 ) EFD data is available to the local Traffic Management System (TMS) as from ) FSA was operationally implemented in (By:07/2014) EUROCONTR OL See main comment. Implement collaborative flight planning Timescales: FCM03 Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 IS0102(OI) 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. The target date is provisionally set to end Until FOC, data is only sent to the NMD test system by MUAC. (By:12/2017) EUROCONTR OL See main comment. Implementation of Short Term ATFCM Measures phase 1 (Outside Applicability Area) FCM04 Timescales: not applicable DCB0205(OI) 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. (By:12/2015) EUROCONTR OL See main comment. VCS ifmp Planned 30/11/2016 Planned 30/11/ /12/ /12/2014 Planned 31/12/2016 Planned 31/12/ /09/ /09/2013 Upper Area Control Centre (MUAC) 35 Released Issue

48 FCM05 Implementation of interactive rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 [PCP] [Essential] AOM0202(OI), AOM0205(OI), DCB0102(OI), DCB0103A(OI) [E], IS0901A(OI) [E] 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 to Maastricht UAC. (By:12/2017) EUROCONTR OL FCM06 Same as in the above comment. Traffic Complexity Assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 [PCP] [Essential] CM0101(OI), CM0103A(OI) [E], IS0102(OI) ifmp (integrated Flow Management Position) was implemented in 2015 and is due for operational use in Prototyping of local traffic complexity tools has been done and operational validations are planned. (By:12/2021) EUROCONTR OL ifmp (integrated Flow Management Position) was implemented in 2015 and is due for operational use in Prototyping of local traffic complexity tools has been done and operational validations are planned. Implement integrated briefing Timescales: INF04 Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012 IS0201(OI) 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. (By:12/2012) EUROCONTR OL N/A Partly 31/12/2020 Partly 31/12/2020 INF07 Electronic Terrain and Obstacle Data (TOD) Timescales: Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 AIMS16(EN) This objective is not applicable, as MUAC provides ATC only above FL245. (By:05/2018) EUROCONTR OL Upper Area Control Centre (MUAC) 36 Released Issue

49 ITYACID Aircraft identification Timescales: 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 GSURV0101(EN) MUAC is compliant with the ACID regulation since /12/2014 (By:01/2020) EUROCONTR OL See State comment. 31/12/2014 Ensure quality of aeronautical data and aeronautical information Timescales: 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 ITYADQ 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 IS0202(OI), IS0204(OI) 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) Because Maastricht UAC is only a user and not a publisher/originator of 4 States' NSAs aeronautical data and aeronautical information this regulation is not applicable to Maastricht UAC. (By:06/2017) EUROCONTR OL 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 Upper Area Control Centre (MUAC) 37 Released Issue

50 Initial ATC airground data link services above FL285 ITYAGDL Timescales: ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 AUO0301(OI), CTEC02b(EN) Maastricht UAC already complies with the requirements of this objective since several years. There is no particular issue to note or to report. REG (By:02/2018) Safety significant changes to the ATM system are subject to safety oversight by ILT (CAANL) and the other 3 NSAs, in accordance with 4 States' NSAs 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. (By:02/2018) EUROCONTR OL MIL (By:01/2019) MIL 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. 31/12/ /02/ /12/2008 ITYAGVCS2 CTEC01a(EN) Implement 8,33 khz airground voice channel spacing below FL195 (Outside Applicability Area) Timescales: not applicable Upper Area Control Centre (MUAC) 38 Released Issue

51 Implementation of groundground automated coordination processes Timescales: 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 ITYCOTR 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 FL285 in the airspace defined in Regulation (EU) 2015/310: 05/02/2018 CM0201(OI) The requirements of this objective are fulfilled by Maastricht UAC since the introduction into service of N FDPS. 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 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. (By:02/2018) EUROCONTR OL 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. 30/04/ /04/2013 Upper Area Control Centre (MUAC) 39 Released Issue

52 Apply a common flight message transfer protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 ITYFMTP 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 CTEC06(EN) 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 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. 31/01/2011 The transition to IPv6 is gradually progressing. (By:12/2014) EUROCONTR OL MIL (By:12/2014) MIL Same as in the overall comment. 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. Surveillance performance and interoperability Timescales: Entry intro force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITYSPI 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 GSURV0101(EN) The changes to the local MUAC systems are conducted in accordance with agreed MUAC safety processes. 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) For this implementation, procedures according the 4States Manual have 4 States' NSAs been followed. In line with these procedures, there was no need for a formal acceptance. (By:02/2015) EUROCONTR OL MIL (By:06/2020) MIL See State comment. 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. 30/04/ /12/ /12/ /12/2013 Upper Area Control Centre (MUAC) 40 Released Issue

53 Implementation of PRNAV Timescales: NAV03 Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023 AOM0601(OI), AOM0602(OI), CTEN08(EN) 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 (03) and implement PRNAV routes (05) in accordance with the 4 States' plans of introducing PRNAV. This is also the case as regards the adaptation of corresponding ATS automated systems (07) and the development of a local PRNAV safety case (11). (By:12/2023) EUROCONTR OL Same as overall comment. NAV10 Implement APV procedures Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016 AOM0602(OI), AOM0604(OI), CTEN06a(EN), CTEN06b(EN) There are no airports within the area of responsibility of Maastricht UAC. (By:12/2016) EUROCONTR OL Upper Area Control Centre (MUAC) 41 Released Issue

54 Implement measures to reduce the risk to aircraft operations caused by airspace infringements SAF10 Timescales: Initial operational capability: 01/06/2008 Full operational capability: 31/12/2011 CM0801(OI) The European Action Plan for Airspace Infringement Risk Reduction (June 2009) has been reviewed and is mainly concerned with infringements in the context of lower airspace, focused on General Aviation. As regards the Upper Airspace, considering the particular type of airspace concerned (Class C), the plan has no effective application. There is no General Aviation VFR flying at such levels and it is prohibited in this class of airspace. Infringements regarding military reserved airspace have limited application infringements by civil aircraft into military reserved airspace are extremely rare and, if any, coordination procedures prevail. The only relevant action concerning Maastricht UAC is the planned introduction of the Local and Sub Regional ASM Support System (LARA) Tool. LARA was implemented in June 2012 with the Belgian Airforce. Implementation with the RNLAF is due for /12/2012 However when in the event of an infringement either by GAT or OAT (Leaving a reserved airspace and causing an infringement with GAT), risk reduction measures and corrective action will be taken within the context of the mandatory reporting system. The Maastricht UAC is therefore compliant with SAF10 although through constant vigilance and review, improvements will where necessary be applied. REG (By:12/2011) IVW (CAANL) reported having assessed the European action plan and consulting with the relevant stakeholders. Airspace infringements are being monitored by ILT (CAANL) and most items of the European Action 4 States' NSAs Plan were found to be implemented, while regulatory action is being taken for the remaining items. Risk reduction measures will be monitored and assessed onwards. Enforcement based on national regulations is already ongoing. 4 States' REG (By:12/2011) EUROCONTR OL MIL (By:12/2011) MIL The EAPAIRR toolkit has been reviewed and a local action plan generated and implemented. 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. 31/12/ /12/ /12/2011 SAF11 PRO006a(EN) Improve runway safety by preventing runway excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 Upper Area Control Centre (MUAC) 42 Released Issue

55 6.3 Alignment of PCP with ESSIP Objectives and related progress Upper Area Control Centre (MUAC) 43 Released Issue

56

57 Annexes Annex A Specialists involved in the LSSIP Process LSSIP Co-ordination LSSIP Focal Points Organisation Name LSSIP Focal Point for Maastricht UAC Frank GREVEN ATM/CNS Strategy, ASD (MUAC) LSSIP Focal Point for ILT (CAA-NL), the SES-certifying authority LSSIP Focal Point for the 4 States NSA Committee Marcel HARTMAN Marcel HARTMAN Advisor, ILT (CAA-NL) Advisor, ILT (CAA-NL) EUROCONTROL LSSIP Support Function Directorate Name LSSIP Contact Person for Maastricht UAC DPS/PEPR Adriatik KOKONA ESSIP Objective Implementation ESSIP Objective EUROCONTROL Objective Owners AOM13.1 R. BUCUROIU, O. MROWICKI, C. LUCCIOLI, E. REUBER AOM19 G. ACAMPORA, O. MROWICKI EUROCONTROL PEPR Objective Coordinator A. DYBOWSKA N/A A. DYBOWSKA Dirk DE HERDT Robert PARYS National Stakeholder Specialist(s) AOM21.1 R. BUCUROIU A. DYBOWSKA Herbert KOPPE AOM21.2 R. BUCUROIU A. DYBOWSKA Herbert KOPPE AOP03 T. LICU P. VRANJKOVIC N/A AOP04.1 P. ADAMSON P. VRANJKOVIC N/A AOP04.2 P. ADAMSON P. VRANJKOVIC N/A AOP05 P. ADAMSON P. VRANJKOVIC N/A AOP10 M. BIRENHEIDE B. HILL N/A AOP11 M. BIRENHEIDE B. HILL N/A AOP12 M. BIRENHEIDE P. VRANJKOVIC N/A ATC02.5 B. BAKKER, S. DROZDOWSKI I. FEIJT Peter HENDRICKX ATC02.6 B. BAKKER, S. DROZDOWSKI I. FEIJT N/A ATC02.7 B. BAKKER, S. DROZDOWSKI I. FEIJT N/A ATC07.1 P. CONROY, P. TERZIOSKI L. DELL ORTO N/A ATC12.1 ATC15 P. TERZIOSKI P. CONROY, P. TERZIOSKI L. DELL ORTO Kris VERMEIREN Peter HENDRICKX L. DELL ORTO Vincent TAVERNIERS Peter HENDRICKX ATC16 S. DROZDOWSKI L. DELL ORTO Luc STAUDT ATC17 S. MORTON L. DELL ORTO Vincent TAVERNIERS Peter HENDRICKX COM10 Y. EYUBOGLU A. KOKONA Gustaaf JANSSENS Upper Area Control Centre (MUAC) 44 Released Issue

58 ESSIP Objective EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator National Stakeholder Specialist(s) COM11 L. POPESCU A. KOKONA Gustaaf JANSSENS ENV01 C. FABER B. HILL N/A ENV02 S. MAHONY, A. WATT B. HILL N/A FCM01 FCM03 FCM04 H. KOOLEN TBD P.HOP O. CIOARA Roel HUURDEMAN Peter HENDRICKX O. CIOARA Roel HUURDEMAN Peter HENDRICKX O. CIOARA Roel HUURDEMAN Peter HENDRICKX FCM05 I. MENDES O. CIOARA N/A FCM06 P. HOP O. ALFARO Roel HUURDEMAN Peter HENDRICKX INF04 P. MATERN A-P. FRANGOLHO N/A INF07 A. PETROVSKY A-P. FRANGOLHO N/A ITY-ACID A. DESMOND-KENNEDY O. CIOARA Torsten DÖRNBACH ITY-ADQ M. UNTERREINER A-P. FRANGOLHO N/A ITY-AGDL S. DISSING A. KOKONA Volker STUHLSATZ ITY-AGVCS2 J POUZET O. ALFARO N/A ITY-COTR S. MORTON L. DELL ORTO Vincent TAVERNIERS ITY-FMTP L. POPESCU O. ALFARO Gustaaf JANSSENS ITY-SPI M. BORELY, R. STEWART O. CIOARA Torsten DÖRNBACH NAV03 F. PAVLICEVIC A. KOKONA N/A NAV10 R. FARNWORTH A. KOKONA N/A SAF10 T. LICU I. FEIJT Keith CARTMALE SAF11 S. LAWRENCE I. FEIJT N/A Upper Area Control Centre (MUAC) 45 Released Issue

59 Annex B National Stakeholders Organisation Charts Upper Area Control Centre (MUAC) 46 Released Issue