Local Single Sky ImPlementation (LSSIP) SPAIN

Transcription

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

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5 Document Title LSSIP Year 2016 for Spain Infocentre Reference 17/01/30/137 Date of Edition 21/03/2017 LSSIP Focal Point Estíbaliz Salazar - esalazar@enaire.es LSSIP Contact Person Lut Nackaerts - lut.nackaerts@eurocontrol.int Status Released Issue Intended for Agency Stakeholders Available in Reference Documents LSSIP Documents LSSIP Guidance Material Master Plan Level 3 Plan Edition 2016 Master Plan Level 3 Report Year 2015 European ATM Portal STATFOR Forecasts Acronyms and abbreviations National AIP FAB Performance Plan SW FAB Common Plan and rm_scheme/sowepp/default.aspx In the final approval process LSSIP Year 2016 Spain Released Issue

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

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9 CONTENTS Chapter 1 National ATM Environment Geographical Scope International Membership Geographical description of the FIR(s) Airspace Classification and Organisation National Stakeholders Civil Regulator(s) Airports Military Authorities Chapter 2 Traffic and Capacity Evolution of traffic in continental Spain ACC Madrid ACC Barcelona ACC Palma ACC Seville Evolution of traffic in the Canary Islands ACC Canarias Chapter 3 Master Plan Level 3 Implementation 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 Implementation Objectives Progress State View Overall Objective Implementation Objective Progress per SESAR Key Feature ICAO ASBU Implementation Detailed Objectives Implementation progress Annexes LSSIP Year 2016 Spain Released Issue

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11 Executive Summary National ATM Context The main National Stakeholders involved in ATM in Spain are: Within the Ministry of Public Works and reporting to the General Secretary for Transport are the DGAC and AESA. - The Civil Directorate for Civil Aviation, DGAC, main role is to define and propose to the Minister and the Government the policy objectives on civil aviation. - The Spanish Aviation Safety and Security Agency (AESA Agencia Estatal de Seguridad Aérea): AESA started its activity on the 20th October Currently AESA is in charge of civil NSA role for civil aviation with the exception of the military facilities and services provided by them to GAT and the MET services. -The Spanish Aeronautical Military Authority is the Chief of the Air Staff (JEMA Jefe de Estado Mayor del Aire). The Deputy Chief of the Air Staff (SEJEMA Segundo Jefe del Estado Mayor del Aire) is the NSA for the air navigation services provided by the military to GAT in the framework of SES Regulation. - The Public Corporate Entity Aeropuertos Españoles y Navegación Aérea (AENA), created by Article 82 of the 1990 General State Budget Act, Law 4/1990, of 29 June, changed its name to on 5 July is the company designated by the State to provide air transit services in the enroute and approach phases. Its 5 control centres and wide network of control towers manage close to 1.9 million flights a year, which makes it one of the 4 largest flight navigation managers in Europe. Furthermore, holds 51% of the capital of AENA S.A. - AENA S.A. is in charge of managing airports functions and duties in the 46 airports and 2 heliports in Spain, and participates directly and indirectly in the management of a further 16 airports in Europe and America, including London's Luton airport, with a 51% stake. AENA is the world's number one airport operator in terms of passenger traffic. Over 590 million passengers passed through Spanish airports in the last 3 years - The Secretary of State for Environment within the Ministry of Agriculture, Fisheries and Food, and Environmental Affairs is the National Supervisory Authority (NSA) for MET service. -The State Meteorological Agency (AEMET), reporting to the Ministry of Agriculture, Fisheries and Food, and Environmental Affairs, is certificated as meteorological service provider for air navigation since 2006 and designated by 21/2003 law. AEMET is the state meteorological authority. In accordance with the Law 9/2010, a new certified ATS provider for AFIS and/or ATC provision in some Spanish aerodromes has been designated. Also within the above-mentioned framework, Spain has designated new ATC Tower Providers for certain airports (18 liberalized ATC services: all of them operating). The following table details the certified services providers: ORGANIZATION ATS Certified Provider AIS Certified Provider Communications Certified Provider Navigation Certified Provider Surveillance Provider Certified X X X X X INECO X SAERCO X X X X FerroNATS Air Traffic Services X X X X LSSIP Year 2016 Spain 1 Released Issue

12 Traffic and Capacity Traffic in the Spanish ACCs increased by 7.7% during summer 2016 (May to October inclusive), when compared to the same period during In the same period traffic in the Canarias ACC increased by 11.1%. The en-route delays have increased in all ACCs except in Barcelona ACC (where has slightly decreased from 0.70 to 0.69 min per flight in Summer 2016). The ATC Capacity was the main reason of these delays in all ACCs. The EUROCONTROL Seven-Year forecast predicts an average baseline growth of 2.2% in Continental and 2.1% % in Canary Islands. The Barcelona ACC s capacity gap will be closed from 2018, whilst the performance in the rest of Spanish ACCs is also expected to meet RP2 requirements. Implementation Objectives Overview Progress distribution for applicable Implementation Objectives 0; 0% 0; 0% 0; 0% 4; 7% 14; 23% Completed Ongoing Planned 17; 27% Late No Plan 15; 24% Not Applicable 12; 19% Missing Data Undefined By the end 2016 the implementation of 17 out of 62 1 objectives was planned beyond the implementation date set in ATM MP Level 3 edition 2016: AOP04.2 in planned to be deployed by end 2019 in Madrid, Barcelona and Palma. A-SMGCS Level 2 implementation is linked to a new SACTA version. The function has been developed, but some system enhancements which have to be validated by controllers based on the shadow mode performed in situ, are necessary. AOP05 is planned to be implemented in Palma by end The certification by NM is planned by May ATC02.8 will be deployed by end In particular APW Level 1 function is already in service in Air Navigation Regional Directorates East (Barcelona and Palma ACCs). For Madrid ACC, development is completed but implementation needs an additional coordination with the Military Unit (this process is ongoing and it is pending on their approval). 1 Note that AOP and ENV implementation objectives are counted three times because they are applicable to Madrid, Barcelona and Palma. LSSIP Year 2016 Spain 2 Released Issue

13 For the rest of Air Navigation Regional Directorates, the implementation will be carried out throughout 2017, according to the update of ATC systems. MSAW has been reviewed due to the existence of a new specification. MSAW function will be technically available by As a consequence, the development and test of the new specification will be performed in 2017 and the operational validation and training is expected to be carried out in APM is planned to be implemented by end ATC17 will be fully implemented by 2021 within the context of SACTA 4.1 itec. ENV01: CDA has been implemented during the night period in Madrid, Barcelona and Palma. There are additional planned activities according to the implementation of CEM working arrangement. The monitoring and performance measurement process, including a feedback process to the ANSP and users and the link with the local community, including information sessions are expected by end ENV02 in Madrid, Barcelona and Palma has been reopened and will be enhanced as a result of the analysis of the new CEM specification published in Sep/14 and is expected to be finished by end FCM04.1 is planned to be deployed in Barcelona ACC during 2017 with the advice from NM. The rest of Spanish ACCS will benefit from STAM phase 1 by mid ITY-ADQ is planned to be deployed by end ADQ Regulation is currently under discussion due to its strong restrictions. In fact, EASA established a work group which elaborated the NPA 2016/02 Technical requirements and operational procedures for aeronautical information services and aeronautical information management, whose comments received are currently under review with the objective to repeal ADQ Regulation. The idea is to keep the same spirit in the new Regulation but making its implementation more flexible and rational. Nevertheless, is making an important effort and has established, in coordination with AESA, the ADQ implementation plan, compatible with the new Regulation proposed by EASA, which allows the effective implementation of 73/2010 ADQ Regulation in phases (11/16 for critical data - 07/17 for essential data - 12/18 for the remaining data). ITY-SPI: National planning would allow the fulfillment of this objective by June 2020, although some intermediate activities are delayed. Specifically the safety assessment to the existing surveillance chain developed by is still being reviewed by the civil NSA (AESA) since Dec Once the review of assessment is finished, it will be used by SAERCO and FERRONATS as a baseline to build their own safety argument. NAV10 is planned to be implemented by Oct The strategy of implementation of APV in Spain consists of a joint deployment of APV SBAS and APV BARO-VNAV procedures, in order to respect cost-efficiency principles for all operators. First safety assessment to implement an APV approach procedure with 3 minima lines (LNAV, LNAV/VNAV and LPV) in Santander Airport was approved in 2013 and for Almeria airport in RNP APCH (APV type) in Santander is already in service (Oct/2013) for both runway ends. For Almeria airport both RNAV-1 SID and STAR and RNP APCH have been put in operational use in Currently, the PBN implementation plan is being redefined to adapt it to solve existing operational difficulties even if those difficulties will make more complex the implementation of RNP APCH procedures. The work done so far in some scenarios initially proposed first for implementation will be used in the future. ATC02.2 (additional objective) according to SACTA planning, STCA in TMA could be fully implemented by mid By 30/07/16 STCA was operational in all Spanish TMAs except in the Balearic Region, where it is planned to be deployed by 30/06/2017. Furthermore a relevant number of currently ongoing implementation objectives are planned to be fully accomplished in 2017 (ATC15.1, FCM03) and 2018 (AOM13.1, ITY-AGDL, ITY-AGVCS 2 and SAF11). ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs for Block 0. The percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is explained in Chapter Block % LSSIP Year 2016 Spain 3 Released Issue

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15 Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2016, together with plans for the next years. Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided; Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level; Chapter 3 provides a set of recommendations extracted from the MP L3 Implementation Report 2015 which are relevant to the state/stakeholders concerned. The State reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations; Chapter 4 provides the main ATM national projects which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the State per each project included in this chapter; Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned; Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the highlevel information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Chapter 6.2 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring. LSSIP Year 2016 Spain 4 Released Issue

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17 Chapter 1 National ATM Environment 1.1. Geographical Scope International Membership Spain is a Member of the following international organisations in the field of ATM: Organisation Since ECAC 1955 (Founding Member) EUROCONTROL 1997 European Union 1986 EASA 2003 ICAO 1951 NATO 1982 ITU Geographical description of the FIR(s) Spanish airspace is split in two regions (Peninsula and Canarias) separated mainly by the airspace controlled by the ACCs of Lisboa and Casablanca (see figure below). Surrounding the airspace of Spain, there are 10 FIRs controlled by 7 States (namely France (Brest, Bordeaux and Marseille), United Kingdom (Shanwick), Portugal (Lisboa and Santa Maria), Morocco (Casablanca), Algeria (Alger), Cape Verde (La Sal) and Senegal (Dakar)) belonging to three ICAO regions, which makes this area a transition either to Africa or South America. This fact constitutes an important fact for the development of air transport as some capacity limitations still exist. Spain is consolidating its presence in the South Atlantic corridor through the participation in cooperation programmes for the enhancement of CNS/ATM, thus increasing the capacity in this important area. Examples of this strategy are the extension of voice and radar communications networks using satellites (CAFSAT project) and the implementation of Navigation satellite systems (EDISA / SACSA). The geographical scope of this document addresses the three Spain FIR(s): FIR/UIR Madrid, FIR/UIR Barcelona and FIR/UIR Canary Islands. In turn, the Madrid FIR/UIR includes the airspace delegated to Seville, south of parallel 39º North. Within each FIR, the airspace in which the airways converge close to one or more airports is called Terminal Areas (TMA). In the Spanish airspace there are 12 TMAs. The Division Flight Level (DFL) separating upper from lower ATS airspace is FL245. LSSIP Year 2016 Spain 5 Released Issue

18 Airspace Classification and Organisation Spanish neighbouring airspace and airspace assigned to Spain 1.2. National Stakeholders The main National Stakeholders involved in ATM in Spain are the following: AESA (Agencia Estatal de Seguridad Aérea - Spanish Aviation Safety and Security Agency), National Civil Aviation Supervisory Authority except for meteorological service provision, as detailed below DGAC (Dirección General de Aviación Civil) Civil Aviation Regulation and Policy Meteorological Authority and Supervisory Authority - Secretary of State for Environment (Secretaría de Estado de Medioambiente, SEMA) Spanish Air Force (ESPAF) AENA S.A. (Spanish Airports) (Air Navigation Service Provider) AEMET (Agencia Estatal de Meteorología) - Meteorological Service Provider LSSIP Year 2016 Spain 6 Released Issue

19 Their activities are detailed in the following subchapters and their relationships are shown in the diagram below according to Royal Decree 452/2012, of 5 th March 2012 amending and developing the basic structure of the Ministry of Public Works and Royal Decree 401/2012 of 17 th February 2012 that sets the structure of the Ministry of Agriculture, Fisheries and Food, and Environmental Affairs. LSSIP National stakeholders relationship block diagram CIDEFO is a Joint Civil and Military Commission between the Ministries of Defence and Public Works. In accordance with Law 21/2003, CIDEFO has a civil-military coordination role in relation to the organization and use of airspace and related regulations. Article 53 of Law 18/2014 amends Article 6 of Law 21/2003 on CIDEFO in order to assign that high level body the functions on strategic management of airspace, including executive functions, required by Article 4 of Regulation (EC) Nº 2150/2005 of the Commission of 23 December 2005 establishing common rules for the flexible use of airspace is established. The DGAC, according to article 7 f) of Royal Decree 452/2012, assumes the coordination of actions corresponding to the Ministries of Defence and Public Works in the field of their respective domains, assuming the Co-Presidency and the Co-Secretary of CIDEFO in accordance with the rules of procedures of CIDEFO (rotating with the military). AESA assumes the role of the civil NSA for civil aviation for all civil ANSPs except the MET SP. ESPAF is military CAA, Services provider, but not certified and, functionally independent NSA for military Services Provider to civil aviation. is the main air navigation service provider and AENA S.A. is the airport operator of the 46 airports and 2 heliports owned by the State. In accordance with the Law 9/2010, new certified ATS providers for AFIS and Aerodrome Control Services have been designated at a number of Spanish airports (18 so far) (INECO, SAERCO, FERRONATS). LSSIP Year 2016 Spain 7 Released Issue

20 Civil Regulator(s) General Information The different national entities having regulatory responsibilities in ATM are summarised in the table below: Activity in ATM: Rule-making Organisation responsible DGAC Ministry of Public Works Ministry of Defence Ministry of the Agriculture, Fisheries and Food, and Environmental Affairs Legal Basis According to Royal Decree 452/2012, the DGAC is responsible for the development of studies and formulation of strategic policy proposals regarding aviation and air navigation systems and airports, whereas AESA assumes the role of the CAA and NSA for all civil ANSPs except for the MET Service Provider. AESA, according article 9.1 k) of Royal Decree 184/2008, has the regulatory initiative in the fields of civil aviation that have attributed to its responsibility, for its elevation to competent bodies within the Ministry of Public Works. These proposals are later on elevated to the DGAC for final assessment and administrative process (Analysis of proposals at CIDEFO and public audience and hearing process among others steps of the regulatory process). The DGAC finally submits the regulation to the relevant Authority for its adoption. The regulatory proposals regarding ATM/ASM must be informed favourably by CIDEFO. Safety Oversight AESA (for civil aviation excluding the meteorological service provision and the military services and facilities) Ministry of Public Works Ministry of Defence (Military) (Refer to Royal Decree 184/2008). AESA in its role NSA is in charge of promoting and enhancing safety in the civil aviation sector in Spain in accordance with ICAO and national regulations within the scope set for in the Law 21/2003. Thus AESA, in its role of civil NSA for ATM, CNS and AIS, is bound by the activities directly assigned to the NSAs by the European SES regulations and, in particular, regulation (CE) nº 549/2004 (article 4) and regulation (UE) nº 1034/2011. To that end, AESA is responsible for the air safety oversight according to Law 21/2003 in the field of civil aviation. The functionally independent NSA for military Services Provider to civil aviation is in charge of preserving the safety of air transport in Military Air Bases open to civilian traffic and joint use (with regard to military-owned facilities in the latter case). On December 1 st 2014 civil NSA (AESA) and NSA for military Services Provider to civil aviation (Spanish Air Force) signed a Protocol related to air navigation services provision oversight. This Protocol establishes the principles and means of collaboration and coordination between both NSAs, in the SES legislation framework. LSSIP Year 2016 Spain 8 Released Issue

21 Enforcement actions in case of non-compliance with safety regulatory requirements AESA (Refer to Royal Decree 184/2008) AESA has enforcement powers in the field of civil aviation according to Law 21/2003. Airspace CIDEFO AESA/DGAC Ministry of Public Works Ministry of Defence Article 53 Uno of Law 18/2014, of 15th October, approving urgent measures to growth, competitiveness and efficiency, published in the Official State Journal (BOE) last October 17, 2014, amends Article 4 of Law 21/2003, of 7th July, on Air Safety, establishing that the Ministries of Defence and the Ministry of Transport and Public Works define and set the policy and strategy for the airspace management, and the adoption of specific measures in this area in accordance with the provisions of the European Union and taking into account the needs of national defence. Likewise Article 53 of Law 18/2014 amends Article 6 of Law 21/2003 on CIDEFO in order to assign that high level body the functions on strategic management of airspace, including executive functions, required by Article 4 of Regulation (EC) Nº 2150/2005 of the Commission of 23 December 2005 establishing common rules for the flexible use of airspace is established. Therefore CIDEFO is the competent body responsible of the civil-military coordination at ASM- FUA strategic level (OM march 1995). The proposals regarding ASM and airspace organization must be examined and informed favourably by CIDEFO. Economic Environment Security AESA Ministry of Public Works / Ministry of the Agriculture, Fisheries and Food, and Environmental Affairs / Ministry of Economy AESA Ministry of Public Works / Ministry of the Agriculture, Fisheries and Food, and Environmental Affairs AESA Ministry of Public Works / Ministry of the Agriculture, Fisheries and Food, and Environmental Affairs / Ministry of Defence/ Ministry of Presidency AESA has economic supervisory powers in the field of the civil ATM sector in Spain (Performance Scheme Regulation (UE) nº 390/2013 & nº 391/2013). (Refer to Royal Decree 184/2008) (Refer to Royal Decree 184/2008) AESA, as National Supervisory Authority (NSA), is responsible for any competence derived from European Regulations (EC) and Directives, in the field of security of civil aviation, in particular, Regulation (EC) Nº 1035/2011. LSSIP Year 2016 Spain 9 Released Issue

22 Accident investigation Civil Accident and Incident Investigation Commission (CIAIAC) This body performs its functions independently from the Civil Aviation Authority (AESA) and the regulator (DGAC) in compliance with Regulation (UE) Nº 996/2010 and Spanish Air Safety Act 21/2003. CIAIAC reports to the Ministry of Public Works and Transport Under secretariat and to the Parliament. CIAIAC publishes the results of the safety investigations and statistics (including annual reports) through the following web site: ANO/ORGANOS_COLEGIADOS/CIAIAC/ Study and Analysis of Air Traffic Incident Notifications Commission (CEANITA) CEANITA is a collegiate body, currently attached to DESATI (Directorate for Safety Risk Analysis and Quality Management of AESA) with advisory functions and cooperation with civil and military aviation authorities aimed at increasing the safety of air navigation and prevent air traffic incidents (Ministerial Order PRE/697/2012 Order of 2 April). CEANITA is an inter-ministerial body (Ministry of Transport and Ministry of Defence) whose functions are to analyse air traffic incidents notified through the Occurrence Reporting System (SNS) and to directly advise aviation authorities. CEANITA/SNS perform their functions without interfering with CIAIAC activities. CEANITA is not only responsible for the study of civil air traffic incidents but also for those air traffic incidents in which a military aircraft or ATS unit is involved, with prior authorization of the Spanish Air Force. CEANITA publishes the results of the safety investigations and statistics (including annual reports) through the following web site: r_seguridad/ceanita/default.aspx Military Aviation Accidents Technical Investigation Commission (CITAAM) The CITAAM (Military Aviation Accidents Technical Investigation Commission) reports directly to the Minister of Defence and is responsible of any accident involving military service provision or military users. CITAAM and CIAIAC have subscribed a collaborative agreement for civil and military accidents or serious incidents investigations. CITAAM or designated body by Minister of Defence or CAS, in collaboration with CIAIAC can investigate accidents/serious incidents of civil aircraft which involve Military ANSP in Air Bases open to civil traffic and joint civil-military aerodromes. DGAC Spain ATM regulation in Spain falls essentially within the competences of the Ministry of Public Works although the Ministry of Defence has an important participation on its definition and drafting. The Ministry of the Agriculture, Fisheries and Food, and Environmental Affairs is the regulator as far is concerned the aeronautical MET services. LSSIP Year 2016 Spain 10 Released Issue

23 The Ministry of Public Works carries out its supervisory and regulatory competences through AESA and DGAC, respectively. AESA is the civil NSA for ATM, CNS and AIS services. Within the Ministry of the Agriculture, Fisheries and Food, and Environmental Affairs, the Secretary of State for Environment is the NSA for aeronautical meteorological services. The regulations affecting the military interest or requiring civil-military coordination are made through the works in the CIDEFO Commission. The primary roles of the DGAC detailed in article 7 in Royal Decree 452/2012 are: To propose the air transport strategic policy and air navigation and airports planning (Master Plan). The institutional coordination with the different Administrations, including the Ministry of Defence, and with the regional governments in the State in the fields of the airport planning and air navigation. Coordination of competences with the local authorities regarding the planning of the uses of the territory in the aerodrome surroundings. Elaboration and proposal of regulations in the fields of civil aviation. Approval of Circulares Aeronáuticas. High level representation of the Ministry of Public Works, in national and international organizations in relation with civil aviation. AESA s main competences detailed in Royal Decree 184/2008 are: Supervision and inspection of the civil aviation sector. Support to the optimization of safety and security aspects in air transport. Protection of User Rights, particularly passengers. Improvement of quality on civil aviation services provision. Economical supervision. Environment. The regulatory initiative in the fields of civil aviation that have attributed to its responsibility, for its elevation to competent bodies within the Ministry of Public Works. AESA and DGAC are organizations with its own legal entity and organizationally different and separated from the ANSPs, airlines and airports operators. AESA is an organisation regulated by the National Law 28/2006 and its own Statues (Royal Decree 184/2008), being financially and organisationally independent from other agencies. Annual Report published (AESA): Y ult.aspx. This link provides all the information related to the annual financial reports of the organisation since The annual 2015 financial report is the latest one available, elaborated in compliance with article 128 of the National Law 47/2003 of 26th September. Additional information about AESA can be found in: The organisational chart can be seen in Annex B. LSSIP Year 2016 Spain 11 Released Issue

24 Services provided (Air Navigation Service Provider) is an organisation legally and organisationally separated from DGAC (although depending also of the Ministry of Public Works). The Public Corporate Entity is the company designated by the State to provide air navigation services in the en-route and approach phases. Its 5 control centres and the wide network of control towers manage close to 1.9 million flights a year, which makes the fourth-largest air navigation services provider in Europe by number of movements. controls airspace of 2,190,000 square kilometres, consisting of the Iberian Peninsula (except Portugal), and part of the North Atlantic, the Western Mediterranean and Western Sahara. performs the national and international operational coordination of the Spanish air traffic management network through efficient airspace management, taking into account respect for the environment and the needs of users. Furthermore, holds 51% of the capital of AENA S.A., managing a network comprising 46 airports and 2 heliports in Spain, including Adolfo Suárez Madrid-Barajas, Barcelona-El Prat, Palma de Mallorca and Malaga-Costa del Sol. This network serves over 187 million passengers a year. Likewise, AENA S.A. has a stake in the management of a further 16 airports in the United Kingdom, Colombia Mexico and Jamaica. Furthermore holds shares in INECO (45.85%), CRIDA (66.66%), EMGRISA (0.08%), GNSS, S.L (19.3%) and GROUP EAD (36%). It is also the owner of the Aena Foundation. The Public Corporate Entity Aeropuertos Españoles y Navegación Aérea (AENA), created by Article 82 of the 1990 General State Budget Act, Law 4/1990, of 29 June, changed its name to on 5 July Name of the ANSP: Governance: Corporatized since (Public Entity) Services provided Y/N Comment ATC en-route ATC approach ATC Airport(s) AIS CNS Y Y Y Y Y Ownership: 100% state-owned MET N AEMET (State Meteorological Agency) is the MET Service Provider ATCO training Y training/services certified: Unit training, continuation training, training of on-the-job training instructors and training of licence holders entitled to act as competence examiners and/or competence assessors. Others Y Additional information: Provision of services in other State(s): N Annual Report published: Y ml Additional information about can be found in: The organisation chart can be seen in Annex B. LSSIP Year 2016 Spain 12 Released Issue

25 ATC systems in use Main ANSP part of any technology alliance 2 Y itec FDPS Specify the manufacturer of the ATC system currently in use: Upgrade 3 of the ATC system is performed or planned? INDRA Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems: 3.z5.60: SACTA itec 4.0: 2020 SACTA itec 4.1: > 2020 Replacement of the ATC system by the new one is planned? ATC Unit See box above Madrid, Barcelona, Sevilla, Gran Canaria, and Palma de Mallorca ACCs. SDPS Specify the manufacturer of the ATC system currently in use: Upgrade of the ATC system is performed or planned? INDRA Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems: 3.z5.60: SACTA itec 4.0: 2020 SACTA itec 4.1: > 2020 Replacement of the ATC system by the new one is planned? ATC Unit See box above Madrid, Barcelona, Sevilla, Gran Canaria, and Palma de Mallorca ACCs. 2 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 3 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2016 Spain 13 Released Issue

26 ATC Units Basic information about the Spanish FIR/UIR and ATC Units is listed in the following table, taking into account that figures for sectors correspond to the maximum sectoring and may change due to different sector configurations during the year. The ATC units in the Spanish airspace, which are of concern to this LSSIP, are the following: ATC Unit Number of sectors 4 Associated FIR(s) Remarks En-route TMA MADRID 17 Madrid SEVILLA 6 2 Madrid BARCELONA 13 Barcelona OAT Control (ECAO Madrid (*)). Military APPs Zaragoza, Salamanca, León, Valladolid-Villanubla Torrejón East Sector (not open to civil Air Traffic) ATC delegated by Madrid to Sevilla ACC OAT Control (ECAO Sevilla (*)). Military APPs Talavera, Albacete OAT Control (ECAO Barcelona (*)).Military APP San Javier PALMA 4 4 Barcelona ACC controlling Palma TMA, within Barcelona FIR CANARIAS Canarias OAT Control (ECAO Las Palmas(*)) (*)Military Control Units and GAT/OAT Coordination Units Airports General information AENA S.A. (Spanish Airports) is in charge of operating 46 airports and 2 heliports in Spain. AENA S.A. has not only the responsibility of airports management but also of infrastructure planning and development. The new entity AENA S.A. has been set up within AENA Group, since 8th June 2011 in order to assume the functions and obligations related to the management and services of the Spanish airports network, as approved by the Spanish Government in the Royal Decree-Law (RDL 13/2010 of December 3 rd ). There is a Royal Decree (1167/1995 from 7th of July modified on the 31st May 1999 and 15th February 2001) about Regime of use of aerodromes exploited jointly by an air base and an airport and air bases open to civil traffic. There are 5 air bases opened to civil traffic and 8 aerodromes exploited jointly as an air base and a civil airport. There are others airports operators open to the public: Lleida-Alguaire, Castellon and La Seu d Urgell- Andorra. 4 The number of sectors open at maximum configurations planned in 2017 LSSIP Year 2016 Spain 14 Released Issue

27 The following figure shows the Spanish civil and military aerodromes: ASTURIAS CORUÑA SANTANDER BILBAO SAN SEBASTIAN A. M. SANTIAGO VITORIA PAMPLONA VIGO BURGOS LA RIOJA A. M. AGONCILLO HUESCA LLEIDA GERONA B. A. VILLANUBLA B. A. ZARAGOZA SABADELL BARCELONA A. M. C. VIEJO B. A. MATACAN BARAJAS B. A. C. VIENTOS B.A. TORREJON TERUEL REUS B. A. GETAFE A. M. POLLENSA MENORCA A. M. BETERA VALENCIA B. A. SON SAN JUAN B. A. TALAVERA LA REAL A. M. ALMAGRO B. A. ALBACETE IBIZA CORDOBA SEVILLA A. M. EL COPERO GRANADA B. A. MORON JEREZ B. A. ARMILLA ALMERIA B. A. MALAGA B. A. N. ROTA INSTALACIÓN MILITAR B.A. ABIERTA AL TFCO. CIVIL ALGECIRAS AD. DE UTILIZACIÓN CONJUNTA AEROPUERTO/HELIPUERTO CIVIL CEUTA ALICANTE B. A. ALCANTARILLA B. A. SAN JAVIER A. M. LANZAROTE A. M. TENERIFE NORTE LA PALMA (LOS RODEOS) FUERTEVENTURA LA GOMERA TENERIFE SUR B. A. GANDO EL HIERRO MELILLA Airports in Spain Beyond the national scope, AENA S.A. has continued its international presence in the last years with the management of 16 airports in: United Kingdom (1), Mexico (12), Jamaica (1) and Colombia (2). For most of the airports abroad, AENA S.A. is present through its affiliate AENA Internacional. Airport(s) covered by the LSSIP Referring to the List of Airports in the Annex E of the European ATM Master Plan Level 3 Implementation Plan Edition 2016, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. The airports covered in this LSSIP are Barcelona, Madrid-Barajas and Palma de Mallorca airport. The implementation objectives applicable can be seen in abovementioned List. Barcelona-El Prat Airport is now consolidated as a strategic point of reference in the Euro- Mediterranean airspace. The continuous improvements of its facilities and the quality of its services have enabled this airport to establish an exceptional position to face the future with certainty. The increase in passenger traffic at the airport is an accurate indicator of the advances made over the last decade. The number of passengers has increased more than 220%, up to in 2016, one of the highest average growth rates among Europe's leading airports. Having modernised its facilities, Barcelona-El Prat can offer quality services for passengers and an airfield worthy of a top-level airport, suitable for use by large commercial planes. LSSIP Year 2016 Spain 15 Released Issue

28 The construction and introduction of the third runway in September 2004 and the extension to the primary runway were decisive steps to increase the airport's capacity, and it could reach 90 operations an hour. With the aim of consolidating the airport as a model in the Mediterranean and southern Europe, the Master Plan included a set of actions to modernise and increase the airport's capacity. The most emblematic project in this phase was the construction of Terminal T1, which is located between runways. T1, of great architectural value, was conceived as a large logistical operations and services centre. It has a capacity of 33 million users per year and has overseen an investment of 1.26 billion Euros. Work on this building was followed by the remodelling of Terminal T2 and the expansion and remodelling of the shopping areas in both terminals, such as new shops, new concepts, and new brands to adapt the offer to the passengers who use the airport facilities. Other projects included in the Master Plan are the urbanisation of over 300 hectares as a service area for the industrial and commercial development of the airport; the creation of a 90-hectare aeronautic park for installing maintenance hangars; and the construction of a city with office buildings and hotels. This plan will continue to transform the airport by applying an innovative concept that aims to turn its facilities into a sustainable airport city and a large air traffic distribution centre for southern Europe saw the record figure of passengers, 11,2% more than the previous year, as well as operations and 132,755 tonnes of cargo. Adolfo Suárez Madrid-Barajas Airport is one of the main points of entry for tourists to Spain. A short distance from the city centre, it is a key element of our tourist industry as it is convenient and saves passengers time and money in transport. Madrid - Barajas plays a very important role in the economies of Madrid and Spain as a whole, since it drives the regional economy and fosters business growth and tourism. The new extensions have consolidated Adolfo Suárez Madrid-Barajas as a "hub" airport where airlines can increase connectivity between Latin American, domestic and European markets, making it a true bridge between Europe and Latin America. Adolfo Suárez Madrid-Barajas is now a symbol of modernity and progress and has consolidated its leading position among world airports, being the fifth in Europe in numbers of passengers. Its innovative and attractive facilities, equipped with the latest technology to offer passengers greater mobility, efficiency and speed, with modern baggage handling systems, shopping areas and a greater number of flights make Madrid one of the airport capitals of the 21st century. During 2016 more than 50 million passengers used its facilities, more than 136,000 a day. Palma de Mallorca Airport (Son Sant Joan), located 8 km from the city, is the gateway for the millions of tourists who visit the island. Airport traffic is primarily international and reaches its greatest levels during the summer season. There are also numerous connections to the mainland. The most important connections are to Barcelona, Madrid-Barajas and Dusseldorf, with over 1,2 million passengers, and Cologne, which handles over 800,000 passengers per year. By nationality, Germany accounts for the largest number of passengers, followed by Spain and the United Kingdom. In 2016, Son Sant Joan closed the year with a total of passengers, operations and 10,453 tonnes of cargo. LSSIP Year 2016 Spain 16 Released Issue

29 The following table shows the evolution of passenger traffic for the last five years: EVOLUTION OF PASSANGER TRAFFIC YEAR BARCELONA MADRID PALMA ,144,503 45,190,528 22,666, ,216,828 39, ,768, ,558,981 41,833,686 23,115, ,711,276 46,828,279 23,745, (Source Military Authorities Military aviation in Spain is the responsibility of the CAS, depending on the Ministry of Defence. DCAS is the functionally independent NSA for military Services Provider to civil aviation. The organisation chart representing the Spanish Air Force involved in the provision of air navigation services to the civil aviation can be found in Annex B. Regulatory role Regulatory framework and rule-making OAT OAT and provision of service for OAT governed by national legal provisions? Level of such legal provision: Royal Decree: Reglamento de la Circulación Aérea Operativa RCAO (Operative Rules of the Air). EUROAT specification has been included in Spanish OAT regulation; deviations have been communicated to EUROCONTROL. Y GAT Provision of service for GAT by the Military governed by national legal provisions? Level of such legal provision: Commission Implementing Regulation (EU) 923/2012 (Common Rules of the Air) Royal Decree 57/2002: Reglamento de la Circulación Aérea RCA (Rules of the Air).Royal Decree 552/2014 developing the rules of the air and common operational provisions regarding air navigation services and procedures and amending the Royal Decree 57/2002. Y Authority signing such legal provision: CAS Authority signing such legal provision: CAS These provisions cover: These provisions cover: Rules of the Air for OAT Y Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y OAT/GAT Coordination Y OAT/GAT Coordination Y ATCO Training Y ATCO Training Y ATCO Licensing Y ATCO Licensing Y ANSP Certification N ANSP Certification N ANSP Supervision Y ANSP Supervision Y Aircrew Training Y ESARR applicability Y Aircrew Licensing Y LSSIP Year 2016 Spain 17 Released Issue

30 Additional Information: Ministerial Decree, 15th March 1995, about the coordination rules between the General Air Traffic (GAT) and the Operational Air Traffic (OAT). Means used to inform airspace users (other than military) about these provisions: Additional Information: Ministerial Decree, 15th March 1995, about the coordination rules between the General Air Traffic (GAT) and the Operational Air Traffic (OAT). Means used to inform airspace users (other than military) about these provisions: National AIP Y National AIP Y National Military AIP N National Military AIP N EUROCONTROL eaip Y EUROCONTROL eaip Y Other: Other: Oversight OAT National oversight body for OAT: DCAS Additional information: GAT National Supervisory Authority (as per SES regulation (EC) No 550/2004) for GAT services provided by the military: DCAS Additional information: Service Provision role OAT GAT Services Provided: Services Provided: En-Route Y En-Route Y Approach/TMA Y Approach/TMA Y Airfield/TWR/GND Y Airfield/TWR/GND Y AIS Y AIS Y MET N N AEMET MET N SAR Y SAR Y TSA/TRA monitoring Y FIS N Other: Other: Additional Information: Additional Information: In the Air Bases open to civil traffic and surroundings. Military ANSP providing GAT services SES certified? N If YES, since: N/A Duration of the Certificate: Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information: N/A Y LSSIP Year 2016 Spain 18 Released Issue

31 User role IFR inside controlled airspace, Military aircraft can fly? OAT only GAT only Both OAT and GAT Y If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing Y Within specific corridors only Y Within the regular (GAT) national route network Y Under radar control Y Within a special OAT route system Y Under radar advisory service Y If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements N Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y CNS exemptions: RVSM Y 8.33 Y Mode S Y ACAS Y Others: Operational agreements between ACCs and ECAOs. Flexible Use of Airspace (FUA) Military in Spain applies FUA requirements as specified in the Regulation No 2150/2005: FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y Y LSSIP Year 2016 Spain 19 Released Issue

32 Chapter 2 Traffic and Capacity 2.1. Evolution of traffic in continental Spain Spain - Annual IFR Movements IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast 2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F A = A c t u a l F = F o r e c a s t EUROCONTROL Seven-Year Forecast (September 2016) IFR flights yearly growth 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F H 7.5% 4.6% 4.8% 3.7% 4.2% 3.5% 3.5% Spain B -1.9% 3.9% 3.3% 7.1% 2.4% 2.2% 2.0% 2.5% 1.8% 2.0% L 6.7% 0.2% -0.1% 0.6% 0.8% 0.2% 0.5% ECAC B -1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2.1% 2016 Traffic in the Spanish ACCs (excluding Canarias) increased by 7.7% during Summer 2016 (May to October inclusive), when compared to the same period during The EUROCONTROL Seven-Year forecast predicts an average annual increase between 0.3% and 4.2% during the planning cycle, with an average baseline growth of 2.2%. LSSIP Year 2016 Spain 20 Released Issue

33 ACC Madrid Traffic and en-route ATFM delays LECMALL - 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 01/01/2016 to 31/10/2016 Summer 2016 performance Traffic Evolution 2016 Capacity Baseline En-route Delay (min/flight) - Summer Capacity Ref value Actual gap +6.3 % 213 (+5%) No Average en-route delay per flight slightly increased from 0.11 minutes per flight in Summer 2015 to 0.14 minutes per flight in Summer % of the delays were for the reason ATC Capacity and 39% for the reason Other. Capacity Plan: 2% Achieved Comments Use of FUA Restrictions Yes Not FUA but EU restrictions Improved ATFCM including STAM Yes LECM-LECB interface No Safety nets (STCA) Yes Optimised sector configurations Yes New sector configuration Santiago-Asturias Yes Maximum configuration: 17/18 sectors Yes 17 sectors Summer 2016 performance assessment The ACC capacity baseline was measured with ACCESS at 213. During the measured period, the peak 1 hour demand was 206 and the peak 3 hour demand was 192. LSSIP Year 2016 Spain 21 Released Issue

34 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC LECM 213 Capacity Profiles 2016 Profiles (hourly movements and % increase over previous year) baseline H 215 1% 222 3% 229 3% Ref % 216 1% 219 1% L 213 0% 213 0% 213 0% Open 214 0% 216 1% 219 1% C/R 213 0% 215 1% 217 1% Capacity Plan Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Revision of Airspace Structures Partial implementation of FRA based on DCT New Madrid- Bordeaux interface (BAMBI) SACTA version 3.Z5.60 (AGDL) LARA / PRISMIL Free route Lisboa/Madrid/ Brest Independent approaches to parallel runways (LEMD) Transition to RNAV1 LEMD TMA Improved ATFCM, including STAM Cantabrico Sectorization SACTA 4.0 including tactical MTCD (TTM) Capacity Optimised sector configurations & sector capacities New sector & Changes in north sectors Significant Events TLP European military activity (every 2 months) SIRIO European military activity (once per year) Max sectors Planned Annual Capacity Increase 1% 2% 1% 2% 4% Reference profile Annual % Increase 0% 1% 1% N/A N/A Difference Capacity Plan v. Reference Profile 0.5% 1.4% 0.9% N/A N/A Annual Reference Value (min) N/A N/A Summer reference value (min) N/A N/A Additional information LSSIP Year 2016 Spain 22 Released Issue

35 Sectors available Summer 2017 WD Sectors available Summer 2017 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 LECMACC - 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 Madrid ACC is expected to meet the RP2 requirements. LSSIP Year 2016 Spain 23 Released Issue

36 ACC Barcelona Traffic and en-route ATFM delays LECBACC - 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 01/01/2016 to 31/10/2016 Summer 2016 performance Traffic Evolution 2016 Capacity Baseline En-route Delay (min/flight) - Summer Capacity Ref value Actual gap +8.7 % 156 (+8%) Yes Average en-route delay per flight slightly decreased from 0.70 minutes per flight in Summer 2015 to 0.69 minutes per flight in Summer % of the delays were for the reason ATC Capacity and 11% for Weather. Capacity Plan: +8% Achieved Comments Use of FUA restrictions Yes Not FUA but EU restrictions Improved ATFCM, including STAM Yes Use of OCC in PONENT sectors No Trials with NM ongoing LECM-LECB interface (sectorisation, procedures) No Improve arrivals to LEBL Yes Staff increase Yes Full implementation of SACTA CF2 version (Nov 2015) Yes Safety Nets (STCA) Yes Review (increase in sector capacities) Yes Maximum configuration: 12 sectors Yes 12 sectors Summer 2016 performance assessment The ACC capacity baseline was measured with ACCESS/Reverse CASA at 156. During the measured period, the peak 1 hour demand was 160 and the peak 3 hour demand was 151. LSSIP Year 2016 Spain 24 Released Issue

37 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC LECB 156 Capacity Profiles 2016 Profiles (hourly movements and % increase over previous year) baseline H % 191 7% 199 4% Ref % 181 2% 186 3% L % 175 1% 176 1% Open % 181 2% 186 3% C/R 169 8% 172 2% 177 3% Capacity Plan Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Revision of Airspace structures Partial implementation of FRA based on DCT LARA/PRISMIL RNP APCH in LEBL Cooperative Traffic Management Improved ATFCM, including STAM Airspace Procedures Staffing Technical Capacity Significant Events SWFAB/FABEC Bordeaux interface GIROM-OKABI (Partial implementation) SOPS for ENR Coordination Splitting of LECBP1U Staff increase Splitting Axis LECL-LF SACTA version 3.Z5.60 (AGDL) SWFAB/FABEC Marseille interface, including LUMAS SACTA 4.0 including tactical MTCD (TTM) Optimised sector configurations & sector capacities Splitting of LECBBAS TLP European military activity (every 2 months) SIRIO European military activity (once per year) FLOTEX/NOBLE MARINER European military activity (once per year) Max sectors Planned Annual Capacity Increase 10% 6% 3% 3% 6% Reference profile Annual % Increase 13% 2% 3% N/A N/A Difference Capacity Plan v. Reference Profile -2.8% 0.6% 0.5% N/A N/A Annual Reference Value (min) N/A N/A Summer reference value (min) N/A N/A Additional information LSSIP Year 2016 Spain 25 Released Issue

38 Sectors available Summer 2017 WD Sectors available Summer 2017 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 LECBACC - 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 The capacity gap will be closed from LSSIP Year 2016 Spain 26 Released Issue

39 ACC Palma Traffic and en-route ATFM delays LECPACC - 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 01/01/2016 to 31/10/2016 Summer 2016 performance Traffic Evolution 2016 Capacity Baseline En-route Delay (min/flight) - Summer Capacity Ref value Actual gap % 101 (+7%) Yes Average enroute delay per flight increased from 0.23 minutes in Summer 2015 to 0.32 minutes per flight in Summer % of the delays were for the reason ATC Capacity. Capacity Plan: +4% Achieved Comments Improved ATFCM, including STAM Yes Enhance Feeder 1 capacity Yes Full implementation of SACTA CF2 version (Nov 2015) Yes Safety nets (STCA) Yes Optimised sector configurations Yes LEPA arrival capacity increase Yes Maximum configuration: 8 (4 APP + 4 ENR) Yes 8 sectors Summer 2016 performance assessment The ACC capacity baseline was measured with ACCESS at 101. During the measured period, the peak 1 hour demand was 103, the peak 3 hour demand was 93. LSSIP Year 2016 Spain 27 Released Issue

40 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. Capacity Profiles ACC 2016 Profiles (hourly movements and % increase over previous year) baseline H 106 5% 111 5% 115 4% Ref % 106 2% 108 2% LECP 101 L 101 0% 102 1% 103 1% Open 104 3% 106 2% 108 2% C/R 106 5% 108 2% 110 2% Capacity Plan Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity A-CDM at LEPA (Nov 16) RNAV1 SID/STAR LEIB NEW LEPA SIDs Changes in arr/dep LEIB procs SACTA version 3.Z5.60 LARA / PRISMIL Improved ATFCM, including STAM New PRNAV1 (Palma TMA) SACTA 4.0 including tactical MTCD (TTM) Optimised sector configurations & sector capacities Significant Events Max sectors 8 (4 APP + 4 ENR) SIRIO European military activity (once per year) 8 (4 APP + 4 ENR) 8 (4 APP + 4 ENR) 8/9 (4/5 APP + 4 ENR) 8/9 (4/5 APP + 4 ENR) Planned Annual Capacity Increase 3% 2% 2% 2% 2% Reference profile Annual % Increase 3% 2% 2% N/A N/A Difference Capacity Plan v. Reference Profile 0.0% 0.0% 0.0% N/A N/A Annual Reference Value (min) N/A N/A Summer reference value (min) N/A N/A Additional information LSSIP Year 2016 Spain 28 Released Issue

41 Sectors available Summer 2017 WD Sectors available Summer 2017 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 LECPCTA - 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 Palma ACC is expected to meet the RP2 requirements. LSSIP Year 2016 Spain 29 Released Issue

42 ACC Seville Traffic and en-route ATFM delays LECSACC - 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 01/01/2016 to 31/10/2016 Summer 2016 performance Traffic Evolution 2016 Capacity Baseline En-route Delay (min/flight) - Summer Capacity Ref value Actual gap +7.5 % 91 (+2%) No Average enroute delay increased from 0.05 min/flight in Summer 2015 to 0.13 min/flight in Summer % of the delays were for the reason ATC Capacity. Capacity Plan: +1% Achieved Comments Use of FUA Restrictions Yes Not FUA but EU Restrictions Improved ATFCM including STAM Yes Northern Sector Splitting Yes Safety Nets (STCA) Yes Optimised sector configurations Yes Maximum configuration: 7/8 (5/6 ACC+2 APP) Yes 8 sectors Summer 2016 performance assessment The ACC capacity baseline was measured with ACCESS at 91. During the measured period, the peak 1 hour demand was 82 and the peak 3 hour demand was 74. LSSIP Year 2016 Spain 30 Released Issue

43 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC LECS baseline Profiles (hourly movements and % increase over previous year) Capacity Profiles 2019 H 96 5% 100 4% 104 4% Ref. 94 3% 96 2% 98 2% L 91 0% 92 1% 93 1% Open 94 3% 96 2% 98 2% C/R 94 3% 96 2% 98 2% Capacity Plan Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Partial implementation of FRA based on DCT Revision of Airspace LARA / PRISMIL Structures AMAN in LEMG Advanced TWR in LEMG SACTA version 3.Z5.60 (AGDL) Improved ATFCM, including STAM SACTA 4.0 including tactical MTCD (TTM) Capacity Significant Events Max sectors 8 (6 ACC+2 APP) Optimised sector configurations & sector capacities Splitting of LECSSEV TLP European military activity (every 2 months) SIRIO European military activity (once per year) FLOTEX/NOBLE MARINER European military activity (once per year) 9 (7 ACC+2 9 (7 ACC+2 9 (7 ACC+2 APP) APP) APP) 9 (7 ACC+2 APP) Planned Annual Capacity Increase 3% 2% 2% 2% 2% Reference profile Annual % Increase 3% 2% 2% N/A N/A Difference Capacity Plan v. Reference Profile 0.0% 0.0% 0.0% N/A N/A Annual Reference Value (min) N/A N/A Summer reference value (min) N/A N/A Additional information LSSIP Year 2016 Spain 31 Released Issue

44 Sectors available Summer 2017 WD Sectors available Summer 2017 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 LECSCTA - 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 Sevilla ACC is expected to meet the RP2 requirements. LSSIP Year 2016 Spain 32 Released Issue

45 2.2. Evolution of traffic in the Canary Islands Canary Islands - Annual IFR Movements IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F A = A c t u a l F = F o r e c a s t EUROCONTROL Seven-Year Forecast (September 2016) IFR flights yearly growth 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F H 11.8% 6.5% 4.2% 3.5% 3.8% 3.3% 3.6% Canary B -3.4% 6.9% -0.9% 11.3% 3.9% 1.6% 1.6% 1.8% 1.4% 1.6% Islands L 10.8% 1.5% -0.7% -0.1% 0.1% -0.3% 0.0% ECAC B -1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2.1% 2017 Traffic in the Canarias ACC increased by 11.1% during Summer 2016 (May to October inclusive), when compared to the same period during The EUROCONTROL Seven-Year Forecast predicts an average annual increase between 0.1% and 4.3% during the planning cycle, with an average baseline growth of 2.1%. LSSIP Year 2016 Spain 33 Released Issue

46 ACC Canarias Traffic and en-route ATFM delays GCCCACC - 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 01/01/2016 to 31/10/2016 Summer 2016 performance Traffic Evolution 2016 Capacity Baseline En-route Delay (min/flight) - Summer Capacity Ref value Actual gap +11.3% 75 (+10%) No Average en-route delay per flight slightly increased from 0.17 minutes per flight in Summer 2015 to 0.22 minutes per flight in Summer % of the delays were for the reason ATC Capacity and 22% for Weather. Capacity Plan: +3% Achieved Comments Use of FUA Restrictions Yes Not FUA but EU restrictions RNP Approach (Canary airports) Yes Improved ATFCM, including STAM Yes Safety Nets (STCA) Yes Optimised sector configurations Yes Review (increase in sector capacities) No Maximum configuration: 10 (5 APP/4+1ENR) Yes 10 sectors (5 APP + 5 ENR) Summer 2015 performance assessment The ACC capacity baseline was measured with ACCESS at 75. During the measured period, the peak 1 hour demand was 71 and the peak 3 hour demand was 64. LSSIP Year 2016 Spain 34 Released Issue

47 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC GCCC baseline Profiles (hourly movements and % increase over previous year) Capacity Profiles 2019 H 77 3% 79 3% 82 4% Ref. 76 1% 77 1% 78 1% L 75 0% 75 0% 75 0% Open 76 1% 77 1% 78 1% C/R 76 1% 77 1% 78 1% Capacity Plan Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Partial implementation of FRA based on DCT Revision of Airspace LARA/PRISMIL Structures RNAV1 structure Advanced TWR Advanced TWR for Canarias in GCTS in GCLP TMA Phase 2a Improve capacity in GCLP. Redesign of MAP Improve arrivals/departur es in GCFV & GCRR (south config) SACTA version 3.Z5.60. AGDL FANS AGDL ATM Improved ATFCM, including STAM Improvement of NE sectors Improvement of NW sectors SACTA 4.0 including tactical MTCD (TTM) Capacity Optimised sector configurations & sector capacities Significant Events Max sectors 10 (5 APP/4+1ENR) 10 (5 APP/4+1ENR) DACT military event (Once per year) 11 (5 APP/5+1ENR) 11 (5 APP/5+1ENR) 11 (5 APP/5+1ENR) Planned Annual Capacity Increase 1% 1% 2% 3% 2% Reference profile Annual % Increase 1% 1% 1% N/A N/A Difference Capacity Plan v. Reference Profile 0.0% 0.0% 1.3% N/A N/A Annual Reference Value (min) N/A N/A Summer reference value (min) N/A N/A Additional information The maximum configuration for Canarias is 10 sectors in the Winter, and 9 sectors in the Summer. LSSIP Year 2016 Spain 35 Released Issue

48 Sectors available Summer 2017 WD Sectors available Summer 2017 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 GCCCCTA - 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 The performance in Canarias ACC is expected to meet RP2 requirements. LSSIP Year 2016 Spain 36 Released Issue

49 Chapter 3 Master Plan Level 3 Implementation Report recommendations Recommendations issued from the European ATM Master Plan Level 3 Implementation Report 2015 applicable to Spain for all items that require corrective actions and improvements. Reference number Recommendation 2015 Ownership Operational stakeholders should ensure that the pace of REC-2015/1 implementation of pre-sesar elements is increased, or at least All operational kept at the same level to ensure timely delivery of SESAR stakeholders baseline. Corrective actions taken: YES All Spanish stakeholders have taken continuous measures in the last years to foster the implementation of SESAR baseline elements. Description: Spanish operational stakeholders (namely ESPAF, AENA and ) are fully aware of the importance for the overall European network of SES regulations and the deployment of SESAR new functionalities. AENA and consider the applicable regulations in their business planning and therefore they dedicate very significant part of their resources to their compliance. Specifically ESPAF has been analysing the SES regulation from the very beginning of SES initiative, updating the procedures and systems accordingly in order to continue providing air navigation services to civil airspace users. Local Stakeholders that declared delays in implementation of 5 AOM19, FCM04, ATC07.1, ATC15, NAV10, ENV01, AOP04.1, REC-2015/2 ITY-ADQ, ITY-FMTP, INF07, COM10 to take corrective measures to reduce the implementation delays, or at least ensure that these delays are not increased. Corrective actions taken: YES Local Stakeholders Description: FCM04: STAM phase 1 is planned to be deployed in Barcelona ACC during 2017 with the advice from NM. The rest of Spanish ACCS will benefit from STAM phase 1 by mid ATC07.1 (LEPA): AMAN tools and procedures have been completed in ATC15: Implement, in en-route operations, information exchange mechanisms, tools and procedures in support of basic AMAN is currently ongoing and it is planned to be deployed by end NAV10: The strategy of implementation of APV in Spain consists of a joint deployment of APV SBAS and APV BARO-VNAV procedures, in order to respect cost-efficiency principles for all operators. First safety assessment to implement an APV approach procedure with 3 minima lines (LNAV, LNAV/VNAV and LPV) in Santander Airport was approved in 2013 and for Almeria airport in RNP APCH (APV type) in Santander is already in service (Oct/2013) for both runway ends. For Almeria airport both RNAV-1 SID and STAR and RNP APCH have been put in operational use in Currently, the PBN implementation plan is being redefined to adapt it to solve existing 5 Only the following objectives were reported as late in Spanish LSSIP 2015: FCM04, ATC07.1(LEPA), ATC15, NAV10, AOP04.1 (LEBL and LEPA), LSSIP Year 2016 Spain 37 Released Issue

50 Reference Recommendation 2015 Ownership number operational difficulties even if those difficulties will make more complex the implementation of RNP APCH procedures. The work done so far in some scenarios initially proposed first for implementation will be used in the future. AOP04.1 (LEBL and LEPA): A-SMGCS level 1 has been already deployed in Barcelona and Palma during Moreover Spanish stakeholders have taken some corrective action to deal with some other objectives that were not delayed in LSSIP 2015 but they are in LSSIP For example: ITY-ADQ. Spanish Air Force submitted a proposal to INEA for CEF co-funding (Call ) to implement digital exchange format (AIXM 5.1), being awarded. At present, there is a specific plan to implement AIXM in several military locations (Military AIS and CECAF). ADQ implementation plan initially presented by the AIS provider had some issues that were raised by AESA during the review. The oversight of the new implementation plan is running in parallel with the regular continuous oversight of elements already in place. INF07: DGAC has the general intention to develop a national etod policy. Currently DGAC has had first contacts with main national stakeholders in order to initiate the development of a national etod policy and review of current national regulatory framework regarding with obstacles and OLS. The NSA oversight of etod has been initiated. However, from AESA s perspective it cannot be deemed closed until the full oversight has been completed, in particular regarding airport certification. These activities are on-going and foreseen to be finalised within schedule. It is important to highlight that the participation of the NSA is normally subject to the finalisation of all developments by the operational stakeholders in order to fulfil the oversight. REC-2015/7 ANSPs should use the momentum created by PCP funding opportunities to secure and achieve full interoperability in line with Master Plan Level 1 vision. ANSPs benefiting from EU funding Corrective actions taken: YES Spanish civil and military ANSPs are fully aware of the positive effect the available CEF funding could have on expediting the deployment of PCP. Description: In particular Spanish Air Force submitted six proposals during INEA Call 2 (2015), being awarded two of them. The aim of these implementation projects was to enable CECAF unit (Spanish Air Force Cartographic and Photographic Centre) to design and validate RNP procedures (linked to AF1, Family 1.2.3). In addition submitted mature proposals to both CEF 2014 and CEF 2015 calls. Hence INEA awarded 11 implementation projects focused on: RNP APCH Implementation in Palma de Mallorca, Madrid and Barcelona reference geographic database Fulfillment of the prerequisite EFS for the PCP AF2 Subfunctionality: Airport Integration and Throughput (Phases A and B) Fulfilment of the prerequisite A-SMGCS 2 for the PCP AF2 Subfunctionality: Airport Integration and Throughput (Phases A and B) Implementation and operation of an IP-based G/G data communication network in NewPENS Stakeholders contribution for the procurement and deployment of NewPENS Implementation of Voice over IP (VoIP) systems and services in AMHS/SWIM Gateway LSSIP Year 2016 Spain 38 Released Issue

51 Chapter 4 National Projects The main national projects currently ongoing in Spain are depicted in the table below. AFIS Implementation Organisation(s): Aena S.A. (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: - Other links: - Project included in RP2 Project included in DP2016: Performance contribution Safety: - Environment: - Capacity: - Already implemented in four airports. In year 2017, AFIS will be implemented in LEBA. Implementation of AFIS in low traffic airports. A Royal Decree related to AFIS provision was published in 2010 (RD 1133/2010) and modified in 2016 (by RD ). - Name/Code in RP2 - Name/Code in DP2016: - Cost-efficiency: +++ Biggest impact in cost-efficiency and technical Operational efficiency: +++ Big impact - 8,33 below FL195 Organisation(s): Aena S.A. (ES), (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Project included in DP2016: Performance contribution The adaptation of radio stations to 8,33 started in 2013 and will continue until All radio stations will work with 8,33 in Band reduction of voice communications from current 25kHz to 8,33kHz below FL195. L3: ITY-AGVCS2 Safety: - Environment: - N Name/Code in RP2 N Name/Code in DP2016: - Capacity: ++ Biggest impact on capacity considering that there are more frequencies and that leads to avoid congestions and delays. Medium impact. Cost-efficiency: - Operational efficiency: - - LSSIP Year 2016 Spain 39 Released Issue

52 A-CDM Organisation(s): Aena S.A. (ES), (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Project included in DP2016: Performance contribution The implementation in Madrid- Barajas and Barcelona El Prat has been accomplished in 2014 and 2015 respectively. A-CDM will be also implemented in Palma de Mallorca (2017). Implementation of A-CDM in the main Spanish airports (Madrid, Barcelona and Palma de Mallorca). L3: AOP05 Safety: - Environment: - N Name/Code in RP2 N Name/Code in DP2016: - Capacity: +++ Contribution to capacity is expected Cost-efficiency: ++ Contribution to cost efficiency is expected Operational efficiency: +++ Increase Operational Efficiency - A-SMGCS level 2 Organisation(s): (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Ongoing. Other links: - Project included in RP2 Project included in DP2016: Performance contribution A-SMGCS 2 will focus on Runway Incursion Alerts. The function shall integrate the surveillance information (regarding all relevant aircraft and vehicles on the area) and controller runway related clearances, to generate and distribute the appropriate alerts. L3: AOP04.2 N Name/Code in RP2 Y Name/Code in DP2016: 058AF2a 2015_211_AF2 Safety: ++ Contribution to safety is expected Environment: - Capacity: ++ Contribution to capacity is expected Cost-efficiency: ++ Contribution to Cost efficiency is expected Operational efficiency: ++ Contribution to Operational efficiency is expected - LSSIP Year 2016 Spain 40 Released Issue

53 AMHS/SWIM gateway Organisation(s): (ES) Type of project: National Schedule: Status: Description: Link and references Ongoing. ATM MP links: - Other links: - Project included in RP2 Project included in DP2016: Performance contribution Safety: - Environment: - Capacity: - Cost-efficiency: - Developing a gateway that allows routing/converting AMHS messages into SWIM messages (based in Web services) Updating Spanish COM Center in order to be ready to receive new messages (based in Web Services) and to manage them appropriately N Name/Code in RP2 Y Name/Code in DP2016: 2015_210_AF5 Operational efficiency: + It will contribute to interoperability: need to accommodate new aeronautical messages - Advanced Tower Concept Organisation(s): Aena S.A. (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: - Other links: - Project included in RP2 Project included in DP2016: Performance contribution Safety: - LEAL implemented the Advanced Tower concept in In 2017 LEMG, GCTS and GCLP will follow. Airports without full Airport CDM providing DPI messages to NM - Name/Code in RP2 - Name/Code in DP2016: - Environment: + Predictability Capacity: +++ Biggest impact on capacity, but also contributing to cost-efficiency. Cost-efficiency: ++ see "Capacity" Operational efficiency: +++ Big impact - LSSIP Year 2016 Spain 41 Released Issue

54 Aerodrome ATC Liberalization Organisation(s): Aena S.A. (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: - Other links: - Project included in RP2 Project included in DP2016: Performance contribution Safety: - Environment: - Capacity: - - Openmarket in twelve airports. Several ATC providers are providing service in Spanish airports. - Name/Code in RP2 - Name/Code in DP2016: - Cost-efficiency: +++ Biggest impact in cost-efficiency and technical Operational efficiency: +++ Big impact - Air traffic model research Organisation(s): Aena S.A. (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: - Other links: - Project included in RP2 Project included in DP2016: Performance contribution Still researching. Safety: - Environment: - Capacity: - A research is being made in Spain to decide which kind of ATS is the best in each airport. - Name/Code in RP2 - Name/Code in DP2016: - Cost-efficiency: +++ Biggest impact in cost-efficiency and technical Operational efficiency: ++ Medium impact - LSSIP Year 2016 Spain 42 Released Issue

55 Analysis implementation of CDM in more airports Organisation(s): Aena S.A. (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Ongoing Other links: - Project included in RP2 Project included in DP2016: Performance contribution Analysis implementation of A-CDM in more airports based in procedures L3: AOP05 Safety: - Environment: - - Name/Code in RP2 - Name/Code in DP2016: - Capacity: +++ Biggest impact on capacity, but also contributing to cost-efficiency. Cost-efficiency: ++ Medium Impact Operational efficiency: +++ Big Impact - DataLink Organisation(s): (ES) Type of project: National Schedule: Status: Description: Ongoing Identification, analysis and implementation of common technical solutions for the implementation of Datalink services in support of EU 2015/310 modifying and updating IR 29/2009 and also in support of IR 30/2009. Link and references ATM MP links: Other links: Project included in RP2 Project included in DP2016: Performance contribution Deployment of systems: CM and CPDLC, FANS protocol, pseudo- tracks, integration in SACTA of CPDLC FANS 1/a functionality and ADS-C service. L3: ITY-AGDL SW FAB OB CP (CNS1) Y Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Impact on safety is expected Environment: - Capacity: ++ Impact on capacity is expected Cost-efficiency: - Operational efficiency: - SACTA version 3.Z5.60 (AGDL) LSSIP Year 2016 Spain 43 Released Issue

56 reference geographic database Organisation(s): (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Ongoing Other links: - Project included in RP2 Project included in DP2016: Performance contribution The project will generate an reference dataset structure and set up the managing processes to maintain the information up to date with authoritative sources reference data. Procedure design tools will be updated to make use of this database content; digital cartography (terrain and obstacles) and aeronautical data defining instrumental manoeuvres from authoritative sources with required quality and integrity. To achieve the required high levels of integrity the Spanish AIS provider will participate in the data provision and management processes. To populate the database with full datasets for LEMD, LEBL and LEPA TMA s. L3: ITY-ADQ N Name/Code in RP2 Y Name/Code in DP2016: 060AF1 Safety: + Impact on safety: Improved integrity of designed procedures. Environment: - Capacity: - Cost-efficiency: - Operational efficiency: - - Electronic Flight Strips (EFS) Organisation(s): (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Ongoing. Electronic Flight Strips functionality has been implemented in Malaga and Palma de Mallorca towers so far. The aim of this project is the replacement of the flight progress strip by integration of the appropriate visual displays in the ATC system. In this way the striking of printers will be possible. There is envisaged an improvement in the service quality. L3: AOP12 Other links: NSP: SO 6/5 & SO 6/6 Project included in RP2 Project included in DP2016: Performance contribution N Name/Code in RP2 - Y Name/Code in DP2016: 057AF2a (partially) 2015_212_AF2 (partially) Safety: ++ Impact on safety is expected Environment: - Capacity: ++ Impact on capacity is expected Cost-efficiency: - Operational efficiency: - LSSIP Year 2016 Spain 44 Released Issue

57 Implementation and operation of an IP-based G/G data communication network Organisation(s): (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Ongoing Evolution of the existing s aeronautical data network (REDAN) in order to ensure an agreed level of Ground-Ground interconnectivity between ATSUs and stakeholders as required to facilitate information exchange with the communication requirements of new applications (SWIM based). This evolution will include voice and data integration and Alignment of REDAN technology with the current and future state-of-the-art. Benefits are expected through Reduction of maintenance and operation costs. The scope of the project includes deployment of the new network infrastructure in ACCs and remote sites (TWRs, radar and radio stations, etc.), user integration into new infrastructure, training and Safety studies and continuous supervision of the deployed network infrastructure. L3: COM10 Other links: NM Links, NSP: SO 8/3 Project included in RP2 Project included in DP2016: Performance contribution Y Name/Code in RP2 REDAN Data Network Y Name/Code in DP2016: 059AF5 (partially) Safety: + Some contribution to safety Environment: - Capacity: + Some contribution to capacity Cost-efficiency: +++ Biggest impact on cost-efficiency (technology cost reduction) Operational efficiency: - Implementation of Voice over IP (VoIP) systems and services Organisation(s): (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Ongoing Other links: - Project included in RP2 Project included in DP2016: Performance contribution Evolution of the Voice Communication Systems and Air to Ground radio equipment to comply with EUROCAE specifications. Integration of the ATC Voice over IP networks. Reductions of maintenance and operation costs. L3: COM11 Y Name/Code in RP2 COMETA Voice over Internet Protocol Y Name/Code in DP2016: 2015_221_AF3 (partially) Safety: + Some contribution to safety Environment: - Capacity: + Some contribution to capacity Cost-efficiency: +++ Significant impact on cost-efficiency (technology cost reduction) Operational efficiency: - LSSIP Year 2016 Spain 45 Released Issue

58 RNP APCH implementation Organisation(s): (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Ongoing. RNP APCH procedures has been implemented in some airports: Santander (2013), Almeria RWY25 (2015). The objective of this project is the deployment of RNP Approaches in order to reduce and/or optimise the number of conventional navaids necessary for the final approach, in line with EC recommendations. RNP APCH implementation is part of the resolution for ICAO PBN deployment, being the main objective to improve the safety of operations. L3: NAV10 Other links: SW FAB OB CP (TMA 6) Project included in RP2 Project included in DP2016: Performance contribution Y Name/Code in RP2 RNP PBN PLAN Performance Navigation APCH Y Name/Code in DP2016: 061AF1a (partially, Palma de Mallorca)a) 2015_215_AF1 (partially, Barcelona and Madrid) Safety: ++ Significant impact on safety is expected Environment: ++ Significant impact environment is expected Capacity: Cost-efficiency: - Significant impact on capacity is expected Operational efficiency: ++ Significant impact operational efficiency is expected Remote TWR Organisation(s): Aena S.A. (ES) Type of project: National Schedule: Planned by the end of Status: - Description: Link and references ATM MP links: - Other links: - Project included in RP2 Project included in DP2016: Performance contribution Safety: - Environment: - Capacity: - The Remote Tower concept enables Air Traffic Control services (ATS) and Aerodrome Flight Information Services (AFIS) to be provided at aerodromes where such services are either currently unavailable, or where it is difficult or too expensive to implement and staff a conventional manned facility - Name/Code in RP2 - Name/Code in DP2016: - Cost-efficiency: +++ Lower staffing costs, Cost Effectiveness Operational efficiency: +++ Increase Operational Efficiency - LSSIP Year 2016 Spain 46 Released Issue

59 SACTA-iTEC Organisation(s): (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Ongoing. Other links: - Project included in RP2 Project included in DP2016: Performance contribution Evolution of the flight plan data processing system with SACTA. The project aims to deploy itec versions that include new functionalities (MTCD, FDP, CWP). L3: FCM03, ITY-FMTP Y Name/Code in RP2 N Name/Code in DP2016: - SACTA version including MTCD itec Flight Data Processing CWP Controller Working Position Safety: ++ SACTA evolution will contribute to all key performance areas Environment: ++ SACTA evolution will contribute to all key performance areas Capacity: ++ SACTA evolution will contribute to all key performance areas Cost-efficiency: ++ SACTA evolution will contribute to all key performance areas Operational efficiency: ++ SACTA evolution will contribute to all key performance areas SAFETY NETS Organisation(s): (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Project included in DP2016: Performance contribution Ongoing. APW: Implementation in Barcelona ACC and Palma ACC completed in Rest of ACC planned in STCA: implementation in Madrid ACC, Canarias ACC, Barcelona ACC and Seville ACC completed in ACC Palma planned in The project includes the developing of the following safety nets: Area Proximity Warning (APW), Short Term Conflict Alert (STCA), Minimum Safe Altitude Warning (MSAW) L3: ATC02.8 Y Name/Code in RP2 N Name/Code in DP2016: - Safety: +++ Biggest impact on safety Environment: - Capacity: + Some contribution to capacity is expected Cost-efficiency: - Operational efficiency: - Safety Nets (STCA) SAFETY NETS STCA, APW, MSAW LSSIP Year 2016 Spain 47 Released Issue

60 SESAR PCP. CECAF RNP Procedures Design (2015_271_AF1) Organisation(s): Mil. Authority (ES) Type of project: National Schedule: etod generation: 01/04/2016 to 31/12/2019 Geographical Database creation: 01/09/2017 to 31/12/2020 AIXM 5.1 Migration: 01/09/2017 to 31/12/2020 Status: The project is ongoing, being monitored by SDM. Description: This project was awarded during the INEA CEF Call 2. CECAF (Spanish Air Force Cartographic and Photographic Centre) is the military Unit in charge of addressing Spanish Air Force needs in cartography, aerial photography, radio inspection / calibration and Graphic Arts. Therefore, CECAF not only provides aeronautical information (to feed the aeronautical data base used by, for instance), but also designs and validates procedures (test flights). Being aware of the rapid change in aviation technologies, it is extremely important to upgrade both the theoretical and practical knowledge regarding new systems approach. This includes the ability to verify new systems and manoeuvres as well as to acquire the ability of its design and subsequent integration. In this sense, this project will provide CECAF the ability to implement RNP procedures design. The project is structured in three main parts: etod, reference geographic database and migration to AIXM 5.1. Link and references ATM MP links: Other links: - Project included in RP2 Project included in DP2016: Performance contribution L3: INF07, ITY-ADQ N Name/Code in RP2 Y Name/Code in DP2016: 2015_271_AF1 Safety: ++ RNP Procedures will imply a high level of safety in the different Spanish airports. Environment: ++ RNP procedures will imply less environmental impact. Capacity: ++ RNP Procedures will imply a high level of capacity in the different Spanish airports and TMA. Cost-efficiency: ++ RNP procedures will imply less workload for ATCOs, increasing their productivity. Operational efficiency: ++ Civil-military coordination. - LSSIP Year 2016 Spain 48 Released Issue

61 SESAR PCP. CECAF RNP Procedures Implementation (2015_272_AF1) Organisation(s): Mil. Authority (ES) Type of project: National Schedule: Pilots and flight operators courses: 01/11/2016 to 31/08/2017 On-board console acquisition: 01/11/2016 to 30/06/2017 Aircraft equipped and certified: 01/11/2016 to 31/12/2017 Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Project included in DP2016: Performance contribution The project is ongoing, being monitored by SDM. CECAF (Spanish Air Force Cartographic and Photographic Centre) is the military Unit in charge of addressing Spanish Air Force needs in cartography, aerial photography, radio inspection / calibration and Graphic Arts. Therefore, CECAF not only provides aeronautical information (to feed the aeronautical data base used by, for instance), but also designs and validates procedures (test flights). Being aware of the rapid change in aviation technologies, it is extremely important to upgrade both the theoretical and practical knowledge regarding new systems approach. This includes the ability to verify new systems and manoeuvres as well as to acquire the ability of its design and subsequent integration. This project will enable CECAF to complete the RNP procedures design, since on flight validation and verification are needed. RNP procedures designed will be flown by military and civil users in any airport (included 25 PCP airports) especially Spanish PCP airports L3: NAV10 N Name/Code in RP2 Y Name/Code in DP2016: 2015_272_AF1 Safety: ++ RNP Procedures will imply a high level of safety in the different Spanish airports. Environment: ++ RNP procedures will imply less environmental impact. Capacity: ++ RNP Procedures will imply a high level of capacity in the different Spanish airports and TMA. Cost-efficiency: ++ RNP procedures will imply less workload for ATCOs, increasing their productivity. Operational efficiency: ++ Civil-military coordination. - LSSIP Year 2016 Spain 49 Released Issue

62 Surveillance evolution Organisation(s): (ES) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Project included in DP2016: Performance contribution Ongoing. Some Mode-S radars have been deployed and the first of the three phases of ADS-B implementation was completed in The aim of this project is the evolution of the surveillance systems according to European requirements. The project includes: Adaptation of radar to Mode-S, ADS-B implementation in three phases: Pre-operational assessment of stations: Certification of three stations: Implementation for national coverage: 2018 onwards. L3: ITY-SPI SW FAB OBCP (CNS9) Y Name/Code in RP2 N Name/Code in DP2016: - SURVEILLANCE EVOLUTION ModeS, ADSB Safety: +++ Biggest impact on safety because it improves the operation safety Environment: - Capacity: + Impact on capacity is expected Cost-efficiency: ++ Impact on cost-efficiency is expected Operational efficiency: + Impact on operational efficiency is expected LSSIP Year 2016 Spain 50 Released Issue

63 Chapter 5 Regional Co-ordination 5.1. FAB Co-ordination The SW FAB progress on the SESAR key Features benefit from the Common FAB Projects Program. Implementation of AIXM 5.1 B2B data exchange with NM is planned in both States, Portugal by 2017 and Spain by 2018; COTR implementation has been completed in Spain (2016) and is late in Portugal (2018); The automatic exchange of the AFP messages is going to be completed in both States (2017); OLDI implementation is already finished in Spain (2016). Portugal has already in operational use the OLDI basic procedures. The full implementation of this objective is planned by end 2018 with the upgrade of LISATM (V9). Spanish and Portuguese ANSPs have planned the implementation of MTCD and MONA functionalities by 2021; Interactive rolling NOP implementation will be deployed in SW FAB by FRA full implemented in Portugal (2009) and partly completed (FRASAI project) in Spain; Current plans consider extending FRA concept to both, the whole SW FAB airspace and in a cross-border perspective. The overall project is planned to be implemented by end 2021; Basic AMAN is already implemented in applicable Spanish airports and late in Lisbon; Extended AMAN implementation will be deployed by the Spanish and Portuguese ANSPs by 2023; PRNAV implemented in Portugal and planned in main Spanish TMAs (2023); APV procedures have been implemented in Portugal (2016) and late in Spain (2020). A-SMGCS Level 1 implementation is already completed in Madrid, Barcelona and Palma. At Lisbon airport the implementation is almost completed, only pending the airport vehicles to be equipped; A-SMGCS Level 2 late in Madrid, Barcelona and Palma (2019), and partly completed in Lisbon (2017); A-CDM already completed in Madrid and Barcelona. Late in Lisbon and Palma (2017); Madrid, Barcelona and Palma included in list for mandatory implementation of PCP AF2 functionalities. Lisbon is outside of the applicability area; The implementation of Initial Airport Operations Plans is planned by both Spanish and Portuguese ANSPs by 2020 and 2021 respectively; Time based separation is planned to be implemented at Madrid airport by 2023; Improve runway and airfield safety with ATC clearances monitoring is planned to be implemented at applicable Spanish airports by LSSIP Year 2016 Spain 51 Released Issue

64 AGDL planned in Spain (2018) and Portugal (2019); Implementation of FMTP provisions completed in Spain and late in Portugal (2019); Aeronautical Data Quality is planned in Portugal by 2017 and late in Spain by 2018; Surveillance performance and interoperability implementation is planned by both States by 2020; The Aircraft identification based on Mode S will be completed in SW FAB by end 2019; The implementation of Voice over Internet Protocol is ongoing and it will be finished by both States by 2020; 8,33 khz air-ground voice channel spacing below FL195 will be fully deployed in SW FAB by The SW FAB Performance Plan establishes qualitative targets on Just Culture, consisting of common plans and policy statements at SW FAB level, in particular on policy, occurrence reporting and investigation areas. SWFAB ANSPs shall work together to find common areas of interest and development of Just Culture during RP2. The result is intended to be reflected in a common just culture policy enhancement plan at SW FAB level. SWFAB NSAs also plan to cooperate, in the FAB SW framework, in order to improve the safety culture. SW FAB has developed their capacity plans in close collaboration with the NM. Efforts on capacity are focused on the sectorisation optimisation, improvement of the capacity through interfaces with France, PBN implementation, Free Route and staffing levels. In order to match the challenging targets in the traffic growth scenario forecasted for RP2, operational measures and technology enablers will also be deployed to comply with the European regulations and the European ATM Master Plan. Significant efforts in cost savings have been undertaken by Portugal and Spain in previous years, contributing to the EU-Wide cost-efficiency decrease during RP1. Efforts must continue in order to achieve a good level of cost-efficiency at the end of RP2 according to the EU-wide targets. Spain ensures compliance with the regulations for the protection of critical infrastructures and national and international recommendations (ICAO, National Civil Aviation Safety Committee) by providing to infrastructures and staffing with an adequate temporary and geographic protection based on the different alert levels set by the State. Specifically, the focus is on assessing risk levels and acting accordingly, carrying out awareness campaigns on security and cybersecurity, and increasing collaboration with the Security Forces to strengthen the security of ANSP installations and systems. SW FAB has developed the SW FAB Operational Board Common Plan , that is in the final approval process, in order to realize the objectives tasked to it by the SW FAB State Agreement. The SW FAB OB CP is a rolling plan which contains an overview of those activities planned to be implemented by the ANSPs in the years ahead that most contribute to enable optimum use of airspace, taking into account air traffic flows in the airspace under the responsibility of Spain and Portugal and among the surrounding airspaces. LSSIP Year 2016 Spain 52 Released Issue

65 SW FAB ATS route network redesign is an important means to optimise the organisation and the use of airspace, ensuring a network continuum, and represents one of the greatest opportunities to optimize horizontal efficiency in terms of both KEP and KEA indicators. The route network improvements deal with lateral and vertical interconnectivity, including interconnectivity with SW FAB adjacent areas, and require the implication of many actors, as well as a considerable coordination: civil/military, agreements within the FAB and with other FABs and ANSPs outside the SW FAB. The objective is to improve the efficiency of SW FAB airspace by the implementation of Airspace Efficiency Plans which facilitate users an optimization of flown distances that allow reducing CO2 emissions and save fuel. LSSIP Year 2016 Spain 53 Released Issue

66 5.2. FAB Projects ATM IR conformity ATM1 Organisation(s): (ES), NAV (PT) Type of project: FAB Schedule: Status: Description: Link and references ATM MP links: Ongoing Other links: - Project included in RP2 Project included in DP2016: Performance contribution Define and agree technical solutions for the Conformity with Implementing Rules related with the ATM system. Planning and implementation of the agreed solutions. L3: ITY-ACID, ITY-ADQ, ITY-AGDL, ITY-AGVCS2, ITY-FMTP, ITY-SPI N Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Significant impact on safety is expected Environment: + Contribution to environment is expected Capacity: ++ Significant impact on capacity is expected Cost-efficiency: - Operational efficiency: + Contribution to operational efficiency is expected Cooperation Activities: - - ATS NETWORK IMPROVEMENTS PROJECT - NMP3 Organisation(s): Schedule: Status: Description: Link and references ATM MP links: (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) Ongoing Other links: - Project included in RP2 Project included in DP2016: Performance contribution Type of project: FAB Implementation of improvements to the ATS route network with proposals coming from the Route Network Development Sub-Group (RNDSG) or from airspace users. L3: AOM19.3 Y Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Some contribution to safety Environment: ++ Some contribution to environment Capacity: ++ Some contribution to capacity Cost-efficiency: - Operational efficiency: ++ Some contribution to Operational efficiency Cooperation Activities: - ATS Network improvements projects LSSIP Year 2016 Spain 54 Released Issue

67 Barcelona TMA Project TMA3 Organisation(s): Schedule: Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Project included in DP2016: Performance contribution (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) Type of project: FAB Ongoing. Sectorisation optimisation of Barcelona TMA and the implementation of AMAN in this TMA have been completed. The rest of the project will continue until Optimisation of Barcelona TMA based on re-organisation of ATC sectors, implementation of new instrumental procedures will permit more efficiency and capacity, implementation of RNP Approaches and AMAN deployment to improve the precision of the approach trajectory and facilitates air traffic sequencing. L3: ATC15.1, NAV10 Y Name/Code in RP2 Barcelona TMA project Y Name/Code in DP2016: 2015_215_AF1 (partially) Safety: ++ Contribution to safety is expected Environment: ++ Contribution to environment is expected Capacity: ++ Biggest impact on capacity Cost-efficiency: - Operational efficiency: ++ Significant contribution to operational efficiency is expected Cooperation Activities: - CDM ATM3 Organisation(s): (ES), NAV (PT) Type of project: FAB Schedule: Status: Description: Link and references ATM MP links: Ongoing Other links: - Project included in RP2 Project included in DP2016: Performance contribution Identification, analysis and implementation of common solutions regarding implementation of CDM functionality and interface with the ATM systems in and NAV Portugal Sharing of knowledge Coordinate common approach with Airlines Coordinate the integration of a CDM Airport on the Air Navigation Network L3: AOP05 N Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Significant impact on safety is expected Environment: ++ Significant impact on environment is expected Capacity: ++ Significant impact on capacity is expected Cost-efficiency: - Operational efficiency: ++ Significant impact on operational efficiency is expected Cooperation Activities: - - LSSIP Year 2016 Spain 55 Released Issue

68 Civil/military ground communications (phase III) Organisation(s): (ES), Mil. Authority (ES), NAV (PT) Type of project: FAB Schedule: Status: Description: Link and references Ongoing. ATM MP links: - Other links: - Project included in RP2 Project included in DP2016: Performance contribution Define, agree and implement the technical solutions for the improvements of civil-military and civil/civil ground voice communications in the following areas: -> Civil military voice communications improvements (Phase III): o CRC Canarias - ACC Canarias: o Tenerife Sur APP ACC Canarias: new ATS-R2 protocol link for civil-mil voice coordination o Zaragoza APP Barcelona ACC: new ATS-R2 protocol link for MIL-civil and MIL-MIL voice communications o Rota TWR Sevilla ACC: new ATS-R2 protocol link for MIL-civil voice communications -> Civil Civil voice communications improvements: o New voice link Lisboa ACC Madrid ACC over current AEFMP TDM (planned via Sevilla and Faro) o New voice link Lisboa ACC Sevilla ACC over current AEFMP TDM (planned via Madrid) o New voice link Lisboa ACC Canarias ACC over current AEFMP TDM (planned via Sevilla and Madrid) N Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Contributing to safety Environment: + Impact on environment is expected Capacity: + Impact on capacity is expected Cost-efficiency: - Operational efficiency: + Impact on Operational efficiency is expected Cooperation Activities: - - LSSIP Year 2016 Spain 56 Released Issue

69 FUA Optimisation project FUA1 Organisation(s): Schedule: Status: Description: Link and references ATM MP links: (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) Ongoing. Other links: - Project included in RP2 Project included in DP2016: Performance contribution Type of project: FAB The aim of this project is the improvement of flight efficiency through an increase of the availability of conditional routes, the implementation of new ones and the revision of restricted areas due to civil-military coordination. L3: AOM19.1 Y Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Some contribution to safety Civil-Military Coordination Environment: ++ Biggest impact on environment and operational efficiency Capacity: ++ Significant impact on capacity Cost-efficiency: - Operational efficiency: +++ Biggest impact on environment and operational efficiency Cooperation Activities: - Lisboa TMA Project TMA5 Organisation(s): Schedule: Status: Description: Link and references ATM MP links: (ES), NAV (PT), Portuguese Mil. Authority (PT) Ongoing. Other links: - Project included in RP2 Project included in DP2016: Performance contribution Type of project: FAB In order to increase Lisbon APT capacity, Terminal area will be restructured taking advantage of P-RNAV navigation procedures. L3: NAV03 N Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Impact on safety is expected Environment: ++ Impact on environment is expected Capacity: ++ Impact on capacity is expected Cost-efficiency: - Operational efficiency: ++ Impact on Operational efficiency is expected. Cooperation Activities: - - LSSIP Year 2016 Spain 57 Released Issue

70 Madrid TMA Project TMA 2 Organisation(s): (ES), Mil. Authority (ES) Type of project: FAB Schedule: Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Project included in DP2016: Performance contribution Ongoing. Communication and automation infrastructure has been updated in order to allow independent parallel approaches in Adolfo Suarez Madrid-Barajas Airport, which is expected to continue until 2018 Optimisation of Madrid TMA based on CNS infrastructure adaption that will permit to implement independent parallel approaches and deployment of RNP Approaches in order to improve the safety of operations L3: NAV10 Y Name/Code in RP2 Madrid TMA Project Y Name/Code in DP2016: 2015_215_AF1 (partially) Safety: ++ Contribution to safety is expected Environment: ++ Contribution to environment is expected Capacity: ++ Contribution to capacity is expected Cost-efficiency: - Operational efficiency: ++ Contribution to Operational efficiency is expected Cooperation Activities: - New radars sharing CNS5 Organisation(s): (ES), NAV (PT) Type of project: FAB Schedule: Status: Description: Link and references ATM MP links: TBD Ongoing. Other links: - Project included in RP2 Project included in DP2016: Performance contribution Define, agree and implement the technical solution for the additional surveillance data exchange of Taborno, Valdespina, Peñas del Chache and Porto, aimed at enhancing radar data sharing between Portugal and Spain. L3: ITY-SPI N Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Impact on safety is expected Environment: ++ Impact environment is expected Capacity: ++ Impact on capacity is expected Cost-efficiency: - Operational efficiency: ++ Impact on Operational efficiency is expected Cooperation Activities: - - LSSIP Year 2016 Spain 58 Released Issue

71 Palma TMA Project TMA7 Organisation(s): Schedule: Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Project included in DP2016: Performance contribution (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) Type of project: FAB Ongoing. Current STAR structure for LEPA has been improved and the implementation of AMAN in Palma TMA completed. Implementation of a new RNAV-1 based TMA in Palma to provide enough capacity and efficiency to main traffic flows between Europe and Balearic Islands. TMA design will enhance current SID/STAR structure, enabling flights to operate close to user preferred trajectories. L3: ATC15.1, NAV10 N Name/Code in RP2 Y Name/Code in DP2016: 061AFa (partially) Safety: ++ Contribution to safety is expected Environment: ++ Contribution to environment is expected Capacity: ++ Biggest impact on capacity Cost-efficiency: - Operational efficiency: ++ Significant contribution to operational efficiency is expected Cooperation Activities: - - SW FAB En-route Sectorisation Improvement Project - NMP4 Organisation(s): Schedule: Status: Description: Link and references ATM MP links: (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) Ongoing Other links: - Project included in RP2 Project included in DP2016: Performance contribution Type of project: FAB Several resectorisation activities are planned to increase the airspace capacity to achieve local performance targets, with its positive impact in the SW FAB aggregated target. L3: AOM19.1 N Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Some contribution to safety is expected Environment: + Some contribution to environment is expected Capacity: +++ Biggest impact on capacity Cost-efficiency: - Operational efficiency: + Some contribution to operational efficiency is expected Cooperation Activities: - - LSSIP Year 2016 Spain 59 Released Issue

72 SW FAB FRA Phase III Project FRA4 Organisation(s): Schedule: Status: Description: Link and references ATM MP links: (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) Planned. Other links: - Project included in RP2 Project included in DP2016: Performance contribution Type of project: FAB The aim of this project is to improve flight efficiency through the implementation of Free Route operations based in DCT segments in Madrid, Barcelona and Canarias UIR (limited to overflying traffic and from FL345). L3: AOM21.2 N Name/Code in RP2 N Name/Code in DP2016: - Safety: + Some contribution to safety is expected Environment: +++ Biggest impact on environment and operational efficiency Capacity: + Some contribution to capacity is expected Cost-efficiency: - Operational efficiency: +++ Biggest impact on environment and operational efficiency Cooperation Activities: - - SW FAB harmonisation project PRO1 Organisation(s): Schedule: Status: Description: Link and references (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) Ongoing. ATM MP links: - Other links: - Project included in RP2 Project included in DP2016: Performance contribution Type of project: FAB In the framework of ATM procedures, the objective of this project is to ensure the harmonisation within SW FAB in the following areas: Harmonisation of SW FAB Upper/Lower Airspace vertical limits Harmonisation of Airspace Classification; Harmonisation of radar separation; and Harmonisation of FL division at cross-border sectorisation. N Name/Code in RP2 N Name/Code in DP2016: - Safety: + Contribution to safety is expected Environment: See 'Safety'. Capacity: + Contribution to capacity is expected Cost-efficiency: - Operational efficiency: + Contribution to operational efficiency is expected Cooperation Activities: - - LSSIP Year 2016 Spain 60 Released Issue

73 Surveillance IP - CNS4 Organisation(s): (ES), NAV (PT) Type of project: FAB Schedule: Status: Description: Link and references ATM MP links: Ongoing. Other links: - Project included in RP2 Project included in DP2016: Performance contribution Define, agree and implement the technical solutions for the migration of surveillance data exchange between Portugal and Spain from X.25 to IP (As Pontes, Valdespina, Cancho Blanco, Montejunto, Faro, Foia and Porto Santo). L3: ITY-SPI N Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Impact on safety is expected Environment: + Impact on environment is expected Capacity: + Impact on capacity is expected Cost-efficiency: - Operational efficiency: + Impact on Operational efficiency is expected Cooperation Activities: Regional cooperation Regional Cooperation Initiatives Regional AEFMP Framework AEFMP was set up by Algeria, Spain, France, Morocco and Portugal in 1996 to harmonize and optimize the air navigation operations among the five countries. It aims at promoting the establishment of common regional convergence objectives in order to achieve a high operational efficiency in the provision of services. To this regard, a Joint AEFMP Plan was signed by the Civil Aviation Authorities and by the Air Navigation Service Providers in After 14 years of fruitful cooperation, the AEFMP MoU was signed in January 2016 and publicly ratified during the WAC (World ATM Congress) held in Madrid, in March 2016, with the attendance of representatives of the European Commission. The renewed framework of cooperation includes updated leading principles and reinforced cooperation to face future ATM (Air Traffic Management) developments steaming form the SES (Single European Sky) framework evolution. The AEFMP is then particularly focused on the harmonization of procedures, the improvement of interoperability and the management of implementation of new systems. Accordingly, the main AEFMP objectives are: to coordinate and collaborate on the operational and technical enablers alignment; to harmonize and optimize the deployment timeline of the operational and technical enablers; to push towards more interoperable systems; to optimize the traffic flows across the AEFMP area; and to interconnect ATM systems, share data stemming from AEFMP facilities and systems. LSSIP Year 2016 Spain 61 Released Issue

74 The main achievements of the AEFMP have been the result of the collaboration in the following areas: Optimum use of Technical Systems: technical optimization is considered essential to provide the users with systems aimed at improving or maintaining performance through synchronized interoperable technology deployment. Likewise, the main general objectives are: - to establish systems and common protocols allowing for a reliable, quick and effective exchange of information between operational centres; - to share data stemming from technical premises between adjacent (non-national) units, when pertinent; - to share technical knowledge and experience between AEFMP ANSPs and propose new technical ways of improving CNS/ATM systems. Optimum use of Airspace: common methods and procedures as well as operational changes have been and shall be assessed considering the impact on global performance and in order to optimize the use of the AEFMP airspace by its users. Likewise, the general objectives are: - to study and elaborate common working methods for the area, as well as establishing support systems necessities; - to establish common criteria for airspace organization and co-ordination of adjacent units in order to avoid bottlenecks; - to analyze delays in the AEFMP area and propose joint measures in order to reduce delays in the area. The previous areas of work include inter-fab and other non AEFMP countries collaboration activities, with the aim to extend the SES objectives to other geographies while keeping the aim to maintain, or improve the level of safety in the AEFMP area. In line with its objective to develop the EU technical cooperation and SES extension to the AEFMP North-African partners, AEFMP answered positively to an invitation of Groupe des ministres des Transports de la Méditerranée Occidentale, GTMO5+5 (Group of Transport ministers from Western Mediterranean) to produce a study, led by DSNA, focused on the cooperation status, projects and needs among the ten countries concerned (Portugal, Spain, France, Italy, Malta, Morocco, Mauritania, Algeria, Tunisia and Libya). The study was delivered on November 22 nd 2016, to 5+5 ANSPs and CETMO as a fully validated version and now is under the assessment of the GTMO5+5. In addition, AEFMP SC decided to respond positively to the willingness of OACA (Tunisia) to join the AEFMP activities, inviting OACA to attend the AEFMP Working and Sub-Working Groups meetings as an observer. Lastly, by the beginning of September 2016, the renewal of the newly hosted public website, was finalized and made publicly available. itec-efdp Following the successful co-operation started several years ago between, the German DFS and NATS, and with the further incorporation of LVNL and AVINOR (with INDRA as technological partner), the activities for defining, developing and implementing the itec product have continued along The main efforts have been devoted to jointly define the FDP and CWP components for the itec version V2 as a common product that will became the core of the s ATM system Additionally, the activities have also focused on the definition of the IOP activities to be performed on SESAR 2020, and to jointly contribute to the definition of IOP tasks addressed from the SJU that also encompass participants from many other ANSPs and Ground Industry. Both activities pave the way to a future smooth implementation of IOP across Europe. In 2017 will mainly focus on the review and modification of our already developed itec MTCD tactic functionality. In parallel, the work is progressing in the definition and development of the interfaces for accommodating the current ATM SACTA system to the itec common product. LSSIP Year 2016 Spain 62 Released Issue

75 The itec platform is used on the SESAR validations performed by, incorporating the new concepts defined in SESAR JU programme. A6 Alliance The A6 Alliance was set up informally in 2007 between the ANSPs interested in accession to SJU membership, i.e.:, the Spanish ANSP; DFS, the German ANSP; DSNA, the French ANSP; ENAV, the Italian ANSP; NATS, the British ANSP; NORACON, (the NORth European and Austrian CONsortium), which consists of nine members: Swedavia (Swedish airports) and eight European ANS providers: Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark). After the successful cooperation for accession to SJU membership, it was decided to formalise the A6 Alliance through a Memorandum of Cooperation which was concluded in June The aim of the cooperation and coordination between the 6 parties was to provide customer value through improving the ATM performance at a European Network Level and increasing the pace of delivering the Single European Sky. The main areas of cooperation relate to general fields of mutual interest (e.g. best practice, harmonised strategy etc.), the SESAR R&D phase and SESAR deployment phase. The governance of the A6 Alliance is ensured by a Steering Board composed of CEOs which meets on a quarterly basis and is supported by a Strategy Board composed of senior managers. An R&D Working Group and a Deployment Working Group organise co-operation at expert level. The A6 Alliance quickly became an important player and a key stakeholder of the Single European Sky and has made significant and remarkable contributions to the SESAR JU, for example on the occasion of the ATM Master Plan Updates (editions 2012 and 2015). The A6 Alliance leads European-wide technical activities validated and co-funded by the EC for their consistency with the SES framework. Recently INEA awarded close to 543 million to A6 members implementation projects as part of 2014 and 2015 Connecting Europe Facility (CEF) calls within SESAR Common Projects deployment priority (currently only Pilot Common Project PCP). PANSA is now a full member of the A6 Alliance, which has also developed a close partnership with the COOPANS 6 ANSPs, and a strong relationship with the A4 (Airlines) and the SDAG (airports) which has resulted in the setup of an industry led consortium (SESAR Deployment Alliance (SDA)). On December, 5th 2014, the European Commission tasked the SDA with the setup of the SESAR Deployment Manager, thus strengthening its legitimacy in actively contributing to SESAR deployment. This partnership between ANSPs led to the formal integration of COOPANS into the A6 Alliance for SESAR Deployment Manager activities and today, the A6 Alliance members provide significant support either in logistics or in staff to the SESAR Deployment Manager. Finally, in the context of SESAR2020, the B4 7 Consortium joined the A6 Alliance in 2015 and an agreement has been recently established between the A6 Alliance and Skyguide in order to authorise exchanges between their experts in the domain of R&D. 6 ACG, Croatia Control, IAA, LFV and Naviair together form the COOPANS Alliance 7 PANSA, ANS CR, LPS SR and Oro Navigacija together form the B4 Consortium LSSIP Year 2016 Spain 63 Released Issue

76 SESAR Deployment Alliance The SESAR Deployment Alliance was appointed by the European Commission (05/dic/2014) as Deployment Manager. The main task of the SESAR Deployment Manager is to develop, propose and maintain the Deployment Programme of SESAR concepts and technologies and ensure efficient synchronisation and overall coordination of implementation projects, as well as the related investments in line with the Deployment Programme. The SESAR Deployment Alliance is a partnership of leading airlines, airports and air navigation service providers the managers and users of Europe s airspace. They are committed to the principle of the Single European Sky and to deploying the technologies that will deliver it to create customer and environmental efficiencies. The partners are: A6 Deployment Manager Alliance: The A6 Deployment Manager Alliance is formed of five ANSP members of the SESAR JU DFS (Germany), DSNA (France), (Spain), ENAV (Italy) and NATS (UK), working with PANSA of Poland and a group representing ANSPs members of the COOPANS alliance including AustroControl (Austria), Croatia Control, IAA (Ireland), LFV (Sweden) and Naviair (Denmark). A4 Airlines: Air France-KLM group, easyjet, IAG and Lufthansa Group, the four airline members of the EC s Aviation Platform, created the A4 Group of Airlines at the end of Their aim is to help accelerate operational improvements in ATM and to coordinate airline participation in the SESAR Deployment Manager to ensure performance driven implementation of new ATM procedures and technologies. The SESAR-related Deployment Airport Group (SDAG) European Economic Interest Group (EEIG) includes a group of 25 airports from among those represented by Airport Council International Europe (ACI-E) and that are in the scope of the Pilot Common Project. Some of the main activities accomplished by SDM during 2016 are: On 3 rd January 2016, the European Investment Bank (EIB) and the SESAR Deployment Manager signed a Memorandum of Understanding (MoU) to reinforce and expand cooperation between the two organisations. On 8 th March 2016, the SESAR Deployment Manager (SDM) and the European Organisation for Civil Aviation Equipment (EUROCAE) signed a Memorandum of Cooperation. This MoC provides the principles and sets a framework for efficient cooperation and communication between the SDM and EUROCAE with regard to SESAR deployment, in light of Regulation 409/2013. On 8 th July in occasion of the CEF Coordination Committee, the EU Member States formally approved the list of 195 transport actions (all transport means) that receive 6.7 billion of EU funding under the 2015 CEF Transport Calls for Proposals. The 3 clusters of 223 PCP related Implementation Projects submitted by SESAR Deployment Manager in response to the 2015 CEF Transport Calls for Proposals on 15 th of February 2016 within the Funding Objective 3.3.1, Single European Sky SESAR Category 1 Common projects are part of these 195 actions that were approved. On 7 th October 2016, the Deployment Manager published the Deployment Programme This serves as the basis of the 2016 CEF Call for Proposals for public funding for actions related to Common Projects. DP 2016 contains a full project view for PCP implementation in a performance driven approach, and provides a comprehensive and structured work plan of all activities necessary to implement technologies, procedures and best practices required for common projects. On the 13 rd October 2016, the Call for Proposals for Actions under the 2016 Multi-Annual Work Programme was launched by INEA. The SESAR Deployment Manager has coordinated applications for projects related to PCP implementation, as well as will submit the proposals to INEA (7 th February 2017). On 19 th October 2016, SESAR Deployment Manager (SDM) was mandated by the European Commission (EC) to act as Data Link Services (DLS) Implementation Project Manager. By this mandate, EC aims to implement one of the key recommendations in the DLS study delivered by the SESAR Joint Undertaking in July 2016 (ELSA) to empower a pan-european air/ground datalink implementing function having appropriate steering responsibilities. In addition to its roles of Deployment Manager and Coordinator of the Framework Partnership to deploy SESAR, SDM will also act as architect for DLS implementation in Europe. LSSIP Year 2016 Spain 64 Released Issue

77 5.4. Regional Projects Bordeaux Interface Project NMP2 Organisation(s): Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Project included in DP2016: Performance contribution DSNA (FR), (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) Ongoing. Type of project: Regional To further improve the airspace structure: At the interface between Madrid FIR/UIR and Bordeaux FIR by enlarging TSA34 in response to future French military needs and adjust ATS routes/ ATC sectors accordingly, considering civil as well as French military airspace requirements; At the Barcelona FIR/Bordeaux FIR interface by segregating major traffic flows in order to increase capacity, considering civil as well as French military airspace requirements. L3: AOM19.1 SW FAB OB CP (NMP2) Y Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Some contribution to safety Environment: ++ Some contribution to environment Capacity: ++ Some contribution to capacity Cost-efficiency: - Operational efficiency: ++ Some contribution to operational efficiency Cooperation Activities: - SWFAB/Bordeaux interface project LSSIP Year 2016 Spain 65 Released Issue

78 Lisboa/Madrid/Brest FRA (ifra) Organisation(s): Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Project included in DP2016: Performance contribution DSNA (FR), (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) Type of project: Regional Ongoing. The implementation of Santiago-Asturias Free Route Airspace (FRASAI) was completed in 2014 and the re-organisation and optimisation of the interface between SW FAB (FRASAI area) and FABEC airspace was finished in January Extension of the Free Route Airspace concept into Brest airspace is expected to continue until The aim of this project is the extension of SW FAB Free Route Airspace towards Brest Airspace to accommodate main traffic flows into the West Airspace Operational Block of SW FAB airspace, creating one of the largest Free Route Airspaces in the ECAC area. It is based on the principle of optimum use of airspace trying to overcome national/fab s border. Lisboa/Madrid/Brest Free route project is the first free route initiative considering two FAB airspaces (SW FAB and FABEC). L3: AOM21.2 SW FAB OB CP FRA1 Y Name/Code in RP2 N Name/Code in DP2016: - Safety: + Some contribution to safety is expected Free Route Airspace (FRA) Environment: +++ Biggest impact on environment and operational efficiency Capacity: + Some contribution to capacity is expected Cost-efficiency: - Operational efficiency: +++ Biggest impact on environment and operational efficiency Cooperation Activities: - LSSIP Year 2016 Spain 66 Released Issue

79 NMP1 - SW FAB Marseille Interface Organisation(s): Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Project included in DP2016: DSNA (FR), (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) Ongoing Performance contribution Type of project: Regional Airspace restructuration to improve traffic flows and traffic management between SW FAB and FABEC airspace (via Marseille FIR). Marseille interface collects outbound traffic from LECP to Germany and from LEBL, LEMD and LPPT to Central Europe and Northern Italy. This project will achieve the following benefits: Conflicts reduction at the boundary; Traffic load balancing between different exit points; Increased capacity; Improved flow segregation; and Improved hand-over between collateral ACCs. L3: AOM19.2 SW FAB OB CP (NMP1) Y Name/Code in RP2 N Name/Code in DP2016: - Safety: ++ Some contribution to safety Environment: ++ Some contribution to environment Capacity: ++ Some contribution to capacity Cost-efficiency: - Operational efficiency: ++ Some contribution to operational efficiency Cooperation Activities: - SW FAB/Marseille FIR interface project LSSIP Year 2016 Spain 67 Released Issue

80 SW FAB FRA Phase II Organisation(s): Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Project included in DP2016: (ES), NAV (PT), Portuguese Mil. Authority (PT) Ongoing. Performance contribution Type of project: Regional The main aim of this project is to extend Free Route operations (FRASAI and LISBOA FIR) to Santa Maria Oceanic Airspace. L3: AOM21.2 SW FAB OB CP FRA2 N Name/Code in RP2 N Name/Code in DP2016: - Safety: + Some contribution to safety is expected Environment: ++ Biggest impact on environment and operational efficiency Capacity: + Some contribution to capacity is expected Cost-efficiency: - Operational efficiency: ++ Biggest impact on environment and operational efficiency Cooperation Activities: - - LSSIP Year 2016 Spain 68 Released Issue

81 Chapter 6 Implementation Objectives Progress 6.1. State View Overall Objective Implementation Progress distribution for applicable Implementation Objectives 0; 0% 0; 0% 0; 0% 4; 7% 14; 23% Completed Ongoing Planned 17; 27% Late No Plan 15; 24% Not Applicable 12; 19% Missing Data Undefined By the end 2016 the implementation of 17 out of 62 8 objectives was planned beyond the implementation date set in ATM MP Level 3 edition 2016: AOP04.2 in planned to be deployed by end 2019 in Madrid, Barcelona and Palma. A-SMGCS Level 2 implementation is linked to a new SACTA version. The function has been developed, but some system enhancements which have to be validated by controllers based on the shadow mode performed in situ, are necessary. AOP05 in planned to be implemented in Palma by end The certification by NM is planned by May ATC02.8 will be deployed by end In particular APW Level 1 function is already in service in Air Navigation Regional Directorates East (Barcelona and Palma ACCs). For Madrid ACC, development is completed but implementation needs an additional coordination with the Military Unit (this process is ongoing and it is pending on their approval). For the rest of Air Navigation Regional Directorates, the implementation will be carried out throughout 2017, according to the update of ATC systems. MSAW has been reviewed due to the existence of a new specification. MSAW function will be technically available by As a consequence, the development and test of the new specification will be performed in 2017 and the operational validation and training is expected to be carried out in APM is planned to be implemented by end Note that AOP and ENV implementation objectives are counted three times because they are applicable to Madrid, Barcelona and Palma. LSSIP Year 2016 Spain 69 Released Issue

82 ATC17 will be fully implemented by 2021 within the context of SACTA 4.1 itec. ENV01: CDA has been implemented during the night period in Madrid, Barcelona and Palma. There are additional planned activities according to the implementation of CEM working arrangement. The monitoring and performance measurement process, including a feedback process to the ANSP and users and the link with the local community, including information sessions are expected by end ENV02 in Madrid, Barcelona and Palma has been reopened and will be enhanced as a result of the analysis of the new CEM specification published in Sep/14 and is expected to be finished by end FCM04.1 is planned to be deployed in Barcelona ACC during 2017 with the advice from NM. The rest of Spanish ACCS will benefit from STAM phase 1 by mid ITY-ADQ is planned to be deployed by end ADQ Regulation is currently under discussion due to its strong restrictions. In fact, EASA established a work group which elaborated the NPA 2016/02 Technical requirements and operational procedures for aeronautical information services and aeronautical information management, whose comments received are currently under review with the objective to repeal ADQ Regulation. The idea is to keep the same spirit in the new Regulation but making its implementation more flexible and rational. Nevertheless, is making an important effort and has established, in coordination with AESA, the ADQ implementation plan,compatible with the new Regulation proposed by EASA, which allows the effective implementation of 73/2010 ADQ Regulation in phases (11/16 for critical data - 07/17 for essential data - 12/18 for the remaining data). ITY-SPI: National planning would allow the fulfillment of this objective by June 2020, although some intermediate activities are delayed. Specifically the safety assessment to the existing surveillance chain developed by is still being reviewed by the civil NSA (AESA) since Dec Once the review of assessment is finished, it will be used by SAERCO and FERRONATS as a baseline to build their own safety argument. NAV10 is planned to be implemented by Oct The strategy of implementation of APV in Spain consists of a joint deployment of APV SBAS and APV BARO-VNAV procedures, in order to respect cost-efficiency principles for all operators. First safety assessment to implement an APV approach procedure with 3 minima lines (LNAV, LNAV/VNAV and LPV) in Santander Airport was approved in 2013 and for Almeria airport in RNP APCH (APV type) in Santander is already in service (Oct/2013) for both runway ends. For Almeria airport both RNAV-1 SID and STAR and RNP APCH have been put in operational use in Currently, the PBN implementation plan is being redefined to adapt it to solve existing operational difficulties even if those difficulties will make more complex the implementation of RNP APCH procedures. The work done so far in some scenarios initially proposed first for implementation will be used in the future. ATC02.2 (additional objective) according to SACTA planning, STCA in TMA could be fully implemented by mid By 30/07/16 STCA was operational in all Spanish TMAs except in the Balearic Region, where it is planned to be deployed by 30/06/2017. Furthermore a relevant number of currently ongoing implementation objectives are planned to be fully accomplished in 2017 (ATC15.1, FCM03) and 2018 (AOM13.1, ITY-AGDL, ITY-AGVCS 2 and SAF11). LSSIP Year 2016 Spain 70 Released Issue

83 Objective Progress per SESAR Key Feature Legend: ## % = Expected completion / % Progress 100% = Objective completed = Implementation Objective timeline (different colour per KF) = Completion beyond Implementation Objective timeline Optimised ATM Network Services Average implementation progress: 35% AOM13.1 AOM19.1 AOM19.2 AOM19.3 FCM01 FCM03 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling ASM support tools to support A FUA ASM Management of real time airspace data ASM Management of real time airspace data Enhanced tactical flow management services Collaborative flight planning FCM04.1 STAM Phase 1 FCM04.2 STAM Phase 2 FCM05 FCM06 Interactive rolling NOP Traffic Complexity Assessment < % 83% 0% 89% 55% 0% 0% 0% 25% 0% LSSIP Year 2016 Spain 71 Released Issue

84 Advanced Air Traffic Services Average implementation progress: 51% < AOM21.1 AOM21.2 Direct Routing Free Route Airspace ATC02.2 STCA Level 2 ATC02.8 ATC07.1 Ground based Safety Nets AMAN tools and procedures 0% 83% LEBL Barcelona Airport 100% LEMD Madrid Barajas Airport 100% LEPA Palma de Mallorca Airport 100% ATC12.1 Automated support for conflict detection, resolution support information and conformance monitoring ATC15.1 Implement, in en route operations, information 66% exchange tools & procedures in support of basic AMAN ATC15.2 Arrival Management extended to en route airspace 100% ATC16 ACAS II compliant with TCAS II change 7.1 ATC17 Electronic dialogue as automated assistance to controller during coordination and transfer ENV01 ITY COTR NAV03 RNAV 1 NAV10 Continuous Descent Operations 48% LEBL Barcelona Airport 83% LEMD Madrid Barajas Airport 83% LEPA Palma de Mallorca Airport 83% Ground ground automated co ordination 100% processes APV procedures 10% 4% 2% 55% 0% 63% LSSIP Year 2016 Spain 72 Released Issue

85 High Performing Airport Operations Average implementation progress: 46% < AOP04.1 A SMGCS Level 1 AOP04.2 A SMGCS Level 2 AOP05 AOP10 AOP11 LEBL Barcelona Airport 100% LEMD Madrid Barajas Airport 100% LEPA Palma de Mallorca Airport 100% LEBL Barcelona Airport 50% LEMD Madrid Barajas Airport 33% LEPA Palma de Mallorca Airport 33% Airport CDM LEBL Barcelona Airport 100% LEMD Madrid Barajas Airport 100% LEPA Palma de Mallorca Airport 60% Time Based Separation LEMD Madrid Barajas Airport 0% Initial Airport Operations Plan AOP12 AOP13 ENV02 SAF11 LEBL Barcelona Airport 0% LEMD Madrid Barajas Airport 0% LEPA Palma de Mallorca Airport 0% Improve runway and airfield safety with ATC clearances monitoring LEBL Barcelona Airport 10% LEMD Madrid Barajas Airport 10% LEPA Palma de Mallorca Airport 10% Automated assistance to Controller for Surface Movement Planning and Routing LEBL Barcelona Airport 0% LEMD Madrid Barajas Airport 0% LEPA Palma de Mallorca Airport 0% Collaborative Environmental Management LEBL Barcelona Airport 82% LEMD Madrid Barajas Airport 85% LEPA Palma de Mallorca Airport 85% Improve runway safety by preventing runway excursions 90% LSSIP Year 2016 Spain 73 Released Issue

86 Enabling Aviation Infrastructure Average implementation progress: 64% < COM10 Migrate from AFTN to AMHS 100% COM11 FCM08 INF04 INF07 Voice over Internet Protocol (VoIP) Extended Flight Plan Integrated briefing Electronic Terrain and Obstacle Data (etod) 100% 60% 56% 0% ITY ACID ITY ADQ ITY AGDL ITY AGVCS2 ITY FMTP ITY SPI Aircraft identification Ensure quality of aeronautical data and aeronautical information Initial ATC air ground data link services 8,33 khz air ground voice channel spacing below FL195 Common Flight Message Transfer Protocol Surveillance performance and interoperability 100% 63% 53% 57% 81% 37% LSSIP Year 2016 Spain 74 Released Issue

87 ICAO ASBU Implementation The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2016 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/58 (European Air Navigation Planning Group). Legend: = Completed (during 2016 or before) = Missing planning date = Progress achieved in 2016 = Not applicable < B0 APTA Optimization of Approach Procedures including vertical guidance 55% 100% B0 SURF Safety and Efficiency of Surface Operations (A SMGCS Level 1 2) 70% 100% B0 FICE Increased Interoperability, Efficiency and Capacity through Ground Ground Integration 67% 100% B0 DATM Service Improvement through Digital Aeronautical Information Management 82% 100% B0 ACAS ACAS Improvements 100% B0 SNET Increased Effectiveness of Ground Based Safety Nets 66% 100% B0 ACDM B0 RSEQ Improved Airport Operations through Improved Traffic flow through Runway sequencing (AMAN/DMAN) 87% 83% 100% 100% B0 FRTO Improved Operations through Enhanced En Route Trajectories 54% 100% B0 NOPS Improved Flow Performance through Planning based on a Network Wide view 94% 100% B0 ASUR Initial capability for ground surveillance 81% 100% B0 CDO Improved Flexibility and Efficiency in Descent Profiles (CDO) 73% 100% B0 TBO Improved Safety and Efficiency through the initial application of Data Link En Route 57% 100% LSSIP Year 2016 Spain 75 Released Issue

88 6.2. Detailed Objectives Implementation progress Two colour codes are used for each Implementation Objective box : o a colour code is used to show the Objective Scope in the Objective ID cell, and o another colour code is used to show the Objective Progress in the State and for each national stakeholder. (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: ECAC Completed No Plan EU+ Ongoing Not Applicable Multi-N Planned Missing Data APT Late LSSIP Year 2016 Spain 76 Released Issue

89 AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling Timescales: 83% Ongoing Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 Revision of national regulation has finished and the Royal Decree 552/2014 has been published. National publications (RCAO) were updated in accordance with EUROAT in December A new update to RCAO, adapted to SERA and RCA (Royal Decree 552/2014), has been approved and published in December /12/2018 Documentation regarding OAT/GAT interface has been drafted accordingly and pending on final approval and publication. It is planned to train ATS military personnel according to the OAT/GAT interface document once updated. REG (By:12/2018) Spanish mil authorities are involved in harmonisation of OAT with EUROAT. National publications (RCAO) were updated in accordance with Mil. Authority EUROAT in December National legislation has been approved and published at Ministerial level on December Documentation regarding OAT/GAT interface has been drafted accordingly and pending on final approval and publication. Revision of national regulation has finished and the Royal DGAC Decree 552/2014 has been published. ASP (By:12/2018) The agreed texts have been officially approved by CIDEFO and RCAO MIL. It is planned to train ATS personnel according to updated OAT/GAT interface document (pending on publication, see Mil. Authority AOM13.1 REG01). Military units and training centres have been alerted about changes included in that document, in order to adapt both, upgrade and study plans. MIL (By:12/2018) Mil. Authority Spanish military authorities are involved in harmonisation of OAT with EUROAT. At national level, there is an outstanding OAT and GAT handling coordination, approved by national regulation (RCAO, RCA and civil military coordination rules). Civil and military users follow RCA (adapted to SERA), while RCAO (adapted to EUROAT, published on the 2nd December 2016) is only needed to show military deviations and specificities. National annex containing Spanish information was delivered in December All military aeronautical information is included in AIP España (a formal agreement between Mil Authority and Civil ANSP () is done from 2006), which is already migrated to EAD. At FAB level the LoA was signed in September 2012 for handling procedures between Spain and Portugal. FUA Optimisation project FUA1 40% 100% FUA Optimisation project FUA1 FUA Optimisation project FUA1 FUA Optimisation project FUA1 100% 10% 92% Ongoing 03/12/2017 Completed 31/12/2014 Completed 31/12/2014 Ongoing 31/12/2018 Ongoing 31/12/2018 LSSIP Year 2016 Spain 77 Released Issue

90 AOM19.1 ASM support tools to support A FUA Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 0% Planned Enaire and the Spanish Air Force have planned the deployment of LARA as ASM Tool, and PRISMIL for KPIs calculation. The plan includes the interoperability of the tool with NM systems. LARA/PRISMIL will be deployed in joint AMC (Airspace Management Cell) and in several civil and military locations. A specific 31/12/2018 Project "Deployment of LARA System in Spain" has been submitted to INEA Call 2016 ( is the project leader and Spanish Air Force is a contributor). INEA award would permit to accomplish with the objective. ASP (By:12/2018) Mil. Authority Enaire and the Spanish Air Force have planned the deployment of LARA as ASM Tool, and PRISMIL for KPIs calculation. The plan includes the interoperability of the tool with NM systems. LARA/PRISMIL will be deployed in joint AMC (Airspace Management Cell) and in several civil and military locations. A specific Project has been submitted to INEA Call Enaire and the Spanish Air Force have planned the deployment of LARA as ASM Tool, and PRISMIL for KPIs calculation. The plan includes the interoperability of the tool with NM systems. LARA/PRISMIL will be deployed in joint AMC (Airspace Management Cell) and in several civil and military locations. A specific Project has been submitted to INEA during the Call INEA award would permit to accomplish with the objective. Bordeaux Interface Project NMP2 Bordeaux Interface Project NMP2 0% 0% Planned 31/12/2018 Planned 31/12/2018 AOM19.2 ASM Management of Real Time Airspace Data Timescales: Initial operational capability: 01/01/2017 0% Planned Full operational capability: 31/12/2021 Enaire and the Spanish Air Force have planned the deployment of LARA as ASM Tool, and PRISMIL for KPIs calculation (objective AOM 19.1). A specific project "Deployment of LARA System in Spain" has been submitted to INEA Call The connection between LARA and the ATC system (SACTA) at ACCs is out of 31/12/2021 the scope of that project. However It is planned to implement the necessary updates to manage real time airspace data, as well as the design and implementation of the new procedures. ASP (By:12/2021) Mil. Authority has requested the provision of LARA tool from EUROCONTROL. Once LARA is fully operational and provides real time ASM data, ATC system will be upgraded to facilitate full connectivity. The necessary updates to manage the real time airspace data will be performed jointly by and Spanish Air Force. NMP1 SW FAB Marseille Interface NMP1 SW FAB Marseille Interface 0% 0% Planned 31/12/2021 Planned 31/12/2021 LSSIP Year 2016 Spain 78 Released Issue

91 AOM19.3 Full rolling ASM/ATFCM process and ASM information sharing Timescales: Initial operational capability: 01/01/2014 0% Planned Full operational capability: 31/12/2021 Enaire and the Spanish Air Force have planned the deployment of LARA as ASM Tool, and PRISMIL for KPIs calculation (objective AOM 19.1). A specific project "Deployment of LARA System in Spain" has been submitted to INEA Call Full rolling ASM/ATFCM process is out of the scope of that project. However It 31/12/2021 is planned to implement the necessary updates to cope with Full rolling ASM/ATFCM process and ASM information sharing. ASP (By:12/2021) Mil. Authority The objective is to have a continuous information Exchange between ASM and ATFCM systems to get the best exploitation of the airspace. This requires ASM system upgrade to facilitate dynamic configuration of sectors to accommodate traffic demand Enaire and the Spanish Air Force have planned the deployment of LARA as ASM Tool, and PRISMIL for KPIs calculation (objective AOM 19.1). A specific project "Deployment of LARA System in Spain" has been submitted to INEA during the Call Full rolling ASM/ATFCM process is out of the scope of that project. However It is planned to implement the necessary updates to cope with Full rolling ASM/ATFCM process and ASM information sharing. ATS NETWORK IMPROVEMENT S PROJECT NMP3 ATS NETWORK IMPROVEMENT S PROJECT NMP3 0% 0% Planned 31/12/2021 Planned 31/12/2021 AOM21.1 Direct Routing Timescales: Initial Operational Capability: 01/01/2015 0% Planned Full Operational Capability: 31/12/2017 According to project "Deployment of SACTA itec" submitted to CEF 2016 call, implementation of Direct Routing is planned by 31/12/ /12/2017 ASP (By:12/2017) According to project "Deployment of SACTA itec" submitted to CEF 2016 call, implementation of Direct Routing is planned by 31/12/2017 SW FAB FRA Phase III Project FRA4 0% Planned 31/12/2017 LSSIP Year 2016 Spain 79 Released Issue

92 AOM21.2 Free Route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/ % Ongoing The SW FAB already operates the free route concept in Lisbon FIR and Madrid FIR sectors of Santiago and Asturias (FRASAI project). The implementation of the FRA concept in the SW FAB has a long term perspective, coherent with the operational benefits it offers to aircraft operators, that includes the following phases: Free route extension 31/12/2021 to FABEC, Free route extension to Santa Maria Oceanic airspace and SW FAB FRA Phase III (implementation of Free Route operations based in DCT segments in Madrid, Barcelona and Canarias UIR limited to overflying traffic and from FL345). The overall project is planned to be implemented by the end ASP (By:12/2021) Implementation of Santiago/Asturias Free Route Airspace (FRASAI). ESPAF has reduced the vertical limits of several training areas in order to facilitate FRASAI. THE SW FAB ALREADY OPERATES THE FREE ROUTE CONCEPT IN LISBON FIR AND MADRID FIR SECTORS OF SANTIAGO AND ASTURIAS (FRASAI PROJECT). THE OBJECTIVE IS TO EXTEND FRA CONCEPT TO BOTH THE WHOLE SW FAB AIRSPACE AND IN A CROSS BORDER PERSPECTIVE. CONSEQUENTLY, SW FAB HAS PLANNED A PHASED EXTENSION OF FREE ROUTE: TO BREST AND TO SANTA MARIA OCEANIC AIRSPACE. THE OVERALL PROJECT IS PLANNED TO BE IMPLEMENTED BY THE END 2021 Lisboa/Madrid/ Brest FRA (ifra) / SW FAB FRA Phase II / SW FAB FRA Phase III Project FRA4 10% Ongoing 31/12/2021 AOP04.1 Advanced Surface Movement Guidance and Control System (A SMGCS) Level1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LEBL Barcelona Airport A SMGCS architecture adopted by consists of a combination of SMR and Mode S multilateration system with capability for ADS B 1090 information processing capability. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area 31/12/2016 multilateration (WAM) systems will be used. Although the system is available since July 2012, the implementation of operational procedures has been finished in December REG (By:12/2010) AESA 100% ASP (By:12/2011) A SMGCS architecture adopted by consists of a combination of SMR and Mode S multilateration system with capability for ADS B 1090 information processing capability. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. In the case of Barcelona Airport the system is available since July The implementation of operational procedures has been finished in December APO (By:12/2010) 100% Aena S.A. 100% Completed 31/12/2013 Completed 31/12/2016 Completed 31/12/2013 LSSIP Year 2016 Spain 80 Released Issue

93 AOP04.1 Advanced Surface Movement Guidance and Control System (A SMGCS) Level1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LEMD Madrid Barajas Airport A SMGCS architecture adopted by consists of a combination of SMR and Mode S multilateration system with capability for ADS B 1090 information processing capability. A SMGCS operational procedures are already in place. In order to avoid possible discontinuities between different surveillance systems, multilateration system 31/12/2013 coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. A SMGCS Level 1 is operational in Madrid. REG (By:12/2010) AESA 100% ASP (By:12/2011) A SMGCS architecture adopted by consists of a combination of SMR and Mode S multilateration system with capability for ADS B 1090 information processing capability. A SMGCS operational procedures are already in place. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. A SMGCS Level 1 is operational in Madrid. APO (By:12/2010) 100% Aena S.A. A SMGCS Level 1 is operational in Madrid. 100% Completed 31/12/2013 Completed 31/12/2010 Completed 31/12/2010 AOP04.1 Advanced Surface Movement Guidance and Control System (A SMGCS) Level1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LEPA Palma de Mallorca Airport A SMGCS architecture adopted by consists of a combination of SMR and Mode S multilateration system with capability for ADS B 1090 information processing capability. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended 23/06/2016 until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. The implementation of procedures has been finished in mid REG (By:12/2010) AESA 100% ASP (By:12/2011) A SMGCS architecture adopted by consists of a combination of SMR and Mode S multilateration system with capability for ADS B 1090 information processing capability. The implementation at Palma Airport is planned by mid of In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. The implementation of procedures has been finished in mid APO (By:12/2010) 100% Aena S.A. 100% Completed 31/12/2013 Completed 23/06/2016 Completed 31/12/2011 LSSIP Year 2016 Spain 81 Released Issue

94 AOP04.2 Advanced Surface Movement Guidance and Control System (A SMGCS) Level 2 Timescales: 50% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LEBL Barcelona Airport Implementation planned by /12/2019 ASP (By:12/2017) The A SMGCS Level 2 implementation is linked to a new SACTA version APO (By:12/2017) A SMGCS level 2 Aena S.A. SLoAs under the responsibility of Air Navigation. % 50% Late 31/12/2019 Not Applicable AOP04.2 Advanced Surface Movement Guidance and Control System (A SMGCS) Level 2 Timescales: 33% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LEMD Madrid Barajas Airport Implementation planned by /12/2019 ASP (By:12/2017) The A SMGCS Level 2 implementation is linked to a new SACTA version APO (By:12/2017) A SMGCS level 2 Aena S.A. SLoAs under the responsibility of Air Navigation. % 33% Late 31/12/2019 Not Applicable AOP04.2 Advanced Surface Movement Guidance and Control System (A SMGCS) Level 2 Timescales: 33% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LEPA Palma de Mallorca Airport Implementation planned by /12/2019 ASP (By:12/2017) Implementation planned by 12/2019 APO (By:12/2017) A SMGCS level 2 Aena S.A. SLoAs under the responsibility of Air Navigation. % 33% Late 31/12/2019 Not Applicable AOP05 Airport Collaborative Decision Making (CDM) Timescales: Initial operational capability: 01/01/ % Completed Full operational capability: 31/12/2016 LEBL Barcelona Airport CDM implementation at Barcelona Airport has finished in /12/2015 ASP (By:12/2016) CDM implementation at Barcelona Airport has finished in October 2015 APO (By:12/2016) Aena S.A. This airport is considered active as CDM airport (with exchange of messages with CFMU) since March 2015, but the project extends until December 2015 to cover the implementation of procedures in adverse conditions. A CDM / CDM ATM3 A CDM / Analysis implementatio n of CDM in more airports 100% 100% Completed 20/10/2015 Completed 31/12/2015 LSSIP Year 2016 Spain 82 Released Issue

95 AOP05 Airport Collaborative Decision Making (CDM) Timescales: Initial operational capability: 01/01/ % Completed Full operational capability: 31/12/2016 LEMD Madrid Barajas Airport Madrid is a CDM airport since January /01/2015 ASP (By:12/2016) Madrid is a CDM airport since January 2015 APO (By:12/2016) Aena S.A. This airport is considered active as CDM airport (with exchange of messages with CFMU) since January 2014, but the project extends until December 2014 to cover the implementation of procedures in adverse conditions. A CDM / CDM ATM3 A CDM / Analysis implementatio n of CDM in more airports 100% 100% Completed 31/01/2015 Completed 31/12/2014 AOP05 Airport Collaborative Decision Making (CDM) Timescales: Initial operational capability: 01/01/ % Late Full operational capability: 31/12/2016 LEPA Palma de Mallorca Airport CDM is planned at Palma de Mallorca Airport by end /12/2017 ASP (By:12/2016) CDM is planned at Palma de Mallorca Airport by end 2017 APO (By:12/2016) Aena S.A. A CDM / CDM ATM3 A CDM / Analysis implementatio n of CDM in more airports 71% 48% Late 31/12/2017 Late 31/12/2017 AOP10 Time Based Separation Timescales: Initial operational capability: 01/01/2015 0% Planned Full operational capability: 31/12/2023 LEMD Madrid Barajas Airport Current planning is still very preliminary; however it is envisaged to fulfil objective FOC date. 31/12/2023 REG (By:12/2023) Current planning is still very preliminary, however it is envisaged AESA to fulfil objective FOC date. ASP (By:12/2023) Current planning is still very preliminary, however it is envisaged to fulfil objective FOC date. 0% 0% Planned 31/12/2023 Planned 31/12/2023 LSSIP Year 2016 Spain 83 Released Issue

96 AOP11 Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 0% No Plan Full Operational Capability: 31/12/2021 LEBL Barcelona Airport Once the Initial AOP concept has been developed and validated in SESAR 1, the planning to implement this objective has been started. ASP (By:12/2021) already provides the AO with the information regarding flight plans and DMAN. will provide the required information to fully implement the AOP concept. APO (By:12/2021) Aena S.A. The Initial AOP concept has been developed and validated in SESAR 1. Aena is confident that in the short term an AOP Implementation Guidelines will be published. Nevertheless, Aena is planning the implementation. Although there are lines of action planned, as the planning of this Objective is at an early stage, the Training of staff has not been planned yet. 0% 0% Planned 31/12/2020 No Plan AOP11 Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 0% No Plan Full Operational Capability: 31/12/2021 LEMD Madrid Barajas Airport Once the Initial AOP concept has been developed and validated in SESAR 1, the planning to implement this objective has been started. ASP (By:12/2021) already provides the AO with the information regarding flight plans and DMAN. will provide the required information to fully implement the AOP concept. APO (By:12/2021) The Initial AOP concept has been developed and validated in SESAR 1. Aena is confident that in the short term an AOP Aena S.A. Implementation Guidelines will be published. Nevertheless, Aena is planning the implementation. Although there are lines of action planned, as the planning of this Objective is at an early stage, the Training of staff has not been planned yet. 0% 0% Planned 31/12/2020 No Plan LSSIP Year 2016 Spain 84 Released Issue

97 AOP11 Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 0% No Plan Full Operational Capability: 31/12/2021 LEPA Palma de Mallorca Airport Once the Initial AOP concept has been developed and validated in SESAR 1, the planning to implement this objective has been started. ASP (By:12/2021) The 'initial AOP' concept is currently being developed and validated within the SESAR program. already provides the AO with the information regarding flight plans and DMAN. When the AOP is developed, will provide the information required. APO (By:12/2021) Aena S.A. The Initial AOP concept has been developed and validated in SESAR 1. Aena is confident that in the short term an AOP Implementation Guidelines will be published. Nevertheless, Aena is planning the implementation. Although there are lines of action planned, as the planning of this Objective is at an early stage, the Training of staff has not been planned yet. 0% 0% Planned 31/12/2020 No Plan AOP12 Improve runway and airfield safety with ATC clearances monitoring Timescales: Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2020 LEBL Barcelona Airport Implementation of EFS support tool is already on going under CEF 2014 and CEF 2015 projects 31/12/2020 ASP (By:12/2020) APO (By:12/2020) Implementation of EFS support tool is already on going under CEF 2014 and CEF 2015 projects Electronic Flight Strips (EFS) Aena S.A. Aligned with the date provided by. 0% 13% Ongoing 31/12/2020 Planned 31/12/2020 AOP12 Improve runway and airfield safety with ATC clearances monitoring Timescales: Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2020 LEMD Madrid Barajas Airport Implementation of EFS support tool is already on going under CEF 2014 and CEF 2015 projects 31/12/2020 ASP (By:12/2020) APO (By:12/2020) Implementation of EFS support tool is already on going under CEF 2014 and CEF 2015 projects Electronic Flight Strips (EFS) Aena S.A. Aligned with the date provided by. 0% 13% Ongoing 31/12/2020 Planned 31/12/2020 LSSIP Year 2016 Spain 85 Released Issue

98 AOP12 Improve runway and airfield safety with ATC clearances monitoring Timescales: Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2020 LEPA Palma de Mallorca Airport Implementation of EFS support tool is already on going under CEF 2014 and CEF 2015 projects 31/12/2020 ASP (By:12/2020) APO (By:12/2020) Implementation of EFS support tool is already on going under CEF 2014 and CEF 2015 projects Electronic Flight Strips (EFS) Aena S.A. Aligned with the date provided by. 0% 13% Ongoing 31/12/2020 Planned 31/12/2020 AOP13 Automated assistance to Controller for Surface Movement Planning and Routing Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LEBL Barcelona Airport 31/12/2023 REG (By:12/2023) Current planning is still very preliminary, however it is envisaged AESA to fulfil proposed FOC date ASP (By:12/2023) Some previous operational validation activities have been performed within the SESAR Framework (projects and ) 0% 0% Planned 31/12/2023 Planned 31/12/2023 AOP13 Automated assistance to Controller for Surface Movement Planning and Routing Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LEMD Madrid Barajas Airport 31/12/2023 REG (By:12/2023) Current planning is still very preliminary, however it is envisaged AESA to fulfil proposed FOC date ASP (By:12/2023) Some previous operational validation activities have been performed within the SESAR Framework (projects and ) 0% 0% Planned 31/12/2023 Planned 31/12/2023 AOP13 Automated assistance to Controller for Surface Movement Planning and Routing Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LEPA Palma de Mallorca Airport 31/12/2023 REG (By:12/2023) Current planning is still very preliminary, however it is envisaged DGAC to fulfil proposed FOC date ASP (By:12/2023) Some previous operational validation activities have been performed within the SESAR Framework (projects and ) 0% 0% Planned 31/12/2023 Planned 31/12/2023 LSSIP Year 2016 Spain 86 Released Issue

99 ATC02.2 Implement ground based safety nets Short Term Conflict Alert (STCA) level 2 Timescales: 83% Late Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 By 30/07/16 STCA was operational in all Spanish TMAs except in the Balearic Region, where it is planned to be deployed by 30/06/ /06/2017 ASP (By:01/2013) Mil. Authority For the military, STCA is developed and implemented by Civil ANSP () as well as any software related with ATC. It is installed in Military Air Bases open to civil traffic and joint civilmilitary bases by. According to SACTA planning, STCA in TMA will be fully implemented by mid % 83% Late 30/06/2017 Late 30/06/2017 ATC02.8 Ground based Safety Nets Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/ % Late 31/12/2018 ASP (By:12/2016) Mil. Authority The implementation of the ground based safety nets will be carried out throughout 2018, according to the update of ATC systems. MSAW function is being adapted to the new specification. SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF GROUND BASED SAFETY NETS FUNCTIONALITY ACCORDING THEIR ATC SYSTEM UPGRADE PLANNING: SPANISH ANSP (SACTA) BY 2018 AND PORTUGUESE (TOPLIS) ANSP BY 2019 The objective implementation will be deployed by mil ANSP according to their ATC system upgrade planning. For the military, APW function, APM function and Minimum Safe Altitude Warning (MSAW) are developed and implemented by Civil ANSP () as well as any software related with ATC. It is installed in Military Air Bases open to civil traffic and joint civil military bases by. SAFETY NETS 48% 48% Late 31/12/2018 Late 31/12/2018 ATC07.1 AMAN tools and procedures Timescales: Initial operational capability: 01/01/ % Completed Full operational capability: 31/12/2019 LEBL Barcelona Airport Functionality is already operational at Barcelona Airport since March /03/2015 ASP (By:12/2019) Functionality is already operational at Barcelona Airport since March % Completed 03/03/2015 ATC07.1 AMAN tools and procedures Timescales: Initial operational capability: 01/01/ % Completed Full operational capability: 31/12/2019 LEMD Madrid Barajas Airport Functionality is already operational at Madrid Airport. 31/07/2013 ASP (By:12/2019) Functionality is already operational at Madrid Airport. 100% Completed 31/07/2013 LSSIP Year 2016 Spain 87 Released Issue

100 ATC07.1 AMAN tools and procedures Timescales: Initial operational capability: 01/01/ % Completed Full operational capability: 31/12/2019 LEPA Palma de Mallorca Airport Functionality is already operational at Palma Airport. 28/04/2016 ASP (By:12/2019) Functionality is already operational at Palma Airport. 100% Completed 28/04/2016 ATC12.1 Automated support for conflict detection, resolution support information and conformance monitoring Timescales: 4% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 This functionality is going to be partially implemented within the project "Deployment of SACTA itec" submitted under CEF 2016 call. 31/12/2021 ASP (By:12/2021) This functionality is going to be partially implemented within the Ongoing project "Deployment of SACTA itec" submitted under CEF 2016 call. 4% SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE 31/12/2021 IMPLEMENTATION OF MTCD AND MONA FUNCTIONALITIES by 2021 Mil. Authority These functions implementation is performed by (certified ANSP). 0% Ongoing 31/12/2021 ATC15.1 Implement, in en route operations, information exchange mechanisms, tools and procedures in support of basic AMAN Timescales: 66% Ongoing Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017 AMAN operations are being deployed sequentially: Madrid ACC (07/2013): AMAN information of Madrid TMA is exchanged with Madrid ACC en route sectors. Barcelona ACC (05/2004): AMAN information of Barcelona TMA is exchanged with Barcelona ACC en route sectors. 31/12/2017 By 31/12/2017 AMAN information of Barcelona and Palma will be exchanged with Barcelona ACC en route sectors and AMAN information of Madrid and Seville will be exchanged with Madrid ACC en route sectors. ASP (By:12/2017) AMAN operations are being deployed sequentially: Madrid ACC (07/2013): AMAN information of Madrid TMA is exchanged with Madrid ACC en route sectors. Barcelona ACC (05/2004): AMAN information of Barcelona TMA is exchanged with Barcelona ACC en route sectors. By 31/12/2017 AMAN information of Barcelona and Palma will be exchanged with Barcelona ACC en route sectors and AMAN information of Madrid and Seville will be exchanged with Madrid ACC en route sectors. THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN THE SPANISH ANSP IN TWO PHASES BETWEEN 2015 AND PORTUGUESE ANSP CURRENT PLANS FORESEE TO FULLY IMPLEMENT THIS FUNCTIONALITY IN Palma TMA Project TMA7 66% Ongoing 31/12/2017 LSSIP Year 2016 Spain 88 Released Issue

101 ATC15.2 Arrival Management extended to en route Airspace Timescales: Initial operational capability: 01/01/2015 0% Planned Full operational capability: 31/12/2023 is currently working on objective ATC15.1 (Implement, in en route sectors, information exchange mechanisms, tools and procedures in support of basic AMAN) for the availability of AMAN sequence in the en route sectors. After completion of that objective by 31/12/2017 the systems will be upgraded to meet 31/12/2023 the requirements of ATC15.2 ASP (By:12/2023) is currently working on objective ATC15.1 (Implement, in en route sectors, information exchange mechanisms, tools and procedures in support of basic AMAN) for the availability of AMAN sequence in the en route sectors. After completion of that objective by 31/12/2017 the systems will be upgraded to meet the requirements of ATC15.2. THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN THE SPANISH AND PORTUGUESE ANSPs by % Planned 31/12/2023 ATC16 Implement ACAS II compliant with TCAS II change 7.1 Timescales: Initial operational capability: 01/03/ % Completed Full operational capability: 31/12/2015 Currently most service transport type military aircraft are equipped with ACAS II. 01/12/2015 REG (By:12/2015) AESA 100% ASP (By:03/2012) 100% MIL (By:12/2015) Mil. Authority Currently most service transport type aircraft are equipped with ACAS II (not version 7.1), e.g. CASA 295, C 130, B 707, A 310 and Falcon 900. Despite Regulation No. 1332/2011 is not applicable for State aircraft, TCAS II v7.1 implementation is foreseen in several fleets, (A 310 and Falcon 900). ACAS II training is not included in the Unit Instruction Plans. However tactical aircraft pilots are trained to be aware of possible false RA generated onboard the surrounding equipped civil aircraft. Military crews are trained to flight with due regard to safety of civil aircraft, according to State's compromise in Chicago Convention. 100% Completed 01/12/2015 Completed 31/12/2012 Completed 31/12/2012 LSSIP Year 2016 Spain 89 Released Issue

102 ATC17 Electronic Dialogue as automated assistance to controller during coordination and transfer Timescales: 2% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 The objective will be fully implemented by /12/2021 ASP (By:12/2018) The objective will be fully implemented by Late THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED BY BOTH 2% THE SPANISH AND THE PORTUGUESE ANSPs BY 2021 AND /12/2021 RESPECTIVELY COM10 Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/ % Completed AMHS system is implemented in Spain. 28/02/2006 ASP (By:12/2018) Mil. Authority Spain implemented AMHS in its system since The objective of the FIRST project was to establish an AMHS connection between Madrid and Frankfurt. The interconnection was implemented and the pre operational phase began in October The service was fully operative in February The main objective for is to migrate existing international AFTN or CIDIN connections to AMHS. Spanish Mil. Authorities, in their ANSPs message systems, are connected to national civil systems and comply with AMHS specifications. Spain implemented AMHS in its system since The objective of the FIRST project was to establish an AMHS connection between Madrid and Frankfurt. The interconnection was implemented and the pre operational phase began in October The service was fully operative in February The main objective for is to migrate existing international AFTN or CIDIN connections to AMHS. For the military, migration from AFTN to AMHS took place at the same time as. Equipment is implemented by to Military Bases open to civil air traffic and joint civil mil bases. Implementatio n and operation of an IP based G/G data communication network 100% 100% Completed Completed 28/02/2006 LSSIP Year 2016 Spain 90 Released Issue

103 Voice over Internet Protocol (VoIP) Timescales: COM11 56% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 VoIP technology is being deployed by two streams: 1) Deploy VoIP (GWs) associated with all the operational legacy VCSs and Radio stations. REDAN will be used as the IP transport network. 2) For the procurement of new VCSs and Radio Stations, the solution will be fully VoIP. Spanish Mil. Authorities in the role of ANSPs have planned the implementation of VoIP protocol. Currently, 31/12/2020 VoIP full capability is a requirement for acquisition and implementation of new VCS in military air bases. A specific proposal to implement VoIP in Military Air Bases open to civil traffic and joint civil military has been submitted to INEA for CEF funding (CALL 3). The INEA co financing would catalyse the implementation of VoIP. ASP (By:12/2020) Mil. Authority BOTH SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF VOIP PROTOCOL BY Spanish Mil. Authorities in the role of ANSPs have planned the implementation of VoIP protocol. Spanish military air bases are being implemented with VCS supporting IP. Currently, VoIP full capability is a requirement for acquisition and implementation of new VCS in military air bases. At present VCS of two Spanish air bases have been upgraded with VoIP capability. However radio systems and military communications network are not IP capable yet. A specific proposal to implement VoIP in Military Air Bases open to civil traffic and joint civil military has been submitted to INEA for CEF funding (CALL 3). The INEA co financing would catalyse the implementation of VoIP. Implementatio n of Voice over IP (VoIP) systems and services 60% 52% Ongoing 31/12/2020 Ongoing 31/12/2020 ENV01 Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/ % Late Full operational capability: 31/12/2013 LEBL Barcelona Airport CDA has been implemented during the night period in Barcelona. There are additional planned activities according to the implementation of CEM working arrangement. 30/12/2017 ASP (By:12/2013) CDA has been implemented during the night period in Completed 100% Barcelona. Controllers have been trained. 31/12/2010 APO (By:12/2013) Aena S.A. CDA has been implemented during the night period in Barcelona. There are additional planned activities according to the implementation of CEM working arrangement. 50% Late 30/12/2017 LSSIP Year 2016 Spain 91 Released Issue

104 ENV01 Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/ % Late Full operational capability: 31/12/2013 LEMD Madrid Barajas Airport CDA has been implemented during the night period in Madrid Barajas. There are additional planned activities according to the implementation of CEM working arrangement. 30/12/2017 ASP (By:12/2013) CDA has been implemented during the night period in Madrid Barajas. Controllers have been trained. There are no additional plans APO (By:12/2013) Aena S.A. CDA has been implemented during the night period in Madrid Barajas. There are additional planned activities according to the implementation of CEM working arrangement. 100% 50% Completed 31/12/2010 Late 30/12/2017 ENV01 Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/ % Late Full operational capability: 31/12/2013 LEPA Palma de Mallorca Airport CDA has been implemented during the night period in Palma. There are additional planned activities according to the implementation of CEM working arrangement. 30/12/2017 ASP (By:12/2013) CDA has been implemented during the night period in Palma. Completed 100% Controllers have been trained. There are no additional plans 31/12/2010 APO (By:12/2013) Aena S.A. CDA has been implemented during the night period in Palma. There are additional planned activities according to the implementation of CEM working arrangement. 50% Late 30/12/2017 ENV02 Airport Collaborative Environmental Management Timescales: Initial operational capability: 01/09/ % Late Full operational capability: 31/12/2016 LEBL Barcelona Airport Implementation of the objective will be enhanced as a result of the analysis of the new CEM specification published in Sep/14. 30/12/2017 ASP (By:12/2016) Enaire Air Navigation participates in the partnerships arrangements described in APO SLoAs APO (By:12/2016) Aena S.A. Nowadays, environmental issues having an impact on local communities are managed and supervised by the corresponding commissions, participated by representatives of the Ministry of Public Works, the Ministry of Agriculture, Food and Environment, regional government, city councils and Aena. 100% 70% Completed 31/12/2013 Late 30/12/2017 LSSIP Year 2016 Spain 92 Released Issue

105 ENV02 Airport Collaborative Environmental Management Timescales: Initial operational capability: 01/09/ % Late Full operational capability: 31/12/2016 LEMD Madrid Barajas Airport Implementation of the objective will be enhanced as a result of the analysis of the new CEM specification published in Sep/14. 30/12/2017 ASP (By:12/2016) Enaire Air Navigation participates in the partnerships arrangements described in APO SLoAs APO (By:12/2016) Aena S.A. Nowadays, environmental issues having an impact on local communities are managed and supervised by the corresponding commissions, participated by representatives of the Ministry of Public Works, Ministry of Agriculture, Food and Environment, regional government, city councils and Aena. 100% 78% Completed 31/12/2013 Late 30/12/2017 ENV02 Airport Collaborative Environmental Management Timescales: Initial operational capability: 01/09/ % Late Full operational capability: 31/12/2016 LEPA Palma de Mallorca Airport Implementation of the objective will be enhanced as a result of the analysis of the new CEM specification published in Sep/14. 30/12/2017 ASP (By:12/2016) Enaire Air Navigation participates in the partnerships arrangements described in APO SLoAs APO (By:12/2016) Aena S.A. Nowadays environmental issues having an impact on local communities are managed and supervised by the corresponding commissions, participated by representatives of the Ministry of Public Works, the Ministry of Agriculture, Food and Environment, regional government, city councils and Aena. 100% 78% Completed 31/12/2013 Late 30/12/2017 FCM01 Implement enhanced tactical flow management services Timescales: Initial operational capability: 01/08/ % Completed Full operational capability: 31/12/2006 This objective has been completed during 2004 with the supply ETFMS in ASTERIX category 062 format. 31/12/2004 ASP (By:07/2014) Mil. Authority This objective has been completed during 2004 with the supply ETFMS in ASTERIX category 062 format. This objective has been completed during 2004 with the supply ETFMS in ASTERIX category 062 format. 100% 100% Completed 31/12/2004 Completed 31/12/2004 LSSIP Year 2016 Spain 93 Released Issue

106 Collaborative flight planning Timescales: FCM03 Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 AFP messages are automatically provided by Spanish SACTA system. Ongoing improvements are being developed in order to fully comply with Eurocontrol Standard URB/USD/MSG_INTF "Flight Progress Messages Document" ASP (By:12/2017) AFP messages are automatically provided by Spanish SACTA system. Ongoing improvements are being developed in order to fully comply with Eurocontrol Standard URB/USD/MSG_INTF "Flight Progress Messages Document". BOTH SPANISH AND PORTUGUESE ANSPS HAVE IMPLEMENTED ALMOST ALL THE SLoA. THE REMAINING ONES ARE EITHER PARTIALLY DEVELOPED OR PENDING OF IMPROVEMENTS. IT IS PLANNED TO FINISH THE IMPLEMENTATION BY END SACTA itec 89% 89% Ongoing 31/12/2017 Ongoing 31/12/2017 FCM04.1 Short Term ATFCM Measures (STAM) phase 1 Timescales: Initial operational capability: 01/09/ % Late Full operational capability: 31/10/2017 STAM phase 1 trial is currently running in Barcelona ACC. Although the first outcomes from the trial were satisfactory, the used occupancy parameters still needed some refinement. Implementation in Barcelona ACC will take place during 2017 with the advice from NM. As per the CEF Call 2016 proposal for STAM Phase 1 that we have presented, we will assess STAM use in all Spanish ACCs, and trials will run where 04/06/2018 STAM is deemed to present some benefits. Dates in this document have been updated according to the current planning for all Spanish ACCs (previous dates only considered Barcelona ACC). ASP (By:10/2017) STAM phase 1 trial is currently running in Barcelona ACC. Although the first outcomes from the trial were satisfactory, the used occupancy parameters still needed some refinement. Implementation in Barcelona ACC will take place during 2017 with the advice from NM. As per the CEF Call 2016 proposal for STAM Phase 1 that we have presented, we will assess STAM use in all Spanish ACCs, and trials will run where STAM is deemed to present some benefits. Dates in this document have been updated according to the current planning for all Spanish ACCs (previous dates only considered Barcelona ACC). 55% Late 04/06/2018 FCM04.2 Short Term ATFCM Measures (STAM) phase 2 Timescales: Initial operational capability: 01/11/2017 0% Planned Full operational capability: 31/12/2021 STAM phase 2 requires the upgrade of supporting tools for FMPs. 31/12/2021 ASP (By:12/2021) Activities related to STAM phase 1 have already started. FMP Planned are defining occupancy reference values and in Barcelona there 0% are a series of trials in progress, in cooperation with NM. STAM 31/12/2021 phase 2 requires the upgrade of supporting tools for FMPs. LSSIP Year 2016 Spain 94 Released Issue

107 FCM05 Interactive rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/ % Ongoing Planning will be refined with the collaboration of the Network Manager 31/12/2021 ASP (By:12/2021) Planning will be refined with the collaboration of the Network Manager. THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED BY BOTH THE SPANISH AND THE PORTUGUESE ANSPs BY APO (By:12/2021) Aena S.A. Planning will be refined with the collaboration of the Network Manager 0% 50% Planned 31/12/2021 Ongoing 31/12/2021 FCM06 Traffic complexity assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 0% Planned Within the SESAR framework, a tool that supports the management of local traffic load is being developed. It will also process the EFD messages. 31/12/2021 ASP (By:12/2021) 0% Planned 31/12/2021 FCM08 Extended Flight Plan Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 0% Planned The system will be upgraded to include EFPL by 31/12/ /12/2021 ASP (By:12/2021) Mil. Authority Flight Plan system and its update is installed in Military Air Bases open to civil traffic and joint civil military bases by. In line with PCP family 4.2, SACTA system already exchanges coordination messages with NM (AFP, ACH, APL, FSA). This coordination mechanism will be upgraded to include EFPL by 31/12/2021 0% 0% Planned 31/12/2021 Planned 31/12/2021 INF04 Implement integrated briefing Timescales: Initial operational capability: 01/07/2002 Full operational capability: 31/12/ % Completed 's ICARO system provides all levels for the integrated briefing services. 23/11/2015 ASP (By:12/2012) Mil. Authority The Spanish Mil. Authority 's ICARO system provides level 4 integrated briefing services. Although it accomplishes with some level 5 conditions, there is no plan for providing 'One single entry of flight details'. Some level 6 functions like integration with CDM and ATC systems are also already available. This system is developed by Civil ANSP () and given to Mil ANSP. 's ICARO system provides all levels for the integrated briefing services. 100% 100% Completed 23/11/2015 Completed 23/11/2015 LSSIP Year 2016 Spain 95 Released Issue

108 INF07 Electronic Terrain and Obstacle Data (etod) Timescales: Initial operational capability: 01/11/ % No Plan Full operational capability: 31/05/2018 Both Civil Air Navigation Service Provider and Airport Operator comply with the ICAO Annex 15 requirements to provide TOD data. The activities assigned to and Aena within this objective have been already accomplished. In relation to military although TOD implementation is not a compulsory requirement, a specific proposal was submitted during CEF INEA Call2, being partially awarded. At present there is a plan for etod implementation at CECAF unit (Spanish Air Force Cartographic and Photographic Centre). Specific national/military policy is neither established nor planned, which causes that the national status is "No Plan". REG (By:05/2018) etod is not binding for military. However, a specific proposal was submitted during CEF INEA Call2, being partially awarded. Mil. Authority At present there is a plan for etod implementation at CECAF unit (Spanish Air Force Cartographic and Photographic Centre). No specific national/military policy is established. Although a formal National TOD Policy has not been established yet, throughout airports certification process, under EASA Regulation Reg 139/2004, AESA is addressing these requirements (areas 2, 3, 4, related to airport operator). All airports will be certified under Reg 139/2014 before December Once airports are certified, throughout annual airports inspection Plan, AESA oversees the compliance with the AESA mentioned requirements. With relation to Area 1, terrain dataset is available and meets the numerical requirements as specified in ICAO Annex 15. Although there is no National TOD Policy, there is a formal agreement between AESA and (ANSP) to provide data of obstacles higher than 100 m. This formal agreement, in particular the procedure to submit electronic data of obstacles in Area 1, is currently under review. During 2016 DGAC was not been able to develop a national etod policy due to the budget restrictions and limited DGAC resources, but DGAC has the general intention to develop it as soon as possible. ASP (By:05/2018) etod is not binding for military. However, a specific proposal was submitted during CEF INEA Call2, being partially awarded. Mil. Authority At present there is a plan for etod implementation at CECAF unit (Spanish Air Force Cartographic and Photographic Centre). No specific national/military policy is established. AIS systems already comply with all international regulations regarding TOD data (ICAO Annex 15). APO (By:05/2018) Mil. Authority Aena S.A. etod is not binding for military. However, a specific proposal was submitted during CEF INEA Call2, being partially awarded. At present there is a plan for etod implementation at CECAF unit (Spanish Air Force Cartographic and Photographic Centre). No specific national/military policy is established. Aena S.A is aligned with the information provided by. (Spanish ANSP) is AIS provider, AENA (Airport Operator) will give all the information in form and format indicates us. SESAR PCP. CECAF RNP Procedures Design % 40% 0% SESAR PCP. CECAF RNP Procedures Design % 100% SESAR PCP. CECAF RNP Procedures Design % 100% Not Applicable Ongoing 31/05/2018 No Plan Not Applicable Completed 03/11/2014 Not Applicable Completed 03/11/2014 LSSIP Year 2016 Spain 96 Released Issue

109 ITY ACID Aircraft identification Timescales: Entry into force of the Regulation: 13/12/ % Ongoing System capability: 02/01/2020 According to the Regulation (EU) No 1206/2011 Spain will have the capability to establish individual aircraft identification using the downlinked aircraft identification feature, for all IFR/GAT flights by end /11/2019 ASP (By:01/2020) Mil. Authority BOTH SPANISH AND PORTUGUESE ANSPS WILL HAVE AIRCRAFT IDENTIFICATION BASED ON MODE S BEFORE BEFORE THAT SPANISH ANSP IS USING eorcam AND PORTUGUESE ANSP WILL USE CCAMS. Spanish Mil. Authorities in the role of ANSPs will have aircraft identification based on Mode S. Before that Spanish ANSP is using eorcam. For the military, deployment of surveillance Mode S included in SACTA is developed and implemented by Civil ANSP () as well as any software related with ATC. ATM IR conformity ATM1 53% 53% Ongoing 30/11/2019 Ongoing 30/11/2019 LSSIP Year 2016 Spain 97 Released Issue

110 ITY ADQ 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 by: 30/06/ % Late 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 The ADQ implementation is currently being prepared and planned to be fully achieved by end /12/2018 REG (By:06/2017) Military Authority has verified that there is an arrangement between civil ANSP and military ANSP for data, called "Agreement of collaboration between Minister of Defence and Mil. Authority Minister of Public Works in relation to the publication of integrated information/ aeronautical data, civil and military, in the Spanish Aeronautical Information Service". All these activities are being reassessed as part as an on going supervision activity undertaken by AESA, once the new version AESA of the ADQ implementation plan updated by has been agreed in ASP (By:06/2017) Although the objective is not binding for military, a plan is established to comply with Regulation (EC) nº 73/2010. CECAF (Military Cartographic and Photographic Centre) is the main technical Air Force Unit in charge of Aeronautical Information. That information produced is always validated by ESP Air Force Staff (Airspace Management Branch). During 2012 this Unit was oversight by NSA for military providers to civil aviation in order to check that data quality and process requirements are according to Regulation (EC) nº 73/2010. A quality management system is implemented, it is the Mil Mil. Authority specifications; Spanish Military regulations NME 2964/2008, M A, NM C 2948 and NM C 2923 EMAG are applied. Military information is published in AIP España through Civil ANSP (). There is an agreement between civil and military ANSPs for AIP. Consistency and timeliness are taken into account continuously There is a common database, there is not a digital exchange information. A specific proposal to implement digital exchange format (AIXM 5.1) was submitted to INEA for CEF funding (CALL 2), being partially awarded. At present, there is an implementation plan. The ADQ implementation plan being currently developed at deals with this issue and concrete plans are being developed. ADQ IMPLEMENTATION BY PORTUGUESE AND SPANISH ANSPs IS CURRENTLY BEING PREPARED AND PLANNED TO BE FULLY ACHIEVED BY JUNE 2017 (ACCORDING THE 73/2010 REGULATION) AND DECEMBER 2018 RESPECTIVELY. APO (By:06/2017) Aena S.A. Documentation related to certification is provided to the NSA during the aerodrome certification process, which will end by December SESAR PCP. CECAF RNP Procedures Design 100% 32% SESAR PCP. CECAF RNP Procedures Design ATM IR conformity ATM1 / reference geographic database % 74% 62% Completed 31/12/2006 Late 30/06/2017 Not Applicable Late 31/12/2018 Late 31/12/2017 LSSIP Year 2016 Spain 98 Released Issue

111 ITY AGDL Initial ATC air ground data link services Timescales: Entry into force: 06/02/ % Ongoing ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 A/G Data Link will be deployed by February 2018 according to the Regulation. 05/02/2018 REG (By:02/2018) DGAC Considering the new deadlines establishes by Regulation (EU) Ongoing 68% Nº 2015/310, A/G Data Link will be deployed by end /02/2018 AESA Considering the new deadlines establishes by Regulation (EU) Ongoing 23% Nº 2015/310, A/G Data Link will be deployed by end /02/2018 ASP (By:02/2018) The objective implementation is planned to be deployed by THE OBJECTIVE IMPLEMENTATION IS PLANNED TO BE DEPLOYED IN THE SPANISH ANSP BY END 2017 AND THE PORTUGUESE ANSP BY 2019 MIL (By:01/2019) Mil. Authority New transport type state aircraft entering into services from January 2014 will have data link. First transport type State aircraft entering into service is planned to be A400M, with CPDLC capability. ATM IR conformity ATM1 / DataLink 53% 100% Ongoing 31/12/2017 Completed 31/12/2013 LSSIP Year 2016 Spain 99 Released Issue

112 ITY AGVCS2 8,33 khz air ground voice channel spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/ % Ongoing All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 The AGVCS implementation is currently being prepared and planned to be fully achieved by December 2018 according to the 1079/2012 Regulation. 31/12/2018 REG (By:12/2018) Article 4 (5) of the VCS Regulation establishes that Member States shall ensure that by 31 December 2017 at the latest all radios have the 8,33 khz channel spacing capability with the exception of ground radios operated by air navigation service providers. In this sense, the NSA is already supervising the ground radios deployment plan in order to ensure compliance AESA with this requirement in time, taking into account that ANSP radios may be (and some will be) upgraded during 2018, which does comply with Regulation VCS and, consequently, with SLoA ITY AGVCS2 REG01 (4). Therefore, AGVCS implementation is planned to be achieved by the dates established in the Regulation. All the relevant units inside the Ministry of Defense are aware of these regulation requirements and required to comply with them. Therefore it has been included in all the technical procurement requirements for the acquired systems. Implementation of 8.33 Khz capability in military air bases open to civil traffic is being taken place. A specific proposal to ensure Mil. Authority compliance with the requirements on 8,33 khz frequency conversions in military air bases has been submitted to INEA for CEF funding (CALL 3). INEA award would facilitate to comply with the terms. A procedure is being coordinated by AESA, at national level, for local exemptions publication. Article 4 (5) of the VCS Regulation establishes that "Member States shall ensure that by 31 December 2017 at the latest all radios have the 8,33 khz channel spacing capability with the exception of ground radios operated by air navigation service providers". In this sense, the NSA is already supervising the ground radios deployment plan in order to ensure compliance DGAC with this requirement in time, taking into account that ANSP radios may be (and some will be) upgraded during 2018, which does comply with Regulation VCS and, consequently, with SLoA ITY AGVCS2 REG01 (4). Therefore, AGVCS implementation is planned to be achieved by the dates established in Regulation. ASP (By:12/2018) 43% 100% 75% Ongoing 31/12/2018 Ongoing 31/12/2017 Ongoing 31/12/2017 8,33 below Ongoing New systems will be put into service during 2018 FL195 / ATM IR 30% conformity 31/12/2018 ATM1 Mil. Authority All the relevant military units inside the Ministry of Defence are 10% Ongoing LSSIP Year 2016 Spain 100 Released Issue

113 aware of these regulation requirements and required to comply with them. Therefore it has been included in all the technical procurement requirements for the acquired systems. At present, VCSs of two Air Bases have been upgraded. Frequency assignment is done at state level by. A specific proposal to ensure compliance with the requirements on 8,33 khz frequency conversions in military air bases has been submitted to INEA for CEF funding (CALL 3). ). INEA award would facilitate to comply with the terms. MIL (By:12/2020) List of State aircraft that could not be equipped with 8,33 khz radios requested by REGULATION (EC) No 1265/2007 was Mil. Authority communicated to DGAC (for the European Commission) during summer APO (By:12/2018) Aena S.A. Mil. Authority In the case of military, procedures for handling non 8,33 khz equipped vehicles through airport areas using 8,33 khz channel spacing are published in AIP España. Military training courses will be gradually updated in all the affected units when the system is implemented. It is not planned to include 8,33 khz radios in the following vehicles: refueling units, tugs and autonomous equipment. However, their personnel are properly trained to communicate with ATS through terrestrial band frequencies. Other vehicles (such as fire protection and rescue) are foreseen to be updated with 8,33 khz radios. Training plans are being gradually updated in all the affected units when the system is implemented. 100% 8,33 below FL195 5% % 31/12/2018 Completed 30/06/2013 Ongoing 31/12/2018 Not Applicable LSSIP Year 2016 Spain 101 Released Issue

114 ITY COTR Implementation of ground ground automated co ordination 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/ % Completed For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 Implementation has been completed in /06/2016 ASP (By:12/2012) MIL (By:12/2012) Mil. Authority Implementation has been completed in The process for the transmission of basic flight data between ATC units (civil and military) is implemented since As a minimum, aircraft identification, SSR mode and code are always provided. 100% 100% Completed 30/06/2016 Completed 31/01/2012 ITY FMTP 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 All EATMN systems in operation by 20/04/11: 20/04/ % Completed Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 The objective has been completed in 2015 with the upgrade of communications systems between ATS units and controlling military units. 31/12/2015 ASP (By:12/2014) Systems will be compliant on the implementation date established on article 8 of Regulation EC No 633/2007 on flight message transfer protocol. FMTP OBJECTIVE IMPLEMENTATION OVER IPV6 IS CURRENTLY BEING PREPARED AND PLANNED TO FULFILL THE 633/2007 AND 283/2011 REGULATIONS. NAV AND DEPLOYED FMTP OVER IPV4 IN JUNE 2014 AND IMPLEMENTATION OVER IPV6 IS CURRENTLY PLANNED BY BOTH ANSPs TO BE CONCLUDED IN 2017 Systems will be compliant on the implementation date Mil. Authority established on article 8 of Regulation EC No 633/2007 on flight message transfer protocol. MIL (By:12/2014) Mil. Authority Flight message transfer protocol (FMTP) is developed and implemented by Civil ANSP () as well as any software related with ATC. It is installed in Spanish Military Air Bases open to civil traffic and joint civil military bases by. Verification of the systems and safety oversight are conducted by AESA (civil NSA) to the certified ANSP (). ATM IR conformity ATM1 / SACTAiTEC 100% 100% 100% Completed 31/12/2014 Completed 31/12/2014 Completed 31/12/2015 LSSIP Year 2016 Spain 102 Released Issue

115 ITY SPI Surveillance performance and interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 New aircraft capability: 08/06/ % Late ELS in transport type State aircraft : 07/12/2017 EHS and ADS B Out in transport type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 National planning would allow the fulfilment of this objective by June 2020, although some intermediate activities are delayed. Specifically the safety assessment to the existing surveillance chain developed by is still being reviewed by the civil NSA (AESA) since Dec Once the review of 07/06/2020 assessment is finished, it will be used by SAERCO and FERRONATS as a baseline to build their own safety argument. REG (By:02/2015) According the dates foreseen by the civil ANSP to develop the AESA safety assessments. ASP (By:02/2015) MIL (By:06/2020) Mil. Authority All surveillance systems in Air Navigation are already ASTERIX compliant. THE OBJECTIVE IMPLEMENTATION HAS BEEN DEPLOYED BY BOTH ANSPS IN Initial plan is established, including economical valuation, regarding Mode S Elementary Surveillance equipment and ADS B. 40% ATM IR conformity ATM1 / New radars sharing CNS5 / Surveillance IP CNS4 / Surveillance evolution 100% 70% Late 30/06/2017 Completed 30/11/2015 Ongoing 07/06/2020 RNAV 1 Timescales: NAV03 63% Ongoing Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023 TMA RNAV procedures are designed in accordance with P RNAV standards (JAA TGL 10 Circular Operativa 03/01 of the DGAC) and in accordance with the RCA. Plans are being developed for the implementation of sole P RNAV structure in main Spanish TMAs. For the military, RNAV is regulated by Chief of Air Staff Directive 14/04 and Chief of Air Staff General Instruction /12/2023 So far, there are two RNAV (GNSS) approaches published in Rota Air Base (Air Navy Base) and Colmenar Viejo military aerodrome by Mil Authority. There is no requirement for the air bases open to civil traffic and joint uses related with RNAV. There is also no requirement for military aircraft to have P RNAV equipment. ASP (By:12/2023) Some progress has been made up to now, regarding the implementation of some P RNAV manoeuvres in Spanish TMAs (Madrid, Canarias and Palma). Currently, the initial plan for the implementation of sole P RNAV TMAs is being revised and implementation dates agreed (subject to positive results of safety cases). 63% Ongoing 31/12/2023 LSSIP Year 2016 Spain 103 Released Issue

116 APV procedures Timescales: NAV10 55% Late Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016 The strategy of implementation of APV in Spain consists of a joint deployment of APV SBAS and APV BARO VNAV procedures, in order to respect cost efficiency principles for all operators. First safety assessment to implement an APV approach procedure with 3 minima lines (LNAV, LNAV/VNAV and LPV) in Santander Airport was approved in 2013 and for Almeria airport in RNP APCH (APV type) in Santander is already in service (Oct/2013) for both runway ends. For Almeria 31/10/2020 airport both RNAV 1 SID and STAR and RNP APCH have been put in operational use in RNP is not compulsory for military. However it is considered by the Military Authority as a very important capability to be performed. Thus, Spanish Air Force submitted two proposals related to RNP during INEA CEF Call2, being partially awarded. After these two implementation projects, CECAF unit (Spanish Air Force Cartographic and Photographic Centre) will be capable for RNP procedures design and flight validation. REG (By:04/2016) AMCs and are considered acceptable means of compliance AMCs is considered an acceptable means of compliance AESA as of September 2012 when it was adopted by EASA (AMC Effective: 24/09/2012, Annex II to ED Decision 2012/014/R of 17/09/2012) ASP (By:12/2016) Mil. Authority A list of criteria for the progressive introduction of APV procedures at Spanish airports has been developed taking into account safety, operational, economic and environmental factors. Currently, the PBN implementation plan is being redefined to adapt it to solve existing operational difficulties even if those difficulties will make more complex the implementation of RNP APCH procedures. The work done so far in some scenarios initially proposed first for implementation will be used in the future. A number of RNP APCH APV procedures down to LNAV/VNAV (APV Baro) and LPV (APV SBAS) minima are already available and have been used for demonstration purposes in the frame of national and European projects. Some of those procedures at instrument runway ends will be actually published in the AIP Spain. RNP is not compulsory for military. However it is considered by the Military Authority as a very important capability to be performed. Thus, Spanish Air Force submitted two proposals related to RNP during INEA CEF Call2, being partially awarded. RNP procedures will be designed by CECAF when 2015_271_AF1 INEA partially awarded project is implemented. Publication will be performed after the design and the flight validation (corresponding to 2015_272_AF1 INEA partially awarded project) of RNP procedures. 100% Barcelona TMA Project TMA3 / Madrid TMA Project TMA 2 / Palma TMA Project TMA7 / RNP APCH implementatio n Barcelona TMA Project TMA3 / Madrid TMA Project TMA 2 / Palma TMA Project TMA7 40% % Completed 30/06/2012 Late 31/10/2020 Not Applicable LSSIP Year 2016 Spain 104 Released Issue

117 SAF11 Improve runway safety by preventing runway excursions Timescales: Initial operational capability: 01/09/ % Ongoing Full operational capability: 31/01/2018 Recommendations of the European Action Plan for the Prevention of Runway Excursions, have been implemented by ASP, MIL and APO. The Part 3.6 of the Action Plan has been partially implemented by Aesa. For the rest of recommendations, an indicative date of 01/2018 is provided for this LSSIP report while 31/01/2018 plans are being drawn up. REG (By:01/2018) The applicable measures of the Action plan, Part 3.6 have been partially implemented. The implementation of the rest of the AESA recommendations is pending on planning date. An indicative date of 01/2018 is provided for this LSSIP report while plans are being drawn up. ASP (By:12/2014) Mil. Authority For the military, most recommendations of Runway Safety Action Plan have been adapted to the features of the military air bases open to civilian traffic. The plan is monitored through NSA Mil oversight. EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRE recommendations in the Air Base Flight Safety Plans and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. 50% 100% Aena S.A. 100% The implementation and monitoring of the Action Plan activities for prevention of runway excursions are described in the SGOP 13 INF document. Ongoing 31/01/2018 Completed 31/12/2014 Completed 30/09/2013 Completed EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRE recommendations in the Air Base Flight Safety Plans and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. APO (By:12/2014) EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the Aena S.A. EAPPRE recommendations in the Air Base Flight Safety Plans and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. For the military, most recommendations of Runway Safety Action Plan have been adapted to the features of the military air bases open to civilian traffic. The plan is monitored through NSA Mil oversight. EUROCONTROL guidance material is taken into Mil. Authority account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRE recommendations in the Air Base Flight Safety Plans and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. 100% 100% 100% 31/12/2014 Completed 31/01/2014 Completed 31/12/2014 LSSIP Year 2016 Spain 105 Released Issue

118

119 ANNEXES Annex A - Specialists involved in the LSSIP Process LSSIP Co-ordination LSSIP Focal Points Organisation Name LSSIP Focal Point for Spain Estíbaliz SALAZAR LSSIP Focal Point for NSA/CAA DGAC AESA Luis CASTILLO Miriam SANZ LSSIP Focal Point for ANSP. Estíbaliz SALAZAR LSSIP Focal Point for Airport AENA S.A. Francisco SALMERÓN Cristina MONTERO LSSIP Focal Point for Military ESP Air Force LCol. Pedro María BENITO SALATTI EUROCONTROL LSSIP Support Function Directorate Name LSSIP Contact Person for Spain DPS/PEPR Lut NACKAERTS/Octavian CIOARA LSSIP Year 2016 Spain 106 Released Issue

120 Implementation Objectives Implementation Objective EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator National Stakeholder Specialist AOM13.1 O. MROWICKI A. DYBOWSKA AOM19.1 G. ACAMPORA O. ALFARO AOM19.2 G. ACAMPORA O. ALFARO AOM19.3 G. ACAMPORA O. ALFARO AOM21.1 C. BRAIN A. DYBOWSKA AOM21.2 C. BRAIN A. DYBOWSKA AOP04.1 M. BIRENHEIDE P. VRANJKOVIC AOP04.2 M. BIRENHEIDE P. VRANJKOVIC AOP05 M. BIRENHEIDE F. ROOSELEER Mariano VEGA LCol. Pedro María BENITO SALATTI- EMA/DOP/SESPA Mariano VEGA José Luis RODRÍGUEZ - LCol. Pedro María BENITO SALATTI- EMA/DOP/SESPA Mariano VEGA José Luis RODRÍGUEZ - LCol. Pedro María BENITO SALATTI- EMA/DOP/SESPA Mariano VEGA LCol. Pedro María BENITO SALATTI- EMA/DOP/SESPA Gabriel NOVELLES José Luis RODRÍGUEZ - Gabriel NOVELLES José Luis RODRÍGUEZ - Nicolás MARTÍN José Luis RODRIGUEZ Gabriel NOVELLES Antonio RUIZ DE LA MATA AENA S.A. Pablo SANCHO - AESA Nicolás MARTÍN José Luis RODRIGUEZ Gabriel NOVELLES Antonio RUIZ DE LA MATA AENA S.A. José Luis RODRÍGUEZ - Fernando GONZALEZ AENA S.A. LSSIP Year 2016 Spain 107 Released Issue

121 AOP10 M. BIRENHEIDE F. ROOSELEER AOP11 M. BIRENHEIDE L. DELL ORTO AOP12 M. BIRENHEIDE P. VRANJKOVIC AOP13 M. BIRENHEIDE P. VRANJKOVIC ATC02.2 ATC02.8 B. BAKKER F. ROOSELEER ATC07.1 P. TERZIOSKI L. DELL ORTO José Luis RODRIGUEZ Patricia RUIZ - Miriam SANZ - AESA Francisco SALMERÓN AENA S.A José Luis RODRIGUEZ Francisco SALMERÓN AENA S.A José Luis RODRIGUEZ José Luis RODRIGUEZ Mriam SANZ AESA José Luis RODRÍGUEZ - LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA José Luis RODRIGUEZ Gabriel NOVELLES - LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA José Luis RODRIGUEZ Patricia RUIZ - ATC12.1 P. TERZIOSKI L. DELL ORTO ATC15.1 P. CONROY L. DELL ORTO ATC15.2 P. HOP L. DELL ORTO José Luis RODRIGUEZ Gabriel NOVELLES - LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA José Luis RODRIGUEZ Patricia RUIZ - José Luis RODRIGUEZ Patricia RUIZ ATC16 ATC17 S. MORTON L. DELL ORTO Juan Ignacio RUEDA - LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA José Luis RODRIGUEZ Gabriel NOVELLES - LSSIP Year 2016 Spain 108 Released Issue

122 COM10 Y. EYUBOGLU J. PINTO COM11 L. POPESCU J. PINTO ENV01 M. BIRENHEIDE B. HILL ENV02 S. MAHONY B. HILL FCM01 FCM03 C. BOUMAN O. CIOARA Manuel GARCÍA LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA Manuel GARCÍA LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA Gabriel NOVELLES Susana GALLART AENA S.A. José Luis RODRÍGUEZ - LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA José Luis RODRIGUEZ FCM04.1 P. HOP O. CIOARA Mariano VEGA - FCM04.2 P. HOP O. CIOARA FCM05 I. MENDES VIDEIRA O. CIOARA Mariano VEGA José Luis RODRÍGUEZ- José Luis RODRIGUEZ Mariano VEGA - FCM06 P. HOP F. ROOSELEER José Luis RODRIGUEZ FCM08 K. BREIVIK O. CIOARA José Luis RODRIGUEZ LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA FCM09 R. STEVENS O. CIOARA Not applicable INF04 INF07 A. PETROVSKY A-P. FRANGOLHO Javier FENOLL LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA Javier FENOLL LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA Pablo SANCHO AESA Angel GALÁN - DGAC LSSIP Year 2016 Spain 109 Released Issue

123 ITY-ACID A. DESMOND-KENNEDY O. CIOARA Nicolás MARTÍN Gabriel NOVELLES José Luis RODRÍGUEZ - LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA ITY-ADQ M. UNTERREINER A-P. FRANGOLHO ITY-AGDL S. DISSING B. HILL ITY-AGVCS2 J. POUZET B. HILL ITY-COTR ITY-FMTP L. POPESCU O. ALFARO ITY-SPI M. BORELY O. CIOARA NAV03 F. PAVLICEVIC P. VRANJKOVIC Javier FENOLL LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA Miriam SANZ AESA Belén GOMEZ AENA S.A José Luis RODRIGUEZ Manuel GARCÍA - LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA Miriam SANZ - AESA Manuel GARCÍA LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA Miriam SANZ AESA Antonio RUIZ DE LA MATA AENA S.A José Luis RODRÍGUEZ - LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA José Luis RODRIGUEZ LCol. Pedro María BENITO SALATTI- EMA/DOP/SESPA LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA Nicolás MARTÍN Miriam SANZ - AESA Marta HERNÁNDEZ - NAV10 R. FARNWORTH P. VRANJKOVIC Ana Bodero Miriam SANZ AESA LCol. Pedro María BENITO SALATTI - LSSIP Year 2016 Spain 110 Released Issue

124 EMA/DOP/SESPA SAF11 S. LAWRENCE F. ROOSELEER Jesús ROMERO LCol. Pedro María BENITO SALATTI - EMA/DOP/SESPA Francisco BERNAL AESA Victor SOMOZA AENA S.A LSSIP Year 2016 Spain 111 Released Issue

125 Annex B - National Stakeholders Organisation charts GENERAL DIRECTORATE OF CIVIL AVIATION GENERAL SECRETARIAT AND LEGAL DEPARTMENT SUBDIRECTORATE OF AIR TRANSPORT OPERATION SUBDIRECTORATE OF AIR NAVIGATION AND AIRPORTS AIRPORT STRATEGY AIR NAVIGATION STRATEGY Spanish Direction General of Civil Aviation Schematic Structure AESA Agencia Estatal de Seguridad Aérea LSSIP Year 2016 Spain 112 Released Issue

126 Spanish Air Force involved in the provision of air navigation services to the civil aviation AENA S.A Schematic Organisation LSSIP Year 2016 Spain 113 Released Issue

127 Schematic Organisation LSSIP Year 2016 Spain 114 Released Issue