Local Single Sky ImPlementation (LSSIP) FRANCE

Transcription

1 EUROCONTROL Local Single Sky ImPlementation (LSSIP) FRANCE Year 2013 Level 1

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3 Dear colleagues, FOREWORD By Luc Tytgat Director of Directorate Single Sky EUROCONTROL Agency December 2013 The Local Single Sky ImPlementation (LSSIP) documents all together are considered as an important tool by the European ATM community since they provide an overall picture of how any of the ECAC States and stakeholders concerned are progressing in planning and deploying the mature elements of the European ATM Master Plan, as identified in its Level 3, namely the European Single Sky ImPlementation (ESSIP) Plan, and achieving the relevant SES derived ESSIP Objectives. In addition, the LSSIP documents provide a high level view on how ATM is organised institutionally within the States and give for each of them a detailed organisational structure of the main ATM stakeholders, i.e. Regulator, NSA, Military, ANSPs and Airports. They also contain crucial information about the evolution of the main national and regional / FAB projects which contribute to the SES Performance Areas, the ATM Master Plan Operational Improvements and the ESSIP Objectives. As a result of the continuous improvements and adaptations of the LSSIP process and its associated tools to respond over the years to the fast changing European ATM Environment, and thanks to the uninterrupted enhancement in the reliability and quality of information provided by States and stakeholders, the documents and their associated tools are used as a vehicle for capturing relevant information by the European Commission, the Performance Review Body (for the CAPEX analysis) and, most recently, ICAO. The LSSIP Database is now also hosting the information and data provided by the States and stakeholders within the framework of the SESAR Interim Deployment Steering Group (IDSG) activities. A number of new functions have therefore been developed to help the LSSIP and IDSG contributors to share relevant information, thus helping them to keep consistency in reporting where applicable. In order to avoid duplication in reporting, ICAO has recently asked EUROCONTROL to use the LSSIP Database as the platform for reporting on the deployment of their Aviation System Block Upgrade (ASBU) in the European ICAO Region s States. The Agency will enhance its LSSIP Database to meet this ICAO requirement, whilst ensuring that workload of States and stakeholders does not increase. The set of LSSIP 2012 information related to the national projects was used as one of the inputs to the preparation of the CAPEX Report produced by the PRU on behalf of the European Commission. The LSSIP template was slightly adapted to accommodate this new requirement. This specific use of LSSIP information will be continued. The impact on the LSSIP tool of short and medium term developments in the European ATM field, i.e. Centralised Services, SESAR Deployment and FABs consolidation, will certainly need further reflection. An adaptation of the LSSIP deliverables will be required to better meet the needs of the ATM community to ensure proper reporting on these new European and regional developments. EUROCONTROL will now start to investigate the feasibility of developing FAB or Regional Single Sky ImPlementation documents which would complement the existing LSSIPs and would also help to monitor and report on progress of only those activities falling within the FABs related areas of work. The expansion of the scope of work and the increasing interest of the ATM stakeholders in the LSSIP deliverables will impose States/stakeholders to address with greater attention issues such as the reliability and the quality of information provided in their LSSIP document. The Agency will facilitate the achievement of this objective by simplifying and harmonising the reporting requirements to the maximum extent possible. I would like to thank you for the substantial effort spent on your contribution to this LSSIP document. I see this as a tangible proof of your commitment to the principles of transparency and partnership, which benefits the entire ATM community. LSSIP Year 2013 France Released Issue

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5 DOCUMENT IDENTIFICATION SHEET LSSIP for FRANCE Infocentre Reference: 14/01/07-15 Document Identifier Edition: Year 2013 LSSIP Year 2013 FRANCE Edition Date: 20 June 2014 LSSIP Focal Point Jean-Jacques BLANCHARD jean-jacques. DTA, Single European Sky Unit LSSIP Contact Person - Adriatik KOKONA Status adriatik.kokona@eurocontrol.int Intended for Unit DSS/EIPR Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Internet ( Path: X:\03 LSSIP\1. LSSIP States\France (FR)\Year 2013 LINKS TO REFERENCE DOCUMENTS 1. LSSIP Guidance Material: 2. ESSIP Plan Edition 2013: 3. ESSIP Report 2012: 4. STATFOR Forecasts: 5. Acronyms and abbreviations: 6. European ATM Master Plan: 7. LSSIP Documents: LSSIP Year 2013 France Released Issue

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7 APPROVAL SHEET The following authorities have approved the present issue of the LSSIP document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European Single Sky ImPlementation (ESSIP) documents. Stakeholder / Organisation Name Position Date and signature DGAC / Direction du transport aérien Paul SCHWACH Director DGAC / Direction des services de la navigation aérienne Maurice GEORGES Director Direction de la circulation aérienne militaire Le général de brigade aérienne Eric LABOURDETTE Director LSSIP Year 2013 France Released Issue

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9 TABLE OF CONTENTS Executive Summary... 1 Introduction... 5 Chapter 1 - National ATM Environment Geographical Scope International Membership Geographical description of the FIR(s) Airspace Classification and Organisation National Stakeholders Civil Regulator(s) DSNA Airports Military Authorities Safety Investigation Authority Chapter 2 - Traffic and Capacity Evolution of traffic in France BORDEAUX ACC Traffic and en-route ATFM delays Summer 2013 performance Planning Period / BREST ACC Traffic and en-route ATFM delays Summer 2013 performance Planning Period / MARSEILLE ACC Traffic and en-route ATFM delays / Summer 2013 performance Planning Period / PARIS ACC Traffic and en-route ATFM delays / Summer 2013 performance Planning Period REIMS ACC Traffic and en-route ATFM delays / Summer 2013 performance Planning Period / Chapter 3 - ESSIP Report recommendations Chapter 4 - National Projects Chapter 5 - Regional Co-ordination FAB Co-ordination FAB Projects Other regional coordination projects Major partnerships DSNA, ENAV and Skyguide partnership A6 consortium AEFMP Chapter 6 - ESSIP Objective Implementation ANNEXES LSSIP Year 2013 France Released Issue

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11 Executive Summary Part - State Context Leading stakeholders involved in ATM in France are the Ministry of Defence and the Ministry of Ecology, Sustainable Development and Energy, respectively through French Military Air Traffic Management Directorate (DIRCAM - Direction de la Circulation Aérienne Militaire) and French Civil Aviation Authority (DGAC - Direction Générale de l Aviation Civile). Air Transport Directorate (DTA - Direction du Transport Aérien) and Civil Aviation Safety Directorate (DSAC - Direction de la Sécurité de l Aviation Civile), both belonging to DGAC but functionally separated, are defined as national supervisory authorities (NSA), respectively for economic performance and for safety oversight in air navigation services and air traffic management, including in particular changes oversight and interoperability. For services provided to general air traffic, DIRCAM exercises the national supervisory functions within Defence on behalf of DSAC, according to national decrees. Main civil ATM ANSPs include DSNA (Direction des Services de la Navigation Aérienne), the French air navigation services provider certified and designated for ATM services (as well as for CNS and AIS) and 61 stakeholders, providing Aerodrome Flight Information Service (AFIS) for GAT on 63 aerodromes. In addition seven military ANSPs providing services to general air traffic and covering ATC, CNS and AIS services, are certified in France. Among them four are designated since December 2011 as military air traffic service provider for the benefit of general air traffic. Météo-France is certified and formally designated as the only one MET provider since December Moreover, major airports (Paris Roissy- CDG, Paris Orly, Nice Côte d Azur, Lyon Saint Exupéry, Toulouse Blagnac, Marseille Provence) operators contribute to reporting. France is member state of the FABEC together with Belgium, Germany, Luxembourg, The Netherlands and Switzerland. In the course of 2011, two performance plans have been established for the first reference period ( ) and submitted to the European Commission in compliance with Commission Regulation (EU) No 691/2010 of 29th July 2010 and agreed according to Commission Recommendation 2012/C 228/01 of 29th July National and FABEC plans address safety, capacity, flight efficiency and military mission effectiveness through complementary Key Performance indicators (KPI, with targets) and Performance Indicators (PI, for monitoring purposes without targets). In addition, the national plan addresses cost efficiency performance indicators. More over the DSAC is involved in the agreement on the cooperation of the FABEC national supervisory authorities and a manual for their common activities of has been issued in Part - ESSIP Objective Implementation Country related objectives The status of compliance, achievements and main points of concerns for ESSIP objectives applicable to France can be summarized as follows regarding country related 29 applicable objectives: - 7 objectives are already completed (Implement ATS Route Network (ARN) - Version 7, Improve runway safety by preventing runway incursions, Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2, Implement enhanced tactical flow management services, Implement integrated briefing, Implementation of P-RNAV, Implement measures to reduce the risk to aircraft operations caused by airspace infringements). - 8 objectives are considered as late (Implement automated support for conflict detection and conformance monitoring, Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP), Migrate from AFTN to AMHS, Implement collaborative flight planning, Ensure quality of aeronautical data and aeronautical information, Initial ATC air-ground data link services above FL-285, Implementation of ground-ground automated co-ordination processes, Apply a common flight message transfer protocol FMTP). Delays impacting the full achievement of these objectives are linked to two on-going major national projects and investments for the renewal of legacy systems: CSSIP program for deployment of a new network infrastructure enabling for voice and data over IP, and 4-FLIGHT for transition to a new SESAR compliant ATM system including final Data-Link capabilities (as from 2017), for which a new implementation plan has been presented by DSNA to the Users and to the Commission remaining objectives are partially completed or planned and are progressing according to the implementation milestones. LSSIP Year 2013 France 1 Released Issue

12 Airports related objectives All airports operators of the four coordinated French airports (Paris Roissy-CDG, Paris Orly, Lyon Saint Exupéry, Nice Côte d Azur) have provided data together with DTA, DSAC, DSNA and DIRCAM. Compliance has also been assessed for the two other LSSIP French airport involved (Toulouse Blagnac, Marseille Provence). Environmental objectives are completed (CDAs planned or in place in these six airports, environmental management in place between all involved stakeholders of the airports). Paris Roissy-CDG is labellized A-CDM since November 2010 (FUM process implementation in February 2013 and procedures in adverse conditions including de-icing prior to end 2013) and CDM projects have been launched for Lyon Saint Exupéry and Paris Orly with implementation targets by Capacity enhancement methods and planning are in place in the four coordinated French airports. A-SMGCS level 1 and level 2 objectives are completed for both Paris airports but, due to the level of required investments (mainly surveillance systems), achievement of the A-SMGCS level 1 is late for other airports. Nevertheless the projects are on-going and full implementation is planned between 2014 and LSSIP France * FOC Date Planned implementation date (see legend at the bottom of the table) State-related ESSIP Objectives AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling LSSIP Year 2013 France 2 Released Issue <= [IDP] [E] * AOM19 Implement Advanced Airspace Management [IDP] [E] * AOM20 Implement ATS Route Network (ARN) - Version 7 [E] * AOM21 Implementation of Free Route Airspace [IDP] [E] * AOP03 Improve runway safety by preventing runway incursions * Implement ground based safety nets - Short Term Conflict ATC02.2 Alert (STCA) - level 2 [E] * Implement ground based safety nets - Area Proximity ATC02.5 Warning - level 2 [E] * Implement ground based safety nets - Minimum Safe Altitude ATC02.6 Warning - level 2 [E] * Implement ground based safety nets - Approach Path Monitor ATC level 2 [E] * ATC07.1 Implement arrival management tools [E] * Implement automated support for conflict detection and ATC12 conformance monitoring [E] * ATC15 Implement, in En-Route operations, information exchange [IDP] mechanisms, tools and procedures in support of Basic AMAN [E] operations * ATC16 Implement ACAS II compliant with TCAS II change 7.1 * Electronic Dialogue as Automated Assistance to Controller [IDP] ATC17 during Coordination and Transfer [E] * COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) [IDP] * COM10 Migrate from AFTN to AMHS * COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM * FCM01 Implement enhanced tactical flow management services [E] * [IDP] FCM03 Implement collaborative flight planning [E] * [IDP] FCM04 Implementation of Short Term ATFCM Measures - phase 1 [E] * [IDP] FCM05 Implementation of interactive rolling NOP [E] * INF04 Implement integrated briefing * Ensure quality of aeronautical data and aeronautical ITY-ADQ [E] information * ITY-AGDL Initial ATC air-ground data link services above FL-285 [IDP] [E] *

13 ITY-AGVCS2 ITY-COTR LSSIP France * FOC Date Planned implementation date (see legend at the bottom of the table) Implement air-ground voice channel spacing requirements below FL195 * Implementation of ground-ground automated co-ordination [E] processes * ITY-FMTP Apply a common flight message transfer protocol (FMTP) [IDP] * ITY-SPI Surveillance performance and interoperability * NAV03 Implementation of P-RNAV [E] * NAV10 Implement APV procedures [IDP] [E] * Implement measures to reduce the risk to aircraft operations SAF10 caused by airspace infringements * SAF11 Improve runway safety by preventing runway excursions * Implementation of Safety Oversight of Changes to ATM by SRC-CHNG National Supervisory Authorities (NSA) * Implement the EUROCONTROL Safety Regulatory SRC-RLMK Requirements (ESARRs) * SRC-SLRD Safety Levels and Resolution of Deficiencies * Airport-related ESSIP Objectives LFBO-Toulouse LSSIP Year 2013 France 3 Released Issue <= Implement airside capacity enhancement method and best AOP01.2 practices based on Eurocontrol capacity and efficiency * implementation manual Implement Advanced Surface Movement Guidance and AOP04.1 [E] Control System (A-SMGCS) Level1 * Implement Advanced Surface Movement Guidance and AOP04.2 Control System (A-SMGCS) Level 2 * [IDP] AOP05 Implement Airport Collaborative Decision Making (CDM) [E] * Implement Continuous Descent Operations (CDO) techniques ENV01 [IDP] for environmental improvements * Implement Collaborative Environmental Management (CEM) ENV02 at Airports * LFLL-Lyon Implement airside capacity enhancement method and best AOP01.2 practices based on Eurocontrol capacity and efficiency * implementation manual Implement Advanced Surface Movement Guidance and AOP04.1 [E] Control System (A-SMGCS) Level1 * Implement Advanced Surface Movement Guidance and AOP04.2 Control System (A-SMGCS) Level 2 * [IDP] AOP05 Implement Airport Collaborative Decision Making (CDM) [E] * Implement Continuous Descent Operations (CDO) techniques ENV01 [IDP] for environmental improvements * Implement Collaborative Environmental Management (CEM) ENV02 at Airports * LFML-Marseille Implement airside capacity enhancement method and best AOP01.2 practices based on Eurocontrol capacity and efficiency * implementation manual Implement Advanced Surface Movement Guidance and AOP04.1 [E] Control System (A-SMGCS) Level1 * Implement Advanced Surface Movement Guidance and AOP04.2 Control System (A-SMGCS) Level 2 * [IDP] AOP05 Implement Airport Collaborative Decision Making (CDM) [E] * Implement Continuous Descent Operations (CDO) techniques ENV01 [IDP] for environmental improvements * Implement Collaborative Environmental Management (CEM) ENV02 at Airports * LFMN-Nice AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual *

14 Implement Advanced Surface Movement Guidance and AOP04.1 [E] Control System (A-SMGCS) Level1 * Implement Advanced Surface Movement Guidance and AOP04.2 Control System (A-SMGCS) Level 2 * [IDP] AOP05 Implement Airport Collaborative Decision Making (CDM) [E] * Implement Continuous Descent Operations (CDO) techniques ENV01 [IDP] for environmental improvements * Implement Collaborative Environmental Management (CEM) ENV02 at Airports * LFPG-Paris - Charles de Gaulle Implement airside capacity enhancement method and best AOP01.2 practices based on Eurocontrol capacity and efficiency * implementation manual Implement Advanced Surface Movement Guidance and AOP04.1 [E] Control System (A-SMGCS) Level1 * Implement Advanced Surface Movement Guidance and AOP04.2 Control System (A-SMGCS) Level 2 * [IDP] AOP05 Implement Airport Collaborative Decision Making (CDM) [E] * Implement Continuous Descent Operations (CDO) techniques ENV01 [IDP] for environmental improvements * Implement Collaborative Environmental Management (CEM) ENV02 at Airports * LFPO-Paris - Orly Implement airside capacity enhancement method and best AOP01.2 practices based on Eurocontrol capacity and efficiency * implementation manual Implement Advanced Surface Movement Guidance and AOP04.1 [E] Control System (A-SMGCS) Level1 * Implement Advanced Surface Movement Guidance and AOP04.2 Control System (A-SMGCS) Level 2 * [IDP] AOP05 Implement Airport Collaborative Decision Making (CDM) [E] * Implement Continuous Descent Operations (CDO) techniques ENV01 [IDP] for environmental improvements * Implement Collaborative Environmental Management (CEM) ENV02 at Airports * Understanding the Table Objective Objective Partly Objective Planned No Plan Missing Data Late NOTE: The year where the coloured box is placed indicates the Implementation Completion Date as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date. LSSIP Year 2013 France 4 Released Issue

15 Introduction The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a five-year plan containing ECAC States actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document Year 2013 describes the situation in the State at the end of December The LSSIP documents are structured into 6 chapters to better differentiate the Stakeholder(s) accountable for the information contained in each of them: Chapters 1 to 5 present the key players in the State, and sets the institutional and geographical scenes to help the reader understand the specifics of the State and interpret the rest of the document correctly. It also presents a short description of the main national and regional projects in which the national Stakeholders are involved. Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Note: Chapter 6 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the ESSIP. LSSIP Year 2013 France 5 Released Issue

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17 Chapter 1 - National ATM Environment 1.1 Geographical Scope International Membership France is a Member of the following international organisations in the field of ATM: Organisation Since ECAC 16 th, December, 1955 EUROCONTROL 13 th, December, 1960 European Union 18 th, April, 1951 European Common Aviation Area 20 th, December, 2005 EASA 15 th, July, 2002 ICAO 7 th, December, 1944 NATO 4 th, April Geographical description of the FIR(s) The geographical scope of this document addresses the BREST, PARIS, REIMS, BORDEAUX and MARSEILLE FIRs / UIRs LSSIP Year 2013 France 6 Released Issue

18 Upper Airspace: ACC in UIR France (above FL 285) Airspace Classification and Organisation CURRENT APPLICATION OF AIRSPACE CLASSIFICATIONS UP TO FL v1 FL or Alt Band France Upper Limit C* D 115 3K* G SFC - 3K* Major TMA A C D E* Minor TMA C D E CTA/ Awy D E CTR A D* LTA* D E Legend A B C D E F G Unclassified or N/A No Reply C* = Class C with VFR restrictions, implemented above FL 195 in November K* = FL55/ Alt 1,000 /1,500 /2,000 /2,500 /3,000 /3,500 /5,000 (ft AGL/AMSL) E* = marginal portions of TMA or week-end periods; D* = all CTR are class D except for Paris. LTA* = special arrangements for mountainous regions and high seas which are classified E. In France, Class A is only applied for Paris CTR and TMA. LSSIP Year 2013 France 7 Released Issue

19 1.2 National Stakeholders Civil aviation in France is under the responsibility of the Ministère de l Ecologie, du Développement Durable et de l Energie (Ministry of Ecology, Sustainable Development and Energy) which represents France in the EUROCONTROL Provisional Council together with its military counterpart on behalf of the Ministère de la Défense (Ministry of Defence). The stakeholders involved in ATM/ANS in France are the following: Ministry of Ecology, Sustainable Development and Energy; Direction Générale de l Aviation Civile (DGAC), for the: Direction du transport aérien (DTA), responsible for the rule-making of air navigation under general air traffic rules and National Supervisory Authority for the charging and performance regulation (liaising with DSAC for safety performance); Direction de la sécurité de l aviation civile (DSAC), the National Supervisory Authority except for charging and performance regulation (see above); Direction des services de la navigation aérienne (DSNA), for the provision of Air Navigation Services. Bureau d'enquêtes et d'analyses pour la sécurité de l'aviation civile (BEA) is an independent body responsible for accident and serious incident investigations reporting directly to the Minister for Ecology, Sustainable Development and Energy. Météo France, for the provision of meteorological services. Ministry of Defence (MoD) Direction de la Circulation Aérienne Militaire (DIRCAM): Military Air Traffic Management Directorate which is the regulator for all traffic flying under operational air traffic rules, and also for the provision of air traffic services to GAT in some parts of the French national airspace. DIRCAM performs oversight activities on behalf of DSAC, French national supervisory authority, regarding military providers providing air navigation services to general air traffic.; CFA: Air Force Command, for the provision of air navigation services; CSFA: Air Force Support Command, for the provision of end communication-navigationsurveillance systems (air-ground communication, radar, radio aids ), in particular for the benefit of MIL aircraft and ANS providers; ALAVIA: Navy Aviation, for the provision of air navigation services; COMALAT: Army Aviation, for the provision of air navigation services; DGA/EV: Test and Acceptance Centre, for the provision of air navigation and trial services; DIRISI: Defence network communication and information systems directorate, for the provision of ground - ground communication. In addition, in FIRs managed by France: 61 independent air navigation service providers provide AFIS for GAT on 63 aerodromes; the ESSP (European Satellite Services Providers), the members of which are AENA, DFS, DSNA, ENAV, NATS, NAV and Skyguide, is in charge of the provision of the EGNOS Open Service (OS) and Safety of Life (SoL) Service. Since November 2012, EASA is competent authority for the certification and oversight of ESSP; Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. Main organisation charts are given in annex B. LSSIP Year 2013 France 8 Released Issue

20 Ministry of Defence (MoD) Ministry in charge of Transport (MoT) State Aviation Safety Authority (DSAÉ) General Directorate for Civil Aviation (DGAC) Military Air Traffic Management Directorate (DIRCAM) High-Level Airspace Policy Board Air Transport Directorate (DTA) Air Navigation Services Directorate (DSNA) Civil Aviation Safety Directorate (DSAC) Operations Directorate (DO) ACCs, APPs, TWRs, AIS Technical & Innovation Directorate (DTI) Operational System, R&D LSSIP Year 2013 France 9 Released Issue

21 Note: Apart from the civil BEA, a BEAD Air (Defence Air Accident Investigation Board) has been created in the same way in order to provide accidents and serious incidents involving State aircraft with investigations. This defence organism is placed under the direct surveillance of the Ministry of Defence. The BEAD Air is coordinating with the BEA in some cases but remains independent Civil Regulator(s) General information The different national entities having regulatory responsibilities in ATM are summarised in the table below. The DGAC is further detailed in the following sections Activity in ATM: Rule-making Safety Oversight Establishment of Tolerable Safety Levels Organisation responsible Direction des Transports aériens (DTA) Direction de la Sécurité de l Aviation civile (DSAC) DSAC Legal Basis Arrêté of July, 9 th, 2008 on the organisation of the MEEDDAT Article (NOR: DEVK A) Arrêté of December, 19 th, 2008 on the organisation of the DSAC (NOR: DEVA A) Arrêté of July, 9 th, 2008 on the organisation of the MEEDDAT (NOR: DEVK A) Safety Performance Monitoring DSAC Arrêté of December, 19 th, 2008 on the organisation of the DSAC (NOR: DEVA A) Enforcement actions in case of non-compliance with safety regulatory requirements DSAC DSAC sets the corrective measures or operational restrictions to be taken. Enforcement actions have different meanings, not used in our regulation on oversight. Airspace DTA Arrêté of July, 9 th, 2008 on the organisation of the MEEDDAT- Article (NOR: DEVK A) Economic DTA Arrêté of July, 9 th, 2008 on the organisation of the MEEDDAT Article (NOR: DEVK A) Environment DTA Arrêté of July, 9 th, 2008 on the organisation of the MEEDDAT- Article (NOR: DEVK A) Security DTA DSAC assists DTA with technical expertise regarding regulatory activities, monitoring and application of the Civil Aviation Security Quality Control National Program Arrêté of July, 9 th, 2008 on the organisation of the MEEDDAT Article (NOR: DEVK A) Arrêté of December, 19 th, 2008 on the organisation of the DSAC Article 10 (NOR: DEVA A) DTA In France the Regulator is composed of different directorates of DGAC which belongs to the Ministry in charge of Transport: DTA and DSAC. They are functionally separated from DSNA which is also part of DGAC but with a specific status (Decree of 9th May 1997). The Direction des Transports Aériens (DTA) is entrusted with the Environment, Security, Economic regulation (airlines, airports, ANS, passenger rights) Social law issues within the industry, International matters and relationships, as well as airspace management, ATM/ANS safety rule-making and policy. Within DTA, a dedicated unit, the Mission Ciel Unique (MCU), is responsible for the Single European Sky matters, and with Airspace organisation, ATM/ANS rule-making (except ANS staff training and licensing issues) and performance regulation. LSSIP Year 2013 France 10 Released Issue

22 Single European Sky Unit and Air Navigation Rulemaking Gilles Mantoux Deputy: Luc Lapène Air Navigation Rulemaking and Airspace Lionel Banège Single European Sky JeanJacques Blanchard DSAC Direction de la Sécurité de l Aviation Civile (DSAC) is the national supervisory authority set up by the French decree of the 11th December DSAC, as French supervisory authority is in charge of ensuring compliance with internationalstandards applicable to civil aviation, European regulations, and national legal provisions regarding safety, environment and security. As a consequence, DSAC has national authority for supervising, in particular, ATM/ANS safety, interoperability and security. DSAC includes five central technical directorates addressing European cooperation and safety regulation, flight crews, airworthiness and operations, airports and air navigation and security. The national supervisory authority revolves around a central directorate in Paris and regional offices located throughout mainland France, overseas departments and territories of the Antilles-Guyana, and in the Indian Ocean region. Annual Report published: Y The 2012 Annual Report published in May, 7 th DSNA Direction des Services de la Navigation Aérienne (DSNA) was created by Decree of 28 th February DSNA is the single civil ANSP that provides ATC for en-route, TMA and aerodromes in FIR France. It is state-owned and is an entity of DGAC. Functional separation is achieved between rule-making, oversight activities and service provision activities. Both DSNA and DSAC have a specific status called service à compétence nationale (nationwide competence office) defined by Decree of 9th May Name of the ANSP: DSNA Governance: State Ownership: 100% State Services provided Y/N Comment ATC en-route Y Exclusive designated civil ANSP ATC approach Y Exclusive designated civil ANSP ATC Aerodrome(s) Y Exclusive designated civil ANSP AIS Y Exclusive designated civil ANSP CNS Y MET N METEO FRANCE is the only certified MET provider, and was designated on 20 th December ATCO training Y Initial training is provided by ENAC (French Civil Aviation School) Others N AFIS providers are generally aerodrome operators Additional information: Provision of services in other State(s): Y Existing ATC services through letters of agreement where appropriate Annual Report published: Y DSNA,32711.html For more information see civil aviation website: LSSIP Year 2013 France 11 Released Issue

23 ATC system in use Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-interface systems. Specify the manufacturer of the ATC system currently in use: Major upgrade 1 of the ATC system is performed or planned? ARTAS V8 (2014) DACOTA Thales Air systems V8 (2015) IRMA Sogeti High Tech V7 (2014) ODS Cap Gemini 6.2 (2013) 7.3 (2014) OMEGA Sogeti High Tech V5 (2015) STIP Thales Services I26 (2014) STPV Thales Services V28 (2014) A-SMGCS Indra V MLAT (2015) ATC units The en-route ATC units in the French airspace which are of concern to this LSSIP are the following: ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA BORDEAUX ACC 21 - LFBB BREST ACC 18 - LFRR MARSEILLE ACC 28 - LFMM PARIS ACC 22 - LFFF REIMS ACC 18 - LFEE A total of 44 TMAs are managed in the French mainland airspace (excluding overseas regions) by APPs located at the principal airports. Most important of them are; ATC Unit Number of approach positions Associated FIR(s) En-route TMA PARIS CDG - 15 IFR LFFF PARIS ORLY - 7 IFR LFFF BÂLE MULHOUSE BORDEAUX IFR + 2 VFR 4 IFR + 1 VFR LFEE LFBB LILLE - 4 IFR LFFF LYON - MARSEILLE - MONTPELLIER - NANTES - NICE - 8 IFR + 2 VFR 5 IFR + 2 VFR 4 IFR + 1 VFR 4 IFR + 1 VFR 9 IFR + 4 VFR STRASBOURG - 5 IFR + 1 VFR TOULOUSE - 6 IFR + 1 VFR LFMM LFMM LFMM LFRR LFMM LFEE LFBB Remarks 1 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2013 France 12 Released Issue

24 1.2.3 Airports General information In addition to aerodromes operated by Aéroports De Paris (ADP), eleven major airports (11), whose land belongs to the state, are operated by companies under concession by DGAC. This concession tasks the Airport Operator to manage not only the land side and the air terminals but also the air side (that includes signs and markings, lighting). Regional airports property has been transferred to regional communities. These communities delegate the operation to airport operators under statement of work. DSAC certification addresses all tasks of the aerodrome operator including SMS (Safety Management System), structures, lighting on the runway and taxiways. Each year, the number of aerodrome operators that need a certification is increased in order to phase the process. UAF (Union des Aéroports Français) is the association of the Airport Operators. An airport slot coordinator (COHOR), a different entity independent from State, airlines and airports, is responsible for the airport slot allocation for the airlines or any aircraft operator, for any operation at French coordinated airports, based on the EU Regulation 95/93 as amended Airport(s) covered by the LSSIP APO SloAs are contained in the following objectives: ENV, APO, ITY-ADQ and SAF11. In addition to the Annex B of the ESSIP Plan edition 2013, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. According to these criteria the airports covered in this LSSIP are: - Paris Charles de Gaulle (LFPG) - Paris Orly (LFPO) - Nice Côte d Azur (LFMN) - Lyon Saint Exupéry (LFLL) - Marseille Provence (LFML) - Toulouse Blagnac (LFBO) Military Authorities The defence activities encompass the functions of Regulator, ANSP, airport operator, airspace user, aircraft operator, aeronautical information provider, for all the traffic flying OAT and also for the provision of air traffic services to OAT and GAT flights in some parts of national airspace and around some airports. Regulatory, service provision and user role in ATM are detailed below Regulatory role DIRCAM (Military Air Traffic Management Directorate) is the defence authority responsible for providing regulation of air navigation under operational air traffic rules. DIRCAM is embedded inside the State Aviation Safety Authority (DSAÉ), which deals with regulation and oversight for ATM and airworthiness, and also aircrew training and aircraft operation To ensure safety of air navigation in the whole French airspace, regulatory activities are coordinated between DIRCAM and DTA under the High-Level Airspace Policy Board ( Directoire de l Espace Aérien ). In the same way than DGAC organisation, military ATM safety regulatory functions have been separated in two parts, under the authority of the Director of the DIRCAM, which encompasses three subdirectorates: - Airspace sub-directorate (SDEA) in charge of airspace and relevant rulemaking; - Regulatory sub-directorate (SDR) in charge for MoD of Air navigation, Airspace and Aerodromes; - Surveillance and Audit sub-directorate (SDSA) in charge of military ANSPs supervisory activities, on behalf of DSAC for the services provided for GAT. LSSIP Year 2013 France 13 Released Issue

25 Therefore, DIRCAM is organized as follows; DIRCAM Director BG** Eric LABOURDETTE Deputy: COL Erik CHATELUS SDEA COL Fabienne TAVOSO SDR COL Marc LAPIERRE SDSA COL Alain DENIAU Regulatory framework and rule-making OAT OAT and provision of service for OAT governed by national legal provisions? Level of such legal provision: Decrees in State council or Prime minister level DIRCAM Regulation Authority signing such legal provision: Prime Minister, Minister of Defence These provisions cover: Rules of the Air for OAT Y GAT Provision of service for GAT by the Military governed by national legal provisions? Level of such legal provision: Decree in State council or prime minister level Authority signing such legal provision: Prime Minister These provisions cover: Y Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y OAT/GAT Co-ordination Y OAT/GAT Co-ordination Y Additional Information: Crews and controllers are both trained and licensed by relevant Defence Authorities. Means used to inform airspace users (other than military) about these provisions: ATCO Training N ATCO Training Y ATCO Licensing N ATCO Licensing Y ANSP Certification N ANSP Certification Y ANSP Supervision Y ANSP Supervision Y Aircrew Training N ESARR applicability Y Aircrew Licensing N Additional Information: ATCO licences are delivered by DSAC and trained in schools certified by DSAC Means used to inform airspace users (other than military) about these provisions: National AIP Y National AIP Y National Military AIP Y National Military AIP Y EUROCONTROL eaip Y EUROCONTROL eaip Y Y LSSIP Year 2013 France 14 Released Issue

26 Oversight OAT National oversight body for OAT: DIRCAM OAT oversight has been launched in September GAT The French National Supervisory Authority for GAT services provided by military ANSPs is the DSAC. Some military ANSPs supervisory activities are performed by DIRCAM, on behalf of DSAC, through a national decree and an operational letter of agreement. Certification and oversight methods used by DIRCAM are supervised by DSAC. Military ATCO training oversight and licensing are performed by DSAC Service Provision role MoD organizations are providing ATS to general air traffic in some parts of the airspace. DIRCAM is responsible for providing aeronautical information at national level. Ministry Of Defence Army Navy Air Force DGA DIRCAM EMA Air Force COMALAT ALAVIA CFA DGA/EV DIA DIRISI CSFA OAT GAT Services Provided: Services Provided: En-Route Y En-Route N Approach/TMA Y Approach/TMA Y Airfield/TWR/GND Y Airfield/TWR/GND Y AIS Y AIS Y MET Y For observations and MET N forecasting, data are provided by METEO FRANCE, and tools are METEO FRANCE devices SAR Y SAR Y TSA/TRA monitoring Y FIS Y Additional Information: Additional Information: Military ANSP providing GAT services SES certified? Certificate issued by: Y CFA COMALAT ALAVIA DGA/EV DIA DIRISI CSFA DIRCAM on behalf of DSAC 12/12/12 17/06/11 14/06/11 06/12/11 17/06/11 02/07/10 05/07/12 Duration of the Certificate: If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information: OAT oversight process has begun in September Audits are in progress LSSIP Year 2013 France 15 Released Issue

27 User role State Aviation Authority Army COMALAT Navy ALAVIA Air Force CFA Procurement Agency CEV Department of Finance CUSTOMS Department of Homeland Security Office of Public Safety Department of Homeland Security Gendarmerie 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 N Within specific corridors only N Within the regular (GAT) national route network N 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: Flow and capacity exemptions are only authorized for some governmental and prioritized flights Flexible Use of Airspace (FUA) Military in France 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 Safety Investigation Authority Safety investigations Safety investigations of accidents and/or incidents are carried out by the Bureau d'enquêtes et d'analyses pour la sécurité de l'aviation civile (BEA Bureau of Investigation and Analysis for Safety in Civil Aviation) in France. This independent authority performs its functions according to Regulation (EU) No 996/2010 of the European Parliament and of the Council of 20 October 2010 on the investigation and prevention of accidents and incidents in civil aviation. The BEA is a permanent safety investigation authority that is functionally independent in particular of aviation authorities responsible for airworthiness, certification, flight operation, maintenance, licensing, air traffic control or aerodrome operation and, in general, of any other party or entity the interests or missions of which could conflict with the task entrusted to the safety investigation authority or influence its objectivity. The sole objective of the safety investigation is to collect and analyze the useful information to determine the circumstances and the causes of an accident/incident and, if necessary, to issue safety recommendations to prevent future accidents and/or incidents. The identification of causes does not imply the assignment of fault or the determination of administrative, civil or criminal liability. LSSIP Year 2013 France 16 Released Issue

28 The BEA main tasks are to: - conduct safety investigations into civil aviation aircraft accidents and/or incidents, - recommend any preventive action that it considers necessary to be taken to enhance aviation safety at any stage of the safety investigation, The BEA may also issue safety recommendations on the basis of studies or analysis of a series of investigations or any other activities. Safety investigation reports and statistics (or annual reports) are made public through its website Collection, Evaluation & Processing of Data The BEA performs the collection, evaluation, process and storing of all information related to accidents, incidents and occurrences, as well as making this information available to the other EU States according to Directive 2003/42/EC (transposed by national orders 26 th March 2004 and 17 th August 2007). On 1st January 2004, ICAO and the BEA simultaneously started using the release 4 of the European Coordination Centre for Accident and Incident Reporting Systems (ECCAIRS) to manage occurrence reporting and exchange safety data. Through its contacts with worldwide safety organisations, the BEA has kept promoting the ECCAIRS system as a common tool to exchange and analyse safety data. The BEA has been using ECCAIRS has an investigation tool and placed ECCAIRS at the centre of its activity. On a daily basis, data are collected, evaluated, processed and exchanged with other organisations such as ICAO, the European Commission and the DGCA Civil-Military Accidents/Incidents CDSA ( Commission Défense de Sécurité de la gestion du trafic Aérien ) is composed by military aviation representatives. This committee is in charge of analyzing events involving Operational Air Traffic and military control centres. The CDSA main tasks are: - to conduct air safety events investigations according to level of severity (identify causes, define gravity, analyze); - to issue safety recommendations and requirements as appropriate. The chairman is appointed by the Minister for Defence. CMSA ( Commission Mixte de Sécurité de la gestion du trafic Aérien ) is a national air safety committee embodied and co-chaired military and civil aviation representatives. Dealing with joint air safety events involving either both General Air Traffic and Operational Air Traffic or both civil and military control centers, the CMSA is mainly tasked to: - to conduct air safety events investigations according to level of gravity (identify causes, determine severity level, analyze); - to issue safety recommendations and requirements as appropriate. The two co-chairmen are appointed by the Minister for Defence and the Minister for Transport. BEAD-Air ( Bureau Enquêtes Accidents Défense - Air ). Governed by the law , BEAD-Air was established in 2010 by the order 1307 and the Defence code. Investigators BEAD-air are commissioned by the Ministry of Defence and are responsible for conducting safety investigations of accidents or incidents on the state aircraft, ie exclusively made for the Forces, or operated by state, or certificated and monitored by the State Aviation Authority (i.e. DSAÉ)through Decree regulating Airworthiness. LSSIP Year 2013 France 17 Released Issue

29 Chapter 2 - Traffic and Capacity 2.1 Evolution of traffic in France 4,000,000 France - Annual IFR Movements France - Distribution (Ref. year 2012) 3,500,000 3,000,000 IFR flights 2,500,000 2,000,000 1,500,000 IFR movements - Actuals Domestic flights 15% Overflights 48% 1,000, ,000 IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast International Dep/Arr 37% A 2010 A 2011 A 2012 A 2013 F 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F A = Actual F = Forecast STATFOR Medium-Term Forecast (September 2013) IFR flights yearly growth 2010 A 2011 A 2012 A 2013 F 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F H -0,6% 3,5% 3,0% 3,1% 2,5% 2,7% 2,1% France B -0,2% 6,2% -1,5% -1,0% 2,0% 2,0% 2,4% 1,7% 2,0% 2,0% L -1,4% 0,3% 0,4% 1,1% 0,6% 0,8% 0,9% ESRA B 0,8% 3,1% -2,4% -0,9% 1,4% 2,6% 2,7% 2,2% 2,5% 2,5% 2013 Traffic in the France increased by 0.4 % during Summer 2013 (May to October inclusive), when compared to the same period during /19 The STATFOR medium-term forecast (MTF) predicts an average annual increase between 0.7% and 2.8% during the planning cycle, with a baseline growth of 2.0%. LSSIP Year 2013 France 18 Released Issue

30 2.2 BORDEAUX ACC Traffic and en-route ATFM delays Summer 2013 performance Traffic Evolution 2013 Capacity Baseline En-route Delay (min/flight) Capacity Optimum All reasons Without weather gap +1.5% 201 (0%) No Average enroute delay per flight increased to 0.5 minutes per flight in Summer 2013, mainly due to the strike June Delay per flight without industrial action is 0.1 minutes per flight, well below the reference value. 75% of the delays were for the reason Industrial action, and 16% for ATC Capacity. Capacity Plan +2% Achieved Comments Improved Airspace Management and ATFCM Procedures Yes Staff deployment / Flexible rostering Yes Improvement of profiles for LFPG arrivals from the southwest (IBBP)-Study for dualization of UN859 Yes ERATO training (from Autumn 2013) Maximum configuration: 21 UCESO Summer 2013 performance assessment The ACC capacity baseline was assessed to be at the same level as in Summer During the measured period, the average peak 1 hour demand was 190 and the average peak 3 hour demand was 178. No Yes Planning Period /19 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. The /19 summer capacity profile and delay breakdown has been derived according to the following parameters: 2014: capacity requirement profiles based on the delay breakdown per ACC as provided in January /19: Reference value based on the breakdown of a yearly European delay target of 0.5 min/flight LSSIP Year 2013 France 19 Released Issue

31 En-route ATFM delay breakdown - Reference Values LFBBCTA Annual Summer Capacity Profiles ACC 2013 Profiles (hourly movements and % increase over previous year) baseline H 204 1% 206 1% 212 3% 217 2% 225 4% 232 3% LFBB 201 Ref % 203 0% 207 2% 209 1% 214 2% 218 2% L 201 0% 201 0% 202 0% 202 0% 204 1% 206 1% C/R 201 0% 202 0% 203 0% 205 1% 209 2% 213 2% Capacity Plan Year Improved Airspace Management / FUA Staff deployment / Flexible rostering Measures planned Improved ATFCM Procedures and STAM ERATO ESSO project study (stripless, MTCD) ESSO project New TSA 6 Datalink IOC (more dynamic ASM) Improvement of profiles for LFPO arrivals from the southwest (IBBP) Dualisation of UN859 FABEC FRA Step 1 : WE DCTs Change of DFL between upper and lower airspace 4Flight (new ATM system) FABEC FRA Step 2: H24 DCTs with military activity Significant Events Max sectors Capacity increase p.a. Reference profile Additional information 21 UCESO ERATO Training (from autumn 2014) 18 UCESO (21 during July and August) FABEC ATFCM/ASM Step 2: CDM procedures Training for 4Flight (autumn 2017) 21 UCESO 21 UCESO 21 UCESO 21 UCESO 0% 0% 1% 4% 1% 6% 0% 0% 2% 1% 2% 2% ERATO: Training: From September 2014 to December 2015 (18/19 UCESO, 21 during July and August 2015) Implementation: Winter 2015/ Temporary capacity reduction for 1 to 2 months LSSIP Year 2013 France 20 Released Issue

32 LFBBCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan /19 Planning Period Outlook No capacity gap is foreseen for Bordeaux ACC in the current planning cycle. 2.3 BREST ACC Traffic and en-route ATFM delays LSSIP Year 2013 France 21 Released Issue

33 2.3.2 Summer 2013 performance Traffic Evolution 2013 Capacity Baseline En-route Delay (min/flight) Optimum All reasons Without weather Capacity gap +3.5% 206 (0%) No Average enroute delay per flight increased to 0.5 minutes per flight in Summer 2013, mainly due to the strike June Delay per flight without industrial action is 0.2 minutes per flight. 58% of the delays were for the reason Industrial Action (ATC), and 35% for ATC Capacity. Capacity Plan 0% Achieved Comments Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Improvement of profiles for LFPG arrivals from the southwest (IBBP)-Study for dualization of UN859 ERATO training (January 2013 to March 2014) Maximum configuration: 18 UCESO Summer 2013 performance assessment The ACC capacity baseline was assessed to be at the same level as in Summer During the measured period, the average peak 1 hour demand was 217 and the average peak 3 hour demand was 199. Yes Yes Yes No Yes Planning Period /19 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. The /19 summer capacity profile and delay breakdown has been derived according to the following parameters: 2014: capacity requirement profiles based on the delay breakdown per ACC as provided in January /19: Reference value based on the breakdown of a yearly European delay target of 0.5 min/flight LFRRCTA Annual Summer En-route ATFM delay breakdown - Reference Values Capacity Profiles 2013 Profiles (hourly movements and % increase over previous year) ACC baseline H 222 8% 225 1% 235 4% 244 4% 253 4% 261 3% Ref % 222 2% 226 2% 232 3% 238 3% 245 3% LFRR 206 L 213 3% 214 0% 216 1% 218 1% 221 1% 224 1% C/R 217 5% 220 1% 225 2% 231 3% 238 3% 245 3% Measures planned Capacity Plan Year Improved airspace management / FUA Staff redeployment / flexible rostering Improvement of ATFCM procedures and STAM DFL change in ERATO New TSA 6 4Flight (new V, W and K (stripless, (more dynamic ATM system) sectors MTCDlilin) ASM) Change to G and A sectors limits Improvement of profiles for LFPO arrivals from the southwest (IBBP) Dualisation of UN859 Reorganisation of airspace below FL145 (2 nd & final step) Datalink IOC FABEC ATFCM/ASM Step 2: CDM procedures LSSIP Year 2013 France 22 Released Issue

34 Significant events Max sectors Capacity increase p.a. Reference profile Additional information IBP project New interface between France & UK 18 UCESO Upgraded ops room and new simulation room FABEC FRA Step 1 : WE DCTs ERATO Training (From Autumn 2014) 18 UCESO (19 during July August) FABEC FRA Step 2: H24 DCTs with military activity Training for 4Flight (autumn 2017) 19 UCESO 19 UCESO 19 UCESO 19 UCESO 2% 0% 1% 4% 1% 6% 6% 2% 2% 3% 3% 3% ERATO: Training: From September 2014 to December 2015 (18 UCESO, 19 during July and August 2015) Implementation: Winter 2015/ Temporary capacity reduction for 1 to 2 months LFRRACC - Reference capacity profile and alternative scenarios 270 Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan /19 Planning Period Outlook In view of the recent high traffic increase and the gradual implementation of system upgrades, the capacity plan does not meet currently the required network performance. The capacity gap will be reduced at the end of the period thanks to the implementation of 4Flight. LSSIP Year 2013 France 23 Released Issue

35 2.4 MARSEILLE ACC Traffic and en-route ATFM delays / Summer 2013 performance Traffic Evolution 2013 Capacity Baseline En-route Delay (min/flight) Optimum All reasons Without weather Capacity gap +0.1% 237 (+0%) Yes Average en-route delay per flight increased to 0.7 minutes per flight in Summer Delay per flight without industrial action is 0.4 minutes per flight. 47% of the delays were for the reason Industrial Action, 35% for ATC Capacity, and 16% for Weather. Capacity Plan +2% Achieved Comments Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Improvement of LUMAS CDRs availability Provence project Phase 1 Enhanced sector availability during WEs Reorganisation of sectors E and K Stepped implementation of FRA FABEC Maximum configuration: 28 UCESO Summer 2013 performance assessment The capacity baseline was evaluated to be 237. During the measured period, the average peak 1 hour demand was 245 and the average peak 3 hour demand was Planning Period /19 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. The /19 summer capacity profile and delay breakdown has been derived according to the following parameters: 2014: capacity requirement profiles based on the delay breakdown per ACC as provided in January 2011 LSSIP Year 2013 France 24 Released Issue Yes Yes Yes Yes Yes Yes Yes Yes

36 /19: Reference value based on the breakdown of a yearly European delay target of 0.5 min/flight LFMMCTA Annual Summer Measures planned Capacity Plan Year Improved airspace management / FUA Staff redeployment / flexible rostering Improved ATFM procedures and STAM Reorganisation Reorganisation FABEC of interface with of interface with ATFCM/ASM LECB (LUMAS) LECB (LUMAS) Step 2: CDM Phase 2 Phase 3 procedures Significant Events Reorganisation of lower airspace and delegation of ATS to APP units below FL145 Full Provence project New upper level of sectors Datalink IOC ML, LO and LS Creation of 4 th layer FABEC FRA Step 1 : WE DCTs Training for 4Flight (Autumn 2015 to end 2016) 4flight (new ATM system) implementation 4Flight (new ATM system) upgrade FABEC FRA Step 2: H24 DCTs with military activity Max sectors 28 UCESO 28 UCESO 25 UCESO 28 UCESO 28 UCESO 28 UCESO Capacity increase p.a. Reference profile Additional information En-route ATFM delay breakdown - Reference Values Capacity Profiles 2013 Profiles (hourly movements and % increase over previous year) ACC baseline H 250 5% 256 2% 264 3% 274 4% 282 3% 293 4% Ref % 250 1% 256 2% 260 2% 266 2% 274 3% LFMM 237 L 244 3% 244 0% 246 1% 249 1% 250 0% 253 1% C/R 250 5% 252 1% 259 3% 264 2% 271 3% 278 3% 3% 2% 0% 1% 6% 8% 5% 1% 2% 2% 2% 3% LFMMACC - Reference capacity profile and alternative scenarios 300 Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan LSSIP Year 2013 France 25 Released Issue

37 /19 Planning Period Outlook A similar level of performance to 2013 is expected in The capacity will be in line with network requirements in In 2016 and 2017, the capacity will reduce temporarily due to the implementation of the new ATM system. The capacity gap will be closed in 2018/2019, thanks to the implementation of 4Flight. LSSIP Year 2013 France 26 Released Issue

38 2.5 PARIS ACC Traffic and en-route ATFM delays / Summer 2013 performance Traffic Evolution 2013 Capacity Baseline En-route Delay (min/flight) Optimum All reasons Without weather Capacity gap -3.5% 268 (0%) No Average enroute delay per flight decrased from 0.3 minutes per flight in Summer 2012 to 0.2 minutes per flight in Summer % of the delays were for the reason ATC Capacity, 46% for Weather, and 14% for Industrial Action. Capacity Plan +2% Achieved Comments Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Improvement of profiles for LFPG arrivals from the southwest (IBBP) IBP 2013 (TP/UK/UZ) IRP 2013 (transfer) Maximum configuration: 21 UCESO Summer 2013 performance assessment The ACC capacity baseline was assessed to be at the same level as in Summer 2012 During the measured period, the average peak 1 hour demand was 247 and the average peak 3 hour demand was 227. Yes Yes Yes Yes Yes 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. The /19 summer capacity profile and delay breakdown has been derived according to the following parameters: 2014: capacity requirement profiles based on the delay breakdown per ACC as provided in January /19: Reference value based on the breakdown of a yearly European delay target of 0.5 min/flight LSSIP Year 2013 France 27 Released Issue

39 LFFFCTA Annual Summer En-route ATFM delay breakdown - Reference Values ACC LFFF 268 Measures planned 2013 baseline 2014 Capacity Plan Year Improved airspace management / FUA Staff redeployment / flexible rostering Improved ATFCM procedures and STAM / GF project* Reorganisation of lower airspace and delegation of ATS to APP units below FL145 (for relevant airspace) Improvement FABEC AD of profiles for South-East 4Flight (new LFPO arrivals Phase 1 : ATM system) from the southwest SWAP Step 1 (IBBP) IBP project New interface between France & UK Point Merge NW FABEC AD South-East Phase 2 : CBA22 Step 1 & Full SWAP Point Merge NE Datalink IOC Capacity Profiles Profiles (hourly movements and % increase over previous year) H 268 0% 268 0% 269 0% 271 1% 273 1% 274 0% Ref % 268 0% 268 0% 269 0% 270 0% 271 0% L 268 0% 268 0% 268 0% 268 0% 268 0% 268 0% C/R 268 0% 268 0% 269 0% 269 0% 270 0% 272 1% FABEC ATFCM/ASM Step 2: CDM procedures 2019 Paris SE optimisation Phase 1 (Post IRP 2013) Paris SE optimisation Phase 2 FABEC AD South-East Phase 3 : Full CBA22 FABEC FRA Step 1 : WE DCTs Significant Events FABEC FRA Step 2: H24 DCTs with military activity Training for 4Flight (autumn 2017) Max sectors 22 UCESO 22 UCESO 22 UCESO 22 UCESO 22 UCESO 22 UCESO Capacity increase p.a. Reference profile Additional information 3% 3% 2% 0% 1% 5% 0% 0% 0% 0% 0% 0% *GF project: Management of flows for Paris TMA and Roissy CDG LSSIP Year 2013 France 28 Released Issue

40 LFFFACC - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan /19 Planning Period Outlook No capacity gap is foreseen for Paris ACC in the current planning cycle. 2.6 REIMS ACC Traffic and en-route ATFM delays /19 LFEEACC - 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) * LSSIP Year 2013 France 29 Released Issue

41 2.6.2 Summer 2013 performance Traffic Evolution 2013 Capacity Baseline En-route Delay (min/flight) Optimum All reasons Without weather Capacity gap +5.1% 192 (+8%) No Average enroute delay per flight slightly increased from 0.4 minutes per flight in Summer 2012 to 0.5 minutes per flight in Summer Delay per flight without industrial action is 0.3 minutes per flight. 41% of the delays were for the reason ATC Capacity, 31% for Industrial Action, and 19% for Weather. Capacity Plan +2% Achieved Comments Improved airspace management and ATFM procedures Staff redeployment / flexible rostering IRP 2013 (transfer) Change DFL from 375 to 365 between K and H (H, E and N) Stepped implementation of FRA FABEC Maximum configuration: 18 UCESO Summer 2013 performance assessment The ACC capacity baseline was measured at 192. During the measured period, the average peak 1 hour demand was 195 and the average peak 3 hour demand was Planning Period /19 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. The /19 summer capacity profile and delay breakdown has been derived according to the following parameters: 2014: capacity requirement profiles based on the delay breakdown per ACC as provided in January /19: Reference value based on the breakdown of a yearly European delay target of 0.5 min/flight Yes Yes Yes Yes Yes Yes LFEECTA Annual Summer En-route ATFM delay breakdown - Reference Values Capacity Profiles 2013 Profiles (hourly movements and % increase over previous year) ACC baseline H % 216 2% 226 5% 235 4% 241 3% 247 2% Ref % 208 1% 216 4% 221 2% 226 2% 234 4% LFEE 192 L 197 3% 198 1% 201 2% 204 1% 208 2% 210 1% C/R 193 1% 193 0% 201 4% 205 2% 210 2% 216 3% Measures planned Capacity Plan Year Improved airspace management / FUA Staff redeployment / flexible rostering Improved ATFCM procedures and STAM Reorganisation FABEC AD Reorganisation of lower South-East R and N airspace ELLX Phase 1 : airspace blocks interface SWAP Step 1 FABEC AD South-East Phase 2 : CBA22 Step 1 & Full SWAP IRP 2013 follow-up & optimisation Datalink IOC Additional layer between KR and HR (new FABEC ATFCM/ASM Step 2: CDM procedures LSSIP Year 2013 France 30 Released Issue

42 Significant Events Upgraded ops room YR) FABEC XMAN Step 1 : Basic FABEC FRA Step 1 : WE DCTs Training for 4Flight (Autumn 2015 to end 2016) 4flight (new ATM system) implementation FABEC AD South-East Phase 3 : Full CBA22 4Flight (new ATM system) upgrade FABEC FRA Step 2: H24 DCTs with military activity Max sectors 18 UCESO 19 UCESO 18 UCESO 20 UCESO 20 UCESO 20 UCESO Capacity increase p.a. Reference profile (Current) Reference profile (Shortest) Additional information 3% 3% 0% 1% 6% 8% 1% 0% 4% 2% 2% 3% 7% 1% 4% 2% 2% 4% LFEEACC - Reference capacity profile and alternative scenarios 260 Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline /19 Planning Period Outlook Plan If current routings would not change, no capacity gap is foreseen for Reims ACC in the current planning cycle. At the end of RP2, the capacity plan is sufficient to cope with traffic on shortest routes. LSSIP Year 2013 France 31 Released Issue

43 Chapter 3 - ESSIP Report recommendations Recommendations issued from the ESSIP Report for 2012 applicable to France for all items that require corrective actions and improvements ahead of the 2013 reporting exercise. Number Recommendation Ownership REC REC REC REC REC REC REC REC To ensure that all Stakeholders report the expected completion dates as defined in their National business plans. To ensure correct application of LSSIP guidance material and to implement the results of mandatory LSSIP in-cycle check. Airports to ensure appropriate efforts to implement all related actions in the ESSIP objective AOP05, but particularly stakeholder lines of action APO05 and/or APO06, in coordination with the Network Manager. ANSPs to ensure appropriate efforts to implement all related actions in the ESSIP objective AOP05, particularly stakeholder lines of action 04 and 05. To ensure actions for overcoming present delays in the implementation of basic ATSMHS capability (ESSIP objective COM10). States to ensure that appropriate actions are taken for overcoming present delays in the implementation of priority capabilities specified in the ESSIP objective FCM03. States should ensure that the AG-DLS Regulation will be implemented on time as appropriate. ANSP s to speed up the implementation activities in order to avoid implementation delays and non-compliances with the obligations specified in the EC Regulation 29/2009 (ESSIP objective ITY-AGDL). All States All States EKCH, LFLL, LGKR, LGTS, LHBP, EIDW, LPPT, LEBL, LEPA, ESSB, LTAI, EGGW. CH (LSGG only), DK, ES, FR (except LFPG), GR, HU, PL, PT, SE (ESSB only), TR, UK. AL, AM, AZ, CY, CZ, DK, EE, FI, FR, GR, HR, HU, IT, LU, MAS, MD, MT, NO, SE, SI, UA BE, UK, SE, NO, FI, LV, PL, HU, UA, AM, TR, MK, FR, PT, MT, RO, HR, BA, AL, SI, IT, CZ, MAS, CY. AT, ES, FR, IT AT, ES, IT, FR Interim Deployment Programme View Number Recommendation Ownership REC REC REC REC States are encouraged to speed up the AFP implementation and to schedule AFP testing with Network Manager Airports are encouraged to establish performance committees and implement information sharing and performance reporting processes in line with A-CDM guidelines (AOP05 objective). To revise deployment plans and as much as possible speed up the implementation of CPDLC requirements ANSPs to increase activities towards the migration to IP. All States Airports in applicability area reported other than completed ANSPs of core area States NO, FI, IE, FR, ES, IT, HR, HU, UA, RS, ME, MK, GR, MT, CY, AZ, SE Stakeholders View Number Recommendation Ownership REC ANSPs are encouraged to publish more APV routes. All ECAC ANSPs LSSIP Year 2013 France 32 Released Issue

44 FAB View Number Recommendation Ownership REC REC REC To update the FABs plans and establish a more appropriate roadmap to improve the current lack of coordination and ensure a common response to deployment needs. The ANSPs should coordinate system deployment (including system upgrades) and capabilities implementation plans with FAB partner first, and then follow on with coordination to adjacent FABs and ANSPs. Ongoing work to harmonise reporting culture between States in the FAB should be continued to ensure alignment of reporting principles. FAB States FAB States FAB States For the recommendations above, the following actions have been proposed for FABEC: Recommendation Proposed action REC REC REC ANSP level: The FABEC ANSP Strategic Agenda, contains, amongst others, all agreed FABEC initiatives, enablers and opportunities. Based on this Strategic Agenda the FABEC 5-Year-Work-Plan (5YWP) detailing all the activities, the time schedule and the required budget is developed. Both the Strategic Agenda and the 5YWP are revised twice a year. In this way, it is made sure that an agreed ANSP work plan and roadmap is available. Furthermore, a bimonthly progress report allows to assess planned against actual progress. States level: The DGCAs from their side issue a 3-Year-Work-Plan, taking due account of the ANSP plan (and vice versa). ANSP level: Within FABEC: the Standing Committee Operations is responsible for all operations activities the Standing Committee Tech is responsible for all technical activities These two Standing Committees address all operational and technical matters and make sure that proper coordination is done among FABEC ANSPs. Agreed initiatives, enablers and opportunities are forwarded to the Strategic Task Force (see REC ). The coordination with adjacent FABs and ANSPs is done on a case-by-case basis if so required. States level: The FABEC States Airspace Committee is responsible for the coordination with the Standing Committee Operations for all operations activities and prepares the decision-making on these topics for the FABEC Council. Other FABEC States Committees are responsible for the coordination on harmonisation, financial and performance activities with the FABEC ANSP Standing Committees. ANSP level: Within FABEC, the ANSP FABEC Group (AFG) is the focal point for all FABEC data and FABEC reporting. In the context of the yearly LSSIP update, the AFG proposes a common answer LSSIP Year 2013 France 33 Released Issue

45 on the FABEC topics. States level: In the context of the yearly LSSIP update, the FABEC States Harmonisation and Advisory Committee coordinates a common answer on the FABEC topics to make sure that the different LSSIPs are aligned. LSSIP Year 2013 France 34 Released Issue

46 Chapter 4 - National Projects The following paragraph identifies additional National Projects that France plans to implement to improve the performance of the local ATM system. These plans are coming in complement to the implementation of the harmonisation objectives identified in the previous paragraph. The main projects for France are depicted in the table below. Name Schedule Description Scope Status Link with European Master Plan. ERATO 4-FLIGHT /COFLIGHT AMAN CSSIP Implementation planned in 2014 at Brest and Bordeaux ACC First ACC implementation in 2017 Deployed in Paris terminal area (ACC,CDG,Orly) in Marseille ACC, Lyon, Nice planned in 2015 Full IP WAN in 2013 Operational migration during 2014 All systems in native IP in 2015 Medium-Term Conflict Detection system + electronic environment for en-route control centers New generation ATM system including COFLIGHT FDPS, electronic environment and fully compliant with ATM Master Plan To replace legacy AMAN system (MAESTRO), a new AMAN tool will be deployed at LFFF for sequencing and metering the flow of traffic inbound the Paris terminal area. This new AMAN system will be implemented as well in the South East of France (LFMM) for the benefit of Lyon and Nice TMA. Migration of all networks for data and voice communications to Internet Protocol (IP) : LAN, IP-WAN, AMHS COM Centre In progress. Ongoing preoperational trials Procurement has been awarded in October 2011 Initial trials performed successfully in December 2012 Pre-operational version deployments planned in two ACCs in 2014 Procurement has been awarded a few years ago. Factory acceptance test has been performed and On-site trials are planned by January LANs and AMHS COM Centre compliant IP-WAN deployment on-going ATC12 ATC17 ATC07.1 ATC12 ITY-AGDL ATC15 COM09 COM10 Expected Contribution to the Key Performance Areas 2 Safety and capacity improvement through advanced decision support tools available for the Air Traffic Controllers Capacity and environmental performance improvement through enhanced flight plan and trajectory management. Better cost efficiency through shared development and maintenance costs Increasing of capacity and reduction of holdings in TMA area. Less fuel burnt through reduced speed and optimized trajectories. Cost efficiency improvement through up to date technology 2 Capacity, safety, cost-efficiency and environment as defined in Recital 2 of Regulation (EU) No 691/2010. LSSIP Year 2013 France 35 Released Issue

47 New VCS system Deployment in 5 ACCs and in Paris airports between 2015 and 2019 New radio and telephone high capacity system, supporting Voice over IP for inter-center telephony and ground radio stations Procurement awarded in 2011 COM11 Safety through improved back-up and cost efficiency through sharing of cost and up to date technology SYSAT (Systems for APP and TWR) Implementation scheduled up to 2020 Replacement of ATM system in all DSNA mainland TWR and in major APP except Paris APP Procurements scheduled in 2013 HUM03.1 Safety through improved back-up and cost efficiency through sharing of cost and up to date technology ILS rationalisation Target date 31- dec-2015 Within its navigation strategy, France equipped every instrument runway end with APV procedures and has defined the associated ILS decommissioning. 5 ILS are in the process of being decommissioned NAV06 A safety and environmental benefit by implementing APV at every IFR runway ends. Cost efficiency by decommissioning ILS system. Notre Dame Des Landes (NDDL) The airport should be opened to the traffic by the end of 2017 A new airport to serve the western area of France is being created near Nantes, and will replace Nantes Atlantique airport that is very close of the town Launch of the project in 2011 The airport is designed to address the environmental performance with a high level of priority and will offer better extension capability LSSIP Year 2013 France 36 Released Issue

48 Chapter 5 - Regional Co-ordination 5.1 FAB Co-ordination FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxemburg, the Netherlands and Switzerland. The FABEC Feasibility Phase ( ) led to the conclusion that FABEC is feasible. The Implementation Phase ( ) demonstrated that the FABEC structure was compliant with SES regulations. After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June This means that FABEC is now operational. FABEC will deliver on the goals set by SES II and as laid down in the FABEC Performance Plan to provide capacity, avoid bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe. It will do so by developing a set of projects which are described in the next section. 5.2 FAB Projects The overview table below lists all ongoing FABEC projects and indicates for each project which ANSPs and military partners are participating. Thereafter a table details for each ongoing FABEC project: the scope and objectives the planning schedule the performance statement, i.e. the contribution to the different KPAs (the SES KPAs capacity, safety, cost-efficiency, environment and the additional FABEC KPA military mission effectiveness) the status end 2013 FABEC projects/studies Participation status December 2013 Civil ANSPs Military partners ANA Lux Belgoc. DFS DSNA LVNL MUAC skyguide B CH D F NL AIM Harmonisation no yes yes yes yes yes yes yes no no no no AIM Publication no yes yes yes yes yes yes no no no no no Airspace Design CBA Land/ Central West no no yes no yes yes no no no yes no yes Airspace Design South-East yes yes yes yes no yes yes only in airsp. dsgn groups only in airsp. dsgn groups yes yes only in airsp. dsgn groups ATFCM/ASM yes yes yes yes yes yes yes yes yes yes yes yes Extended Arrival Management no yes yes yes yes yes yes no no no no no Free Route Airspace no yes yes yes yes yes yes yes no yes yes yes Horizontal Flight Efficiency via Belgo yes yes yes yes yes yes no no no no no Implementation of Common Cost Management Levels I and II yes yes yes yes yes yes yes no no no no no Planning of FABEC CNS Services yes yes yes yes yes yes yes no no no no no LSSIP Year 2013 France 37 Released Issue

49 Project: AIM Harmonization Scope and objectives The objective of the AIM Harmonization project is to provide a consistent dataset for direct usage by airspace design in the (FABEC) area. The AIM Expert Team Harmonization will: Identify for each of the FABEC ANSPs the official national AIP database / repository; Perform a gap analysis in order to identify the delta between the available data and the data required for the AD projects; Analyze and assess the identified repositories with respect to their compatibility with the envisaged central database/repository (model, format and content); Validate the data, incl. identification and resolution of inconsistencies, especially in the vicinity of the border with one Nm buffer on each site; Develop the most efficient and pragmatic proposal (concept, working methods and procedures) for the implementation and continuous management of a common FABEC-wide AIS reference data set (Airspace and airspace geometry information, Significant points (designated points and en-route navaids), Route segment information and Aerodrome information); Develop a FABEC MoU which clarifies the data ownership and data publication responsibility; Implement the approved proposal and make the common FABEC-wide reference data set available for further processing (e.g. chart production for AD projects); Consider existing initiatives between FABEC partners and develop best practices. The AIM ETH will deliver: ETH D1: Analysis and assessment of the official national AIP data repositories; ETH D2: Proposal for the implementation and continuous management of a common FABEC-wide AIS reference data set; ETH D3: Provision of the validated FABEC-wide common data set; ETH D4: Establishment of multilateral formal agreements (within FABEC then with FABEC neighbour). Implementation planning The project will be implemented and finalised by end Initial performance statement Capacity Safety Environment (including flight efficiency) N/A Harmonised aeronautical information, avoiding duplications or ambiguities, significantly contributes to ATM safety. FABEC wide harmonised data sets available from a single source will allow for improved flight planning. Military Mission Effectiveness (MME) Cost efficiency The overall impact is considered positive as both, civil and military partners will benefit from readily available harmonised and integrated aeronautical information. Expected: A significant positive impact on the cost efficiency of e.g. Airspace Design Projects as cross-border data becomes readily and seamlessly available Status end December 2013 A data comparison between the respective national databases and EAD has been performed, analysed and corrected where necessary. In order to maintain all the national databases harmonised, a concept of AIM Area of Common Interest (ACI) backed by a Multinational Agreement has been endorsed by SC OPS. SC OPS agrees that a Multinational Agreement should also apply (later) to neighbouring FABEC countries. Project: AIM Publication Scope and objectives LSSIP Year 2013 France 38 Released Issue

50 The aim of the project is to facilitate a common single source compilation of all ATM related AIP content within FABEC, comprising both, civil and military. The proceedings of the Expert Team Synchronisation (ETS, closed ) and of the Expert Team on Harmonization (ETH, ongoing) will be combined and ultimately result in an identifiable data set entity stored on a common platform, carrying all ATM relevant aeronautical information at FABEC level. The AIM Expert Team Publication (ETP) will: Perform a context analysis, addressing e.g. o The relating legal background (EU, EASA, ); o ICAO and other international recommendations and requirements; o Identification of the parties involved (stakeholders); o The impact of present developments in this field (e.g. CS#.5). Assess the relevant aeronautical information as published in National (FABEC) AIP and define a corresponding inventory. o This inventory shall include information deemed required in a (future) more dynamic AIM environment (e.g. sector co-ordinates). o Further, requirements originating from ANSPs (e.g. related to the flight data processing systems implemented in the Centres) and AOs shall be considered. From this inventory o Define those parts immediately relevant to ATM; o Where deviations in the publication method exist, describe and subsequently propose required alignments. Determine the options available in the present EAD implementation and in this context o Propose changes where required; o Investigate other platforms (including industry (COTS products)); o From a user perspective, prepare a System Requirements Document (SRD). Prepare the ground for a corresponding formal agreement between all FABEC parties concerned (civil & military), formalising the processes required. Implementation planning The project will be implemented and finalised by end Initial performance statement Capacity Safety n/a Harmonised aeronautical information, avoiding duplications or ambiguities, significantly contributes to ATM safety. Environment (including flight efficiency) Military Mission Effectiveness (MME) Cost efficiency FABEC wide harmonised data sets available from a single source will allow for improved flight planning. The overall impact is considered positive as both, civil and military partners will benefit from readily available harmonised and integrated aeronautical information. Expected: A significant positive impact on the cost efficiency of e.g. Airspace Design Projects as cross-border data becomes readily and seamlessly available. Status end December 2013 The project was launched in July The PMP v1.0 has been agreed. The boundaries between AIM Harmonisation and Publication have been clarified. LSSIP Year 2013 France 39 Released Issue

51 Project: Airspace Design CBA Land/Central West Scope and objectives The objective of the CBA Land/Central West project is to design and implement an optimised ATS structure of the FABEC Central West area and of the North area which also includes a CBA Land. Based on known constraints in current airspace design, the objectives of the project are to: 1. Release military airspace in the south of the Netherlands, to create increased civil capacity and more direct civil routes for the hub airports London, Paris, Frankfurt and Amsterdam. 2. To compensate the military airspace users, to implement a larger consolidated Cross-border exercise area to accommodate legacy as well as fifth generation fighter training operations. Implementation planning The work of CBA Land / Central West will be implemented in two steps: Step 1 implemented by Q This step implements the new and changed sectorisation and ATS route structures related to the Northern area and the core area of CBA Land military cross-border area over Northern Netherlands and Germany. The implementation also requires improved ASM arrangements and initial GAT route network improvements in the southern part and it will also implement the required cross-border ATM legislation, rules and procedures.. Step 2 implemented by Q This step will be implemented at least 1 year, with a maximum of 14 months, after Step 1 and completes the full implementation of CBA Land/Central West project. It will implement the restructuring of the airspace structure in the southern part and allow full release of a MIL training area (TRA12) in the South-East of the Netherlands and the implementation of the 4 th IAF for Amsterdam Airport Schiphol, resulting in direct routings in the lower and upper airspace. At the same time the end state of the CBA will be implemented, including all the balconies around the CBA. Initial performance statement Capacity Safety Environment (including flight efficiency) Military Mission Effectiveness (MME) Cost Efficiency KPI Average en route ATFM delay per controlled flight: 0.5 min./flight or less from 2017 onwards. Approved safety case. KPI Percentage of route extension represented in distance flown compared to the great circle distance: no change until 2016, 5% reduction from 2017 onwards. KPI Published vs optimum SUA dimension: not lower than current level. KPI Percent of SUA capacity allocated: not lower than current level. KPI Training time vs airborne time: not lower than current level Total economic cost per flight hour: unchanged until 2017, improvement afterwards. Status end December 2013 Step 1: CBA Land Design finalised and validated Implementation planned Q Step 2: Central West Design finalised, to be validated during Real Time Simulation in March 2014 Implementation planned Q Step 1 is an intermediate step that is essential in reaching Step 2 (the end state). The interrelation between these steps is as such that the implementation of Step 1 needs a validated Step 2 design. There is a maximum period of 14 months in between the implementation of these steps. Project: Airspace Design South-East Scope and objectives LSSIP Year 2013 France 40 Released Issue

52 The objective of the project is to improve performance in the Nattenheim (NTM) and Diekirch (DIK) areas by an improved airspace design in the central and southern parts of the FABEC airspace (two of the original three hotspots). These areas are considered as interface areas between FABEC States/ANSPs. The overall scope of the project includes the SWAP and CBA22 packages. Implementation planning The project is implemented in three phases: Phase 1: SWAP step 1 Implemented by Q For the SWAP, upper air routes UN852 and UN853 are de-conflicted by swapping the directions of the traffic flows and creating parallel routes allowing segregation of climbing/descending flights. In this phase, a SWAP step 1 is implemented utilising a CDR route for the route directly north of GTQ. This route is only available during times when German MIL (TRA 305) is off. New Geneva SIDs and STARs are implemented and CBA25 is modified to allow for these changes. Modifications are made to SIDs and STARs for Brussels, Strasbourg and Basel. Changes are made to the ATS delegations between France and Switzerland, between France and Belgium, between France and EUROCONTROL Maastricht and between Germany and EUROCONTROL Maastricht. Phase 2: Full SWAP & CBA22 step 1 Implemented by Q The German TRA305/205 is modified to release part of the training area in the west for civil use. This allows the earlier implemented CDR route directly north of GTQ to become a permanent route and as such the Full SWAP is implemented. The northern part of the French TSA22 is released from France for GAF use to compensate the loss of the western part of TRA305/205. A new military training area, east of the current TSA22, for FAF use is created in Germany over the Rhine valley to compensate France. Phase 3: Full CBA22 Implementation estimated to take place in 2018 The design modifications are extended. New Airspace Management and technical solutions will be introduced to allow the area to be operated as a multi-user Cross-border Area. The implementation of these changes completes the Full CBA 22 solution. Performance Case Summary Capacity Safety The implementation of the SE project is not expected to have any significant impact on the published capacity values for each ATC sector within the affected area. The implementation of the SE project is expected to positively influence the Separation Infringements performance indicator. The simplification of the network conflict points should reduce the number of separation infringement incidents within the affected sectors. Environment (Horizontal flight efficiency) Military Mission Effectiveness (MME) Cost Efficiency The implementation of the SE project is expected to positively influence the horizontal flight efficiency of flights within the FABEC. The changes that the SE project makes to the network will reduce the distances flown by flights in the SE project area. The DNM analysis shows that the SE project will reduce the total number of nautical miles flown in the FABEC area by 800,000 per year. This will also have a respective positive impact on emission savings as the aircraft will use less fuel and emit less exhaust gases. The implementation of the SE project is expected to positively influence this Key Performance Area. The overall result indicates that the new CBA22 with its substructures will offer more capabilities for military missions requiring either very big or smaller airspace volumes. For the medium-sized mission types, the result depends very much on the necessary flight level range or required depth. The implementation of the SE project is expected to positively benefit the users of the FABEC airspace and particularly those aircraft operating within the area of the SE project. The changes that the SE project makes to the network will reduce the distances flown by flights in the SE project area. The DNM analysis shows that this reduction in distances flown provides a direct cost saving of 7,5 M per year to the airspace users. As the SE project has no direct impact on the ANSP cost base, the project as such does not intend to influence the Unit Rate of participating ANSPs at all. Status end November 2013 Phases 1 and 2: The solution design is on track to be finalized in January Phase 3: The concept development is on ongoing and will be finalised in September LSSIP Year 2013 France 41 Released Issue

53 Project: ATFCM/ASM Scope and objectives The aim of this project is to develop and implement a FABEC ASM function addressing both civil and military airspace user s needs. The FABEC ASM function will rely on CDM only. AMC responsibilities are remaining as they currently are but AMCs should use interoperable tools and updated operational procedures to enhance data exchange/sharing and coordination between stakeholders. The project will : contribute to and follow the general initiative to establish common principles of ASM for FABEC countries; refine a concept of operation for a FABEC ASM function and develop associated procedures and requirements; consider the findings from the FUA harmonization Task; carry out a thorough analysis of the existing tools (STANLY, DIANE, LARA, MICAMS,...) and taking on board on-going initiatives. The project is to be implemented in an incremental approach to the FABEC ASM function concept. A stepped approach will give sufficient time to take advantage of future achievements of on-going FUA related activities (e.g. FUA harmonization, Booking Principles and Priority Rules (D7.1)) and to acquire the necessary confidence in and the appropriate knowledge of working methods between stakeholders. This project will achieve the following objectives in a stepped approach: enable a FABEC airspace overview; create a set of harmonized ASM procedures (data sharing) across FABEC States; define CDM coordination procedures to provide ASM solutions. Implementation planning Step 1: Provide a FABEC airspace overview and enhance the cooperation between AMCs by end 2014: benchmark ASM daily practices that are currently in place. take into account the recommendations contained in the D7.1 document, aiming at establishing harmonized Booking Principles and Priority Rules, and to use this as a basis for the establishment of harmonized procedures to enhance the current ASM, as presently contained in the current ASM Handbook initiate a FABEC wide coordination process between AMCs introduce FABEC wide data sharing to enable a FABEC Airspace overview. Step 2: Define CDM coordination procedures to provide ASM solutions by end 2016: take on board lessons learnt from step1. establish processes of cross-border coordination to provide ASM solutions Initial performance statement Step 1 Step 2 Capacity The main objectives of Step 1 of the FABEC ATFCM/ASM Project focus on the preparation of Step 2: analysis and description of local working methods, defining additional working methods, and set-up of an information sharing process. As such Step 1 will not deliver any performance benefits as far as it concerns the 5 KPAs contained in the FABEC Performance Plan. Step 1, however, is the necessary foundation upon which Step 2 will be built. Step 1 will not deteriorate the current ASM operational working methods of each AMC. On top of laying the basis for Step 2, Step 1 will contribute to deliver the following: build a common understanding of ASM procedures across FABEC; create a first set of harmonized procedures (data sharing) across FABEC States; elaborate strategy for Step 2 implementation and help mitigate risks for this second step. A collaborative decision-making process and cooperation between AMCs should result in an improvement due to better use of additional capacity provided through released airspace/cdr2. Airspace management based on Civil and Military needs. Benefits expected. LSSIP Year 2013 France 42 Released Issue

54 Safety Environment (including flight efficiency) Military Mission Effectiveness (MME) Cost efficiency An improved cooperation between AMCs and the operational use of shared ASM data cross-border should optimize the utilization of airspace which would reduce the number of hotspots, complexity, or workload to be processed by the controllers and in consequence reduce the risk of incident (indirect consequence from more capacity). Through better information sharing and improved planning, there will be more opportunities for CDR2 openings and tactical re-routings resulting in a possible reduction of fuel burn and reduction of gaseous and noise emissions. Benefits expected. The performance of military mission effectiveness shall be maintained or improved. The indicators for the various parameters concerning MME are defined in the FABEC Mil Performance Handbook. Improvement expected. Financial benefits expected for users through a better management of available capacity as well as a better network efficiency notably with an increased rate of CDR2 a balance to be found in Cost Efficiency between costs generation to man the function and a better management of airspace which reduces traffic complexity. Improvement expected. Status end December 2013 Step 1: The concept development is on track to be finalised in March Step 2: Not yet started. LSSIP Year 2013 France 43 Released Issue

55 Project: Extended Arrival Management Scope and objectives The XMAN/AMAN project will develop and implement a harmonised approach to arrival management in the core area of Europe because it has to rely on cross-center and cross-border processes and procedures. The implementation of XMAN will improve and optimise arrival management operations for the major 5 airports/tmas as well as for a number of selected intermediate airports. One of the main characteristics of the XMAN/AMAN project is the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of upstream control centres. The final extension of arrival management operations is expected to reach as far as 200 NM or even beyond, depending on the operational environment and the needs of the stakeholders. Together, these horizons will cover almost the entire FABEC airspace and, as a consequence, most of the FABEC control centres will be affected by extended AMAN operations and some of them will need to feed several arrival streams for different airports/tmas. Implementation planning The XMAN project envisages 3 implementation steps: Basic - from 2013 to 2017 The Basic Step uses the currently available systems and technologies in order to establish cross-center arrival management in the airspace controlled by DFS, LVNL, MUAC, DSNA and NATS. Advanced - from 2013 to 2019 The Advanced Step will take into account validated SESAR results concerning Time Based Flow Management (TBFM) in order to improve the en-route part of cross-centre arrival management in the overall FABEC airspace. This step also requires enhanced data exchange between ACC/UAC in order to support a delay sharing strategy. This step has potentially an impact on all FABEC ACCs. Optimised - from 2015 to 2021 The Optimised Step will take into account further validated SESAR results and will develop a close link between arrival management and Airport-CDM, Aircraft Operators and Network Management in order to share Arrival Management (AM) information between all partners and to process and to apply Arrival Management information where needed. Initial performance statement Capacity Safety Environment (including flight efficiency) Military Mission Effectiveness (MME) Cost efficiency Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload: no significant effect. Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect. Reduction of: Track miles and holdings: small positive effect; Fuel burn: large positive effect; CO2/NOX emissions: large positive effect. No impact. From ANSP point of view: large negative effect (investment cost without financial return for ANSP). Status end December 2013 Step 1: Basic The solution design is on track to be finalised in June Step 2: Advanced The concept development is on track to be finalised in June Step 3: Optimised Not yet started. LSSIP Year 2013 France 44 Released Issue

56 Project: Free Route Airspace Scope and objectives The FRA project aims to improve the FABEC airspace structure and utilisation in the upper airspace. The objective of the FRA implementation is to give users opportunities to improve the efficiency of plannable direct routes and preferred trajectories within FABEC airspace and between FABEC and neighbouring FABs. The FRA programme defines a stepped and gradual implementation approach where FABEC ACCs will develop and implement Free Route Airspace cross border and FABEC wide. Implementation planning The FRA roadmap defines three major implementation steps. The project s current main focus is on the first two steps. The concept of Step 3 is not sufficiently mature to implement as it encompasses the development and implementation of User Preferred Route. Step 1 encompasses implementation of Free Route outside military activities. It focuses on extending the Night Network and Weekend direct routings (DCTs). Cross-border and FABEC wide implementation will be favoured. Step 2 encompasses implementation of Free Route in airspace with military activity. Where possible cross centre/border or FABEC wide implementation will be favoured too. Step 2 requires to implement and execute all levels of Flexible Use of Airspace, including booking principles and priority rules for military training areas in a harmonised way. Step 3 encompasses the development and implementation of User Preferred Route within the FABEC Free Route Airspace Volume. The deployment of SESAR deliverables for this phase is required. Steps 2 and 3 need a close coordination on FUA requirements with the ATFCM/ASM project which is in charge of the interface with the Airspace Committee FUA TF. For DSNA and skyguide, step 1 implementations have begun in 2012 and are ongoing. For all ANSPs, step 2 implementations are foreseen until the end of Step 3 implementation is expected to begin by 2020 (dependence with the SESAR activities). Initial performance statement Capacity Safety Environment (including flight efficiency) Military Mission Effectiveness (MME) Cost efficiency Capacity benefits are expected since it is foreseen that reduced average transit times should result in an increase in capacity. Capacity benefits may also be due to a reduced number of conflicts, fewer redirects, and the resulting impact on controller tools. Conversely, conflicts may become more complex and other or new choke points may emerge. The overall impact of FRA on sector capacity cannot be determined without simulations. No impact. FRA allows airspace users to fly direct routes, thus reducing flight distance flown, with consequent savings in fuel and direct and strategic operating costs. There are environmental benefits from savings in CO2-emissions. No impact. Significant investments for all the involved ANSPs. The sensitivity analyses show that even with the most pessimistic scenarios of low traffic, lower benefits, delayed benefits, higher costs, low airline adoption and a low cost of distance flown, the NPV of the project remains positive. LSSIP Year 2013 France 45 Released Issue

57 Status end December 2013 Step 1: The concept of operations was approved in November The solution design is ongoing. Step 2 has been described with three levels: Step 2 Level 1: implementation of FRA DCTs (RAD Appendix 4) available H24/D7 and not interfering with AMC manageable areas (AMA) and non AMC manageable areas (NAM). Step 2 Level 2: implementation of FRA DCTs (RAD Appendix 4) potentially available H24/D7, according to military activity, applying FUA practices. Step 2 Level 3: implementation of FABEC-wide direct routings potentially available H24/D7 according to military activity, above a defined FL and lower where possible. The concept development is on ongoing and will be finalised by: end 2014 for level1/2 mid 2015 for level 3. Step 3: Not yet started. Project: Horizontal Flight Efficiency Scope and objectives The main goal is to monitor and analyse the FABEC Horizontal Flight Efficiency (HFE) KPI for RP2 in order to: double check PRU/NM results (aiming for consistency); develop FABEC expertise and independence; have tools in place for future KPIs (VFE ); support SES RP2 target reaching. The HFE project includes: the collection of the required data (including RDPS data from FABEC ANSPs and CPR data from EUROCONTROL); an agreement on a detailed common methodology to calculate HFE; a comprehensive analysis of the current FABEC performance with regard to HFE; the definition of the content for a monthly report; the definition of a process to handle requests for HFE calculations; the establishment of the required agreement(s). Implementation planning The project will be implemented and finalised by end Initial performance statement Capacity N/A Safety N/A Environment (including flight efficiency) Military Mission Effectiveness (MME) Cost efficiency Improve the insight in the Horizontal Flight Efficiency. N/A N/A Status end December 2013 The project was officially launched end of November LSSIP Year 2013 France 46 Released Issue

58 Project: Implementation of Common Cost Management levels I and II Scope and objectives The objective of the CCM project is to pave the way towards four main goals: Managing and achieving one single cost efficiency target on FABEC-level; Achieve optimum solutions on FABEC-level (not on national level) and balance all 4 KPIs (Performance regulation); Enable cross-border-projects e.g. shifts of Service Units, bilateral negotiations not sufficient; Enhance cost efficiency (provide service more efficient). FABEC ANSPs have defined four levels of financial cooperation of which the first two levels will be implemented by July 2015: 1. Transparency of financial data ( Open Books / common reporting ) 2. Transparency of future financial data ( common planning ), Optimised decisions based on knowledge of the other plans The already defined levels 3 and 4 (limited and unlimited common accountability) are not endorsed for implementation yet and hence outside the scope of this project. The work to be executed will enable FABEC ANSPs to: Check if FABEC meets EC targets; Have a database to influence future KPIs; Regularly report well-defined data according to a predefined template to the process owner; Use a coherent data basis for future projects or CBAs; Increase confidence/ more transparency due to shorthanded availability of data; Share a better understanding of cost bases, revenues, unit rates and cost efficiency indicators of all ANSPs; Enable a database for financial compensations of delegated airspaces; Give ASB proper insight in the financial situation of FABEC. Implementation planning Level 1 will be ready by January Level 2 will be ready by July Performance Contribution Capacity Safety Environment (including flight efficiency) N/A N/A N/A Military Mission Effectiveness (MME) N/A Cost Efficiency The project is the baseline for future financial cooperation and hence an enabler for future benefits in Cost Efficiency without actually delivering own elements of cost saving. Status end December 2013 The work for level 1 has been finalized. Level 2 work will be started. Project: Planning of FABEC CNS Services Scope and objectives LSSIP Year 2013 France 47 Released Issue

59 The CNS Services project develops the FABEC cooperation in the CNS domain (Communications-Navigation- Surveillance). The cooperation concept has been presented in The cooperation will focus on CNS Project and Product Management (CPPM). The proposal is to establish a FABEC CPPM function, initially under a contractual cooperation model. This does not exclude future steps for deeper integration. Implementation planning An implementation plan will be developed by Q1/2014. The actual implementation decision will be taken in Q1/2014, based on a proposal for concrete action packages complemented with a CBA update. Initial performance statement Capacity Safety Environment (including Flight Efficiency) Military Mission Effectiveness (MME) N/A N/A N/A N/A Cost efficiency Reduce the FABEC CNS cost by 20% Status end December 2013 The CBA and the final report -the implementation plan- is under review. It will be presented to ASB in March Other regional coordination projects Continuous co-operation relating to co-ordination and transfer procedures, airspace and route planning, etc., normally takes place between adjacent States, in accordance with ICAO SARPs and PANS. This cooperation is, among other issues, focused towards implementation of the ECAC Objectives and is complementary to the work undertaken for implementation of the European ATM Master Plan. More specific co-operation/co-ordination arrangements, which may be useful in co-ordinating Local Actions between adjacent States, are highlighted below. The ATM Master Plan and its ESSIP component provide the main framework on which these Regional Plans are based. In addition to the involvement in the FABEC initiative, the bilateral or multilateral coordination arrangements already set up by DSNA are the following: Joint AEFMP Harmonisation Plan (Algeria-Spain-France-Morocco-Portugal) (2002), which replaced the formers EFP Harmonisation Plan (1991) and AEFMP Harmonisation Plan (1996), Member of A6 (AENA, DFS, DSNA, ENAV, NATS, NORACON), Coordination with the 6-States/EUROCONTROL (Belgium, France, Germany, Luxembourg, The Netherlands, United Kingdom), SOUTH-WEST AXIS, to improve ATM capacity and reduce delays in the area of Switzerland, Northern-Italy, Northern Eastern Spain, France and United Kingdom with EUROCONTROL collaboration, Member of ESSP (European Satellite Service Provider) EGNOS, Member of the SESAR JU, Member of ANSPs coordination - AENA, BULATSA, DFS, DSNA, EANS, ENAV, FINAVIA, LFV, LGS, NATS, NAV, NAVIAIR, PANSA for SESAR interim deployment programme monitoring. - AENA, DCAC, DFS, DSNA, EANS, ENAV, FINAVIA, LGS, MATS, NATS, NAV Portugal, NAVIAIR for SESAR interim deployment programme execution - AENA, AUSTRO Control, DFS, DSNA, ENAV, IAA, LFV, NATS for advanced FdP capabilities in Europe. 5.4 Major partnerships LSSIP Year 2013 France 48 Released Issue

60 5.4.1 DSNA, ENAV and Skyguide partnership DSNA has launched two major projects in partnership with ENAV and Skyguide: The aim of COFLIGHT is to implement with ENAV and Skyguide a new FDP system that will be compliant to SES interoperability regulation. Following the definition phase, the realisation of the first version of COFLIGHT has started in 2006, and has been delivered to the Customer. The development of Version V2 has been launched end of March 2009; the development Version V3 has been launched in October 2011 (procurement awarded on 26 th October 2011). The objective of 4-FLIGHT is the procurement with ENAV of the next generation of the ATM system in order to prepare SESAR convergence. This new generation of ATM system will be based on an existing supplier line of product in 2 steps: the first one with a new architecture and very advanced functions, and the second one fully compliant with the SESAR CONOPS. Step 1: implementation is planned in 2016/2017 Step 2: implementation is planned in 2018/2019. The contract has been awarded in October Even for smaller projects DSNA gives more importance to partnership with European ANSPs: Development of a common Safety Nets Product with DFS; Interconnection with the SETINET Network with Skyguide; Common specification and procurement with Skyguide of an AMHS compliant message switching system (CADAS : COMSOFT Aeronautical Data Access System); Common specification and procurement with Maastricht ACC (MUAC) of a next generation VCS (Voice Communications System). DSNA operates with CNES the performance assessment and check-out facility for the EGNOS SBAS system A6 consortium The A6 Group was set up informally in 2007 between the ANSPs interested in accessing the SJU membership, i.e.: - AENA, 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) and the North European ANS Providers (NEAP) including AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark). After a successful cooperation for the accession to the SJU membership, it was decided to formalise the A6 Group through a Memorandum of Cooperation concluded in June The aim of the cooperation and coordination between the 6 parties is to provide customer value through improving the ATM performance at European Network Level and increasing the pace of the Single European Sky. The main areas of cooperation are related to general fields of mutual interest (best practices, harmonised strategy ), the SESAR R&D phase and SESAR deployment phase. The governance of the A6 Group is ensured by a Steering Board composed of CEOs. The Steering Board meets on a quarterly basis and it is supported by a Strategic Board composed of senior managers. R&D Working Group and Deployment Working Group were set up to organise cooperation at expert level. The A6 Group has very quickly become an important player and a key stakeholder of the Single European Sky. The A6 has provided to the SESAR JU significant and remarkable contributions for example at the occasion of the ATM Master Plan Update. LSSIP Year 2013 France 49 Released Issue

61 A6 consortium leads European-wide technical activities validated and cofunded by the EC for their consistency with SES framework: ANSPs coordination for IDSG (CFP Ten-T 2011, 3.6 M, cofunded 50%), ANSPs coordination for IDP (CFP Ten-T 2012, M, cofunded 20%) and Advanced FDP (CFP Ten-T 2011, 13.3 M, cofunded 50 %). The A6 has also developed a strong relationship with the A4 (Airlines), the airports and the manufacturing industry that gives it a strong legitimacy for an active role in SESAR deployment AEFMP AEFMP was set up by Algeria, Spain, France, Morocco and Portugal in 1996 so as 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 rendered services. To this regard, a Joint AEFMP Plan was signed by the Civil Aviation Authorities and by the Air Navigation Service Providers in 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: - Harmonise the provision of the Air Traffic Services among the five countries, - Optimise the provision and use of the surveillance function, - Optimise the provision and the use of the radio coverage, - Improve the voice communications between adjacent ATC units, - Make Air traffic Management (ATM) communications more efficient and expand the exchange of data among systems, - Harmonise the development and implementation of the various technical components of Air Traffic Control (ATC), - Improve Air Traffic management (ATM) by optimizing airspace design and defining common procedures. The chairmanship of the Plan is held by one of the Member States, on a yearly rotating basis. Two meetings per each subgroup (OPS, Tech) are held, both of them reporting in the corresponding two meetings of the Working Group (WG). The WG annually reports to the SC in a meeting at the beginning of each year. The main achievements of the AEFMP have been developed in the following areas: - Technical: communications, ANS/Telecom, surveillance, exchange of safety concepts among which standardization of Memorandum of Cooperation for exchanges of voice and data. - Operational: airspace, working methods, system support, ATFM and safety processes. - Institutional: inter-fab collaboration as well as the extension of the SES initiative to third countries and joint participation in initiatives such as the EUROMED Aviation Project. LSSIP Year 2013 France 50 Released Issue

62 Chapter 6 - ESSIP Objective Implementation Conventions Two colour codes are used for each ESSIP Objective box : o o one colour code is used to show the Objective Scope in the Objective ID cell, and another colour code is used to show the Objective Progress in the State and for each national stakeholder. Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-state SloAs) Obj. Progress (**) State s high level progress statement REG (By:mm-yyyy) (By:mm-yyyy) MIL (By:mm-yyyy) APO (By:mm-yyyy) REG high level progress statement high level progress statement MIL high level progress statement APO high level progress statement State Impl. Date APO. Progress (**) APO Impl. Date. Progress (**) Impl. Date MIL. Progress (**) MIL Impl. Date APO. Progress (**) APO Impl. Date (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: ECAC No Plan EU+ Partly Multi-N Planned Missing Data APT Late LSSIP Year 2013 France 51 Released Issue

63 AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling (By:12/2018) [IDP] [Essential] Partly Global harmonisation OAT/GAT process is well advanced with close civilmilitary cooperation. 12/2018 Review national legislation comparing to the EUROAT specifications in Partly REG order to ensure OAT/GAT compatibility rules (RCA/4 : Reglement de la (By: ) 12/2018 Circulation Aerienne 4) (By: ) MIL (By: ) AOM19 The trials conducted in Reims ACC in 2013 were sucessfull, and a "type II CMCC" has been implemented. The global harmonisation process is well advanced, due to permanent dialogue between State aviation and Civil aviation authorities, in order to apply as far as possible common principles. It is formalized inside OAT rules (RCAM) and OAT/GAT compatibility rules (RCA/4). Consistency with EUROAT is ongoing. Implement Advanced Airspace Management (By:12/2016) [IDP] [Essential] Partly 12/2018 Partly 12/2018 Partly Advanced airspace management is well implemented in France 12/2015 DSNA is generally compliant with the requirements for AAM, except Partly (By: ) 06 that National High Level Airspace Policy Body decided not to apply as such. The plans for later targets have yet to be finalised. 12/2015 MIL (By: ) Advanced Airspace Management is well implemented in France. ADR and rolling ASM/ATFCM will be taken into account in the following years. Partly 12/2015 AOM20 Implement ATS Route Network (ARN) - Version 7 (By:10/2013) [Essential] The route network update is a permanent process, following a yearly procedure for a long time formalized : most of airspace organisation projects registered for France have already been implemented. Most of airspace organisation projects registered for France are (By: ) implemented in this timeframe. MIL New routes implementation is well and for a long time formalized in (By: ) France. 10/ / /2014 AOM21 Implementation of Free Route Airspace (By:12/2017) [IDP] Planned [Essential] Free Route Airspace Implementation is being studied in the FABEC framework 12/2017 Pursuant to its own ANSP safety oversight process (SECUCHANG), the DSAC Planned determines the need for the review of the safety arguments associated to REG any notified change to a system and undertakes the safety review of the (By: ) 12/2017 changes under consideration when necessary. Wherever reviewed, the introduction into service of the changes is under acceptance by the DSAC. (By: ) MIL (By: ) Free Route Implementation is being studied in the FABEC framework. The project is ongoing. On going by night or weekend Planned 12/2017 Implement airside capacity enhancement method and AOP01.2 best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2013) LFBO - Toulouse (Outside Applicability Area) The operational necessity and economical efficiency for this ESSIP objective implementation in Toulouse have not been evaluated. Toulouse is not coordinated and is not in the Airport Applicability list of this objective (see ESSIP Plan Edition 2012, Annex B). (By: ) APO (By: ) LSSIP Year 2013 France 52 Released Issue

64 AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2013) LFLL - Lyon Lyon is a coordinated airport and has developped capacity enhancement methods. 12/2011 ACE steering group have not been established yet by any airport operator, but DSNA is working to improve airside capacity by adopting best practices (By: ) 12/2011 and tuning infrastructure. Eurocontrol manual is not used.. APO (By: ) ACE method is not established but capacity enhancement practices have been developped and Lyon is a coordinated airport; CDM project is also on going. 12/2011 Implement airside capacity enhancement method and AOP01.2 best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2013) LFML - Marseille (Outside Applicability Area) The operational necessity and economical efficiency for this ESSIP objective implementation in Marseille have not been evaluated. Marseille is not coordinated and is not in the Airport Applicability list of this objective (see ESSIP Plan Edition 2012, Annex B). (By: ) APO (By: ) AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2013) LFMN - Nice Nice is a coordinated airport and has developed capacity enhancement methods. 12/2011 ACE steering group have not been established yet by any airport operator, but DSNA is working to improve airside capacity by adopting best practices (By: ) 12/2011 APO (By: ) and tuning infrastructure. Eurocontrol manual is not used.. ACE method is not established but capacity enhancement practices have been developed and Nice is a coordinated airport. 12/2011 Implement airside capacity enhancement method and AOP01.2 best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2013) LFPG - Paris - Charles de Gaulle Roissy is a coordinated airport and has developed capacity enhancement methods, labellized ACDM in November (By: ) APO (By: ) ACE steering group have not been established yet by any airport operator, but DSNA is working to improve airside capacity by adopting best practices and tuning infrastructure. Eurocontrol manual is not used. Roissy has been labellized ACDM airport in November 2010 ACE method is not established but capacity enhancement practices have been developed and Roissy is a coordinated airport labellized ACDM airport since November / / /2010 AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2013) LFPO - Paris - Orly Orly is a coordinated airport and has developed capacity enhancement methods. 12/2011 ACE steering group have not been established yet by any airport operator, but DSNA is working to improve airside capacity by adopting best practices (By: ) 12/2011 APO (By: ) and tuning infrastructure. Eurocontrol manual is not used.. ACE method is not established but capacity enhancement practices have been developed and Orly is a coordinated airport; CDM project is also on going. 12/2011 LSSIP Year 2013 France 53 Released Issue

65 Improve runway safety by preventing runway incursions AOP03 (By:12/2013) Initial objectives following EAPPRI 1.0 and EAPPRI 2.0 have been implemented. 12/2013 REG (By: ) (By: ) MIL (By: ) APO (By: ) All necessary regulations promulgated. Sampling oversights done through SMS oversights. Done on the largest airports and has been extended to all controlled airports with a limited scope. ESARR 3 have been promulgated within the French regulations. Oversights done through SMS oversights. EAPPRI recommendations have been implemented according to timescale given on the largest airports. Applicability of the recommendations varies among the different airport groups (from Group A, large airports, to group G, small controlled platforms) Recommendation (use of English language for radio communications) has been deemed inapplicable. For all the other recommendations : all are applicable to the largest airports recommendations are not applicable to group C to group G Airports recommendations 4.2.6, 4.2.7, 4.5.8, 4.5.9, are not applicable to group F&G airports This was done following EAPPRI 1.0 ; EAPPRI 2.0 modifications have been achieved. All dual civilmilitary traffic airbases are compliant with both ICAO and EUROCONTROL requirements. This was done following EAPPRI 1.0 ; EAPPRI 2.0 was dispatched to MIL ANSPs in April All the regulation is published by the French regulator, overseen by the French NSA for each airport. This is part of the airport certification process. This was done following EAPPRI 1.0 and EAPPRI 2.0. Toulouse Blagnac will comply during / / /2013 Partly 12/2014 Implement Advanced Surface Movement Guidance and Late AOP04.1 Control System (A-SMGCS) Level1 (By:12/2011) [Essential] LFBO - Toulouse System planned for operations by 06/ /2015 At this stage neither ICAO nor EASA or Eurocontrol have produced Late consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups REG (By: ) and EASA could provide a baseline for future regulation if deemed 06/2015 necessary. (By: ) MIL (By: ) APO (By: ) The system is planned for operation by 06/2015; at this stage no AIP regarding transponder operating procedure has been published in the AIP. The surface movement radar (SMR) is available Due to budget constraints, Mode S multilateration and equipment for location and identification of vehicles will be bought in 2014 and installed by end Equipage is completed. System planned for operations by 06/2015 Late 12/ /2009 Late 06/2015 LSSIP Year 2013 France 54 Released Issue

66 AOP04.1 Implement Advanced Surface Movement Guidance and Late Control System (A-SMGCS) Level1 (By:12/2011) [Essential] LFLL - Lyon ASMGCS Level 1 expected in Lyon in Q /2014 At this stage neither ICAO nor EASA or Eurocontrol have produced Late consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups REG (By: ) and EASA could provide a baseline for future regulation if deemed necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder). 02/2014 (By: ) MIL (By: ) APO (By: ) An AIC has been published (AIC 16/13) regarding multilateration procedures validation at Lyon. SMR is already available. ASMGCS Level 1 using Mode S multilateration has been installed in Lyon. Tuning and training are underway Equipage is completed ASMGCS Level 1 expected in Lyon in 2014 Late 02/ /2009 Late 02/2014 Implement Advanced Surface Movement Guidance and Late AOP04.1 Control System (A-SMGCS) Level1 (By:12/2011) [Essential] LFML - Marseille System planned for operations in mid /2016 At this stage neither ICAO nor EASA or Eurocontrol have produced Late consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups REG (By: ) and EASA could provide a baseline for future regulation if deemed 06/2016 necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder). (By: ) MIL (By: ) APO (By: ) AIP procedures publication will be done in due time. The surface movement radar (SMR) has been installed in 2012 and will be in service in Q Due to budget constraints, system with ModeS multilateration is planned for full operations in Equipage is completed. System planned for operations in 2016 Late 06/ /2009 Late 06/2016 Implement Advanced Surface Movement Guidance and Late AOP04.1 Control System (A-SMGCS) Level1 (By:12/2011) [Essential] LFMN - Nice System planned for operations in /2014 At this stage neither ICAO nor EASA or Eurocontrol have produced Late consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups REG (By: ) and EASA could provide a baseline for future regulation if deemed 06/2014 necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder). (By: ) MIL (By: ) APO (By: ) AIP publication will be done in due time. The surface movement radar (SMR) has been installed in 2013 and will be in service in mid Multilateration ModeS is planned for 2013 and in service by mid Equipage is completed. System planned for operations in 2014 Late 06/ /2009 Late 06/2014 LSSIP Year 2013 France 55 Released Issue

67 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 (By:12/2011) [Essential] LFPG - Paris - Charles de Gaulle ASMGCS Level 1 in service at CDG since /2009 At this stage neither ICAO nor EASA or Eurocontrol have produced consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups REG (By: ) and EASA could provide a baseline for future regulation if deemed necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder). 12/2009 (By: ) MIL (By: ) APO (By: ) Procedures have been published in the AIP ARR/DEP chapter An AIC was also been bublished for multilateration in 2004 (AIC 02/04). ASMGCS Level 1 is already in service at CDG. Equipage is completed. Equipage is completed. 12/ / /2002 Implement Advanced Surface Movement Guidance and AOP04.1 Control System (A-SMGCS) Level1 (By:12/2011) [Essential] LFPO - Paris - Orly ASMGCS Level 1 in service at Orly since /2007 At this stage neither ICAO nor EASA or Eurocontrol have produced consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for REG improved guidelines is recognized and on going work within ICAO groups (By: ) 12/2007 and EASA could provide a baseline for future regulation if deemed necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder) ASMGCS Level 1 already in service at Orly. (By: ) 12/2007 MIL Equipage is completed. (By: ) 12/2009 APO (By: ) Equipage is completed 12/2007 Implement Advanced Surface Movement Guidance and Planned AOP04.2 Control System (A-SMGCS) Level 2 (By:12/2017) LFBO - Toulouse ASMGCS Level 2 planned for operations in Toulouse end 2017, soon after availability of MLAT system 12/2017 At this stage neither ICAO nor EASA or Eurocontrol have produced consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for REG improved guidelines is recognized and on going work within ICAO groups (By: ) and EASA could provide a baseline for future regulation if deemed necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder) (By: ) APO (By: ) ASMGCS Level 2 planned for operations in Toulouse end 2017, soon after availability of MLAT system ASMGCS Level 2 planned for operations in Toulouse end 2015 Planned 12/2017 Planned 12/2015 LSSIP Year 2013 France 56 Released Issue

68 Implement Advanced Surface Movement Guidance and Planned AOP04.2 Control System (A-SMGCS) Level 2 (By:12/2017) LFLL - Lyon ASMGCS Level 2 will be put in operation at Lyon in June /2015 At this stage neither ICAO nor EASA or Eurocontrol have produced consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for REG improved guidelines is recognized and on going work within ICAO groups (By: ) and EASA could provide a baseline for future regulation if deemed necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder) (By: ) APO (By: ) ASMGCS Level 2 will be put in operation at Lyon in June 2015 after retrofit of control function equipment ASMGCS Level 2 will be put in operation at Lyon in June 2015 Planned 06/2015 Planned 06/2015 Implement Advanced Surface Movement Guidance and Planned AOP04.2 Control System (A-SMGCS) Level 2 (By:12/2017) LFML - Marseille ASMGCS Level 2 planned for operations in Marseille by end of /2016 At this stage neither ICAO nor EASA or Eurocontrol have produced consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for REG improved guidelines is recognized and on going work within ICAO groups (By: ) and EASA could provide a baseline for future regulation if deemed necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder) Planned ASMGCS Level 2 planned for operations in Marseille by end of 2016 (By: ) 12/2016 APO (By: ) ASMGCS Level 2 planned for operations in Marseille in 2016 Planned 12/2016 Implement Advanced Surface Movement Guidance and Planned AOP04.2 Control System (A-SMGCS) Level 2 (By:12/2017) LFMN - Nice ASMGCS Level 2 planned for operations in Nice in June /2015 At this stage neither ICAO nor EASA or Eurocontrol have produced consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for REG improved guidelines is recognized and on going work within ICAO groups (By: ) and EASA could provide a baseline for future regulation if deemed necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder) Planned ASMGCS Level 2 planned for operations in Nice in June 2015 (By: ) 06/2015 APO (By: ) ASMGCS Level 2 planned for operations in Nice in June 2015 Planned 06/2015 LSSIP Year 2013 France 57 Released Issue

69 Implement Advanced Surface Movement Guidance and AOP04.2 Control System (A-SMGCS) Level 2 (By:12/2017) LFPG - Paris - Charles de Gaulle ASMGCS Level 2 operational at CDG since RWSL system implementation is underway : expected operational in 2014 (early 2014 on RWY 09R/27L and in summer 2014 on RWY 08L/26R). At this stage neither ICAO nor EASA or Eurocontrol have produced consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for REG improved guidelines is recognized and on going work within ICAO groups (By: ) and EASA could provide a baseline for future regulation if deemed necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder) (By: ) APO (By: ) ASMGCS Level 2 already operational at CDG. RWSL expected operational in summer 2015 on RWY 09R/27L and early 2016 on RWY 08L/26R. ASMGCS Level 2 already operational at CDG. 12/ / /2003 Implement Advanced Surface Movement Guidance and AOP04.2 Control System (A-SMGCS) Level 2 (By:12/2017) LFPO - Paris - Orly ASMGCS Level 2 operational at Orly since /2009 At this stage neither ICAO nor EASA or Eurocontrol have produced consistent provisions and/or regulations in all the areas impacted by the introduction of ASMGCS, especially with regard to aerodromes. Need for REG improved guidelines is recognized and on going work within ICAO groups (By: ) and EASA could provide a baseline for future regulation if deemed necessary. However a basis is French RCA 3, (requirement for equipment and activation of mode S transponder) ASMGCS Level 2 operational at Orly (By: ) 11/2009 APO (By: ) See general comment. 11/2009 Implement Airport Collaborative Decision Making (CDM) [IDP] AOP05 (By:01/2016) [Essential] LFBO - Toulouse (Outside Applicability Area) The operational necessity and economical efficiency for CDM implementation in Toulouse have not yet been evaluated. (By: ) MIL (By: ) APO (By: ) The operational necessity and economical efficiency for CDM implementation in Toulouse have not yet been confirmed. Airport operations for military airliners are subcontracted to Air France, which thus deals with this item. The operational necessity and economical efficiency for CDM implementation in Toulouse have not yet been evaluated. AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2016) [IDP] [Essential] LFLL - Lyon The project has been launched. Planned target for full implementation is mid /2016 The project has been launched on the 22nd of March It has been Planned frozen in 2013 due to budget constraints at DSNA, and planned target for (By: ) 12/2015 MIL (By: ) APO (By: ) implementation is now mid Airport operations for military airliners are subcontracted to Air France, which thus deals with this item. The project has been launched on the 22nd of March 2011; December for GLD (DPS) and before mid 2015 for connexion with CFMU. CDM at Lyon operational 2016 Late Late 06/2016 LSSIP Year 2013 France 58 Released Issue

70 Implement Airport Collaborative Decision Making (CDM) [IDP] AOP05 (By:01/2016) [Essential] LFML - Marseille (Outside Applicability Area) The operational necessity and economical efficiency for CDM implementation in Marseille have not yet been evaluated. (By: ) MIL (By: ) APO (By: ) The operational necessity and economical efficiency for CDM implementation in Marseille have not yet been confirmed. Airport operations for military airliners are subcontracted to Air France, which thus deals with this item. The operational necessity and economical efficiency for CDM implementation in Nice have not yet been confirmed. Implement Airport Collaborative Decision Making (CDM) [IDP] AOP05 (By:01/2016) [Essential] LFMN - Nice (Outside Applicability Area) The operational necessity and economical efficiency for full CDM implementation in Nice has not yet been evaluated. (By: ) MIL (By: ) APO (By: ) The operational necessity and economical efficiency for full CDM implementation in Nice have not yet been confirmed. The implementation of a limited ACDM scope will be investigated in Airport operations for military airliners are subcontracted to Air France, which thus deals with this item. The operational necessity and economical efficiency for CDM implementation in Nice is under study and actions are in progress. Implement Airport Collaborative Decision Making (CDM) [IDP] AOP05 (By:01/2016) [Essential] LFPG - Paris - Charles de Gaulle CDG airport is labellized "AirportCDM" since 16th November 2010; CDM procedures in adverse condition implemented 02/2013; FUM process implemented by end 2013 (By: ) MIL (By: ) APO (By: ) CDG airport is "AirportCDM" since 16th November The predeparture sequencing tool is under the responsibility of the Airport Operator. Airport operations for military airliners are subcontracted to Air France, which thus deals with this item. CDG airport is "AirportCDM" since 16th November 2010; FUM process implemented by end / / /2013 AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2016) [IDP] [Essential] LFPO - Paris - Orly CDM project has been launched to implement CDM at Orly by 06/ /2016 The project has been launched on the 10th November The project Partly (By: ) has suffered of some delay in 2013 due to budget constraint at DSNA, and the target date is now end of 2015 for implementation of operational DPI with NM. 12/2015 MIL (By: ) APO (By: ) Airport operations for military airliners are subcontracted to Air France, which thus deals with this item. The project has been launched on the 10th November The project has suffered some delay in 2013 due to budget constraint at DSNA and the target date is now end of 2015 for implementation of operational DPI interface and Q for ACDM certification. Late Late 06/2016 LSSIP Year 2013 France 59 Released Issue

71 ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 (By:01/2013) [Essential] STCA implemented in the five ACCs and majors TMAs. Implementation in smaller TMAs is also a major program. REG EUROCONTROL Specification for STCA has been approved by French NSA (By: ) who surveys the correct implementation and the connected safety analysis. STCA is implemented in all ACCs and 9 major APPs. Implementation in smaller APPs is under consideration for the next (By: ) generation of ATM systems. MIL (By: ) Military aerodromes are not subjected to congestion 12/ / /2011 Implement ground based safety nets - Area Proximity ATC02.5 Warning - level 2 (By:12/2016) Inapplicable to FR due to new specifications. France has developed its own APW. It is already implemented at many airports. Inapplicable to FR due to new specifications. France has developed its own APW. It is implemented in 17 APPs (CharlesDeGaulle, Orly, BaleMulhouse, Nice, (By: ) Lyon, Toulouse, Bordeaux, Nantes, Bastia, ClermontFerrand, Montpellier, Lille, Strasbourg, Pau, Biarritz, Pointe Pitre and Fort de France). MIL Not applicable to FR military aerodromes (By: ) [Essential] ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 (By:12/2016) [Essential] Inapplicable in FR due to new specifications. France has its own MSAW equipment plan in progress. It is already implemented at many airports. Inapplicable in FR due to new specifications. France has developed its own MSAW. It is implemented in 17 APPs (CharlesDeGaulle, Orly, BaleMulhouse, Nice, (By: ) Lyon, Toulouse, Bordeaux, Nantes, Bastia, ClermontFerrand, Montpellier, Lille, Strasbourg, Pau, Biarritz, Pointe Pitre and Fort de France). Cooperation with DFS is underway (CoMSAW project). MIL (By: ) Not applicable on military aerodromes Implement ground based safety nets - Approach Path ATC02.7 Monitor - level 2 (By:12/2016) [Essential] Functionality is expected to be delivered by the next generation of ATM system (4Flight and SYSAT) DSNA has no plan for implementation of APM in the near future. The functionality is expected to be delivered by the next generation of ATM (By: ) system (4Flight and SYSAT) MIL (By: ) ATC07.1 Not applicable on military aerodromes Implement arrival management tools (By:12/2015) [Essential] Partly France has already implemented this tool in ParisCDG, ParisOrly, and Lyon. 12/2015 France has already implemented this tool in ParisCDG, ParisOrly and Lyon Partly airports and TMAs. Extra deployment is now being considered at Nice by (By: ) 12/ /2015. LSSIP Year 2013 France 60 Released Issue

72 Implement automated support for conflict detection and ATC12 conformance monitoring (By:12/2016) [Essential] The finalization of the programme will be approved when all functions and associated procedures are implemented. First implementation of ERATO with respect EC regulation 1315/2007 will REG be approved when all functions and associated procedures are (By: ) implemented. (By: ) ATC15 Implementation planned in Brest and Bordeaux ACCs in 2015 within the legacy CAUTRA system (ERATO programme). Implementation in Brest and Bordeaux ACC have been confirmed and budgeted by DSNA. Implementation in Reims, Marseille and Paris ACCs will be conducted within the 4Flight programme (new French ATM system), In its first version (called Vops) it will include a MTCD with all the relevant functionalities. Some of which will be enhanced in a future version (called Vtarget) to include all the ERATO functionalities Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations (By:12/2017) [IDP] [Essential] MAESTRO is already compliant to use in EnRoute and is a level1 system, already implemented in the Paris ACC to support AMAN operations of CDG and Orly. DSAC has defined a procedure to conduct safety oversight of the changes REG including formal acceptance of the changes notified. Nevertheless, the (By: ) formal approval of the operational procedures of the systems is out of scope of the oversight of the changes. (By: ) DSNA has already implemented MAESTRO in the Paris ACC to support AMAN operations of CDG and Orly TMA for many years (1999). Implementation is being considered in Marseille ACC for Lyon and Nice TMA by Late 12/2017 Partly 12/2015 Late 12/2017 Partly 12/2017 Planned 12/2017 Partly 12/2015 ATC16 Implement ACAS II compliant with TCAS II change 7.1 (By:12/2015) Partly Objective will be implemented in due time : FOC is 31December 2015 for retrofit as per EU No 1332/ /2015 REG Planned Handled through aircraft operators continuous oversight. (By: ) 12/2015 A monitoring system of the performance of ACAS is in place for many years. Partly Each TCAS occurrence is recorded and analyzed. If necessary, (By: ) 12/2014 pilots/companies are informed in case of a non conformity. MIL (By: ) Equipage of ACAS II will be conducted for modern transporttype aircraft. However, aircrews are trained to react, using or not ACAS. Planned 01/2015 Electronic Dialogue as Automated Assistance to [IDP] ATC17 Controller during Coordination and Transfer (By:12/2018) [Essential] Due date in 2016 for REIMS ACC, MARSEILLE ACC, 2017 for PARIS ACC and in 2018 for BREST ACC and BORDEAUX ACC for Target Version of New ATM System (4Flight) Pursuant to its own process SECUCHANG, the DSAC determines the need for the review of the safety arguments associated to any notified functional REG change to a system and undertakes the safety review of the changes under (By: ) consideration when necessary. Wherever reviewed, the introduction into service of the changes is under acceptance by the DSAC. (By: ) Due date in 2016 for REIMS ACC, MARSEILLE ACC, 2017 for PARIS ACC and 2018 for BREST ACC and BORDEAUX ACC for Target Version of New ATM System (4Flight) Planned 12/2018 Planned 12/2018 Planned 12/2018 LSSIP Year 2013 France 61 Released Issue

73 Migrate ground international or regional X.25 data [IDP] COM09 networks or services to the Internet Protocol (IP) (By:12/2014) ANSPs plan to migrate to IPv6. The plans are prepared in order to finalise the programme in due time in accordance with IR FMTP planning REG (By: ) (By: ) MIL (By: ) COM10 Work in progress Work in progress within French CSSIP program. Network is ready for FMTP links in December 2013 : main IPv6 links are expected to be operational by 12/2014, in accordance with IR FMTP Migration to IP v6 is planned in 2014, first step IPv4 is done in accordance with IR FMTP planning Migrate from AFTN to AMHS (By:12/2014) Migration from AFTN to extended AMHS will be achieved through MESANGE system commissioning by end of 2016 Basic ATSMHS capability is available in MESANGE system procured jointly (By: ) with Skyguide. Enhanced capability by Following the civil aviation, Defence will implement the software CADAS, MIL accessing to MESANGE. Procurement has been launched in summer 2013, (By: ) implementation should be quick. Late 03/2015 Late 03/2015 Late 03/2015 Partly 12/2014 Late 12/2016 Late 12/2016 Partly 12/2014 Implementation of Voice over Internet Protocol (VoIP) in Planned COM11 ATM (By:12/2020) Process of implementation of VoIP has started in order to be fully compliant before /2020 REG (By: ) (By: ) MIL (By: ) Safety oversight according to DSAC procedure is planned as from VoIP will be implemented in main ATS units by 2014 Deployment will be planned as from Risk assessments and mitigations are initiated and follow the classical processes. Planned 12/2014 Planned 12/2014 Planned 12/2020 ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements (By:12/2013) CDA implemented in Toulouse since LFBO - Toulouse [IDP] Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1 Close path design with AIP publication 2 Open path design (This is the main reason for which our LSSIP is green ATCO perfom CDO at all airfields with statistics reporting) 3 Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP. (By: ) APO (By: ) CDA are completed and in force at LFBO ATCC Statistics available since 12/2012 radar vectored CDO with DTG completed. CDO implementation managed by DSNA 12/ / /2012 LSSIP Year 2013 France 62 Released Issue

74 ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements (By:12/2013) CDA implemented in Lyon since LFLL - Lyon [IDP] Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1 Close path design with AIP publication 2 Open path design (This is the main reason for which our LSSIP is green ATCO perfom CDO at all airfields with statistics reporting) 3 Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP. (By: ) APO (By: ) CDO are in force at LFLL ATCC PansOps procedures in AIS Radar vectored CDO with DTG completed CDO implementation Managed by DSNA. 12/ / /2012 ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements (By:12/2013) CDA implemented in Marseille since LFML - Marseille [IDP] Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1 Close path design with AIP publication 2 Open path design (This is the main reason for which our LSSIP is green ATCO perfom CDO at all airfields with statistics reporting) 3 Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP. (By: ) APO (By: ) CDA are completed and in force at LFML ATCC Statistics available since 12/2012 radar vectored CDO with DTG completed CDO implementation managed by DSNA 12/ / /2012 ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements (By:12/2013) CDO are implemented in Nice since LFMN - Nice [IDP] Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1 Close path design with AIP publication 2 Open path design (This is the main reason for which our LSSIP is green ATCO perfom CDO at all airfields with statistics reporting) 3 Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP. Radar vectored CDO with DTG completed at LFMN ATCC (By: ) APO CDO implementation managed by DSNA. (By: ) 12/ / /2012 LSSIP Year 2013 France 63 Released Issue

75 ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements (By:12/2013) CDA implemented AT CDG since LFPG - Paris - Charles de Gaulle [IDP] Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1 Close path design with AIP publication 2 Open path design (This is the main reason for which our LSSIP is green ATCO perfom CDO at all airfields with statistics reporting) 3 Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP. (By: ) APO (By: ) 3 PansOps CDA under development STAR Lorni in AIS Radar vectored CDA with DTG completed at LFPG ATCC Performance indicators reported CDO implementation Managed by DSNA. 12/ / /2012 ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements (By:12/2013) CDA implemented at Orly since LFPO - Paris - Orly [IDP] Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1 Close path design with AIP publication 2 Open path design (This is the main reason for which our LSSIP is green ATCO perfom CDO at all airfields with statistics reporting) 3 Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP. (By: ) APO (By: ) PansOps CDA under development for RWY 26 CDA ODRAN ILS 06 in AIS Radar vectored CDA with DTG completed at LFPG ATCC Performance indicators reported CDO implementation managed by DSNA. 12/ / /2012 LSSIP Year 2013 France 64 Released Issue

76 Implement Collaborative Environmental Management ENV02 (CEM) at Airports (By:12/2016) LFBO - Toulouse Objective achieved through formally established "Commission consultative de lenvironment" 12/2009 LFBO ATCC active participation in formal partnership and controllers training completed. (By: ) MIL (By: ) APO (By: ) According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. No based MIL aircraft LFBO active participation in formal partnership and controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. 12/ /2009 LSSIP Year 2013 France 65 Released Issue

77 Implement Collaborative Environmental Management ENV02 (CEM) at Airports (By:12/2016) LFLL - Lyon Objective achieved through formally established "Commission consultative de lenvironment" 12/2009 LFLL ATCC active participation in formal partnership and controllers training completed. (By: ) MIL (By: ) APO (By: ) According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. No based MIL aircraft LFLL active participation in formal partnership and controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. 12/ /2009 LSSIP Year 2013 France 66 Released Issue

78 Implement Collaborative Environmental Management ENV02 (CEM) at Airports (By:12/2016) LFML - Marseille Objective achieved through formally established "Commission consultative de lenvironment" 12/2009 LFML ATCC active participation in formal partnership and controllers training completed. (By: ) MIL (By: ) APO (By: ) According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. No based MIL aircraft LFML active participation in formal partnership and controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. 12/ /2009 LSSIP Year 2013 France 67 Released Issue

79 Implement Collaborative Environmental Management ENV02 (CEM) at Airports (By:12/2016) LFMN - Nice Objective achieved through formally established "Commission consultative de lenvironnement" 12/2009 LFMN ATCC active participation in formal partnership and controllers training completed. (By: ) MIL (By: ) APO (By: ) According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. No based MIL aircraft LFMN active participation in formal partnership and controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. 12/ /2009 LSSIP Year 2013 France 68 Released Issue

80 Implement Collaborative Environmental Management ENV02 (CEM) at Airports (By:12/2016) LFPG - Paris - Charles de Gaulle Objective achieved through formally established "Commission consultative de lenvironment" 12/2009 LFPG ATCC active participation in formal partnership and controllers training completed. (By: ) MIL (By: ) APO (By: ) According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. Airport operations for military airliners are subcontracted to Air France, which thus deals with this item. LFPG active participation in formal partnership and controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. 12/ /2009 LSSIP Year 2013 France 69 Released Issue

81 Implement Collaborative Environmental Management ENV02 (CEM) at Airports (By:12/2016) LFPO - Paris - Orly Objective mainly achieved through formally established "Commission consultative de lenvironnement". 12/2013 LFPO active participation in formal partnership and controllers training completed. (By: ) MIL (By: ) APO (By: ) According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. No based MIL aircraft LFPO active participation in formal partnership and controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de lenvironnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighbouring municipalities and regions, of municipalities impacted by airport noise, of residents associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also adhoc meeting on request. In addition, legal Public Inquiries consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. Creation of a prototype "Filter Marsh" for a biofiltration of the deicing contaminated waters since end / /2013 Implement enhanced tactical flow management services FCM01 (By:12/2006) [Essential] France participates to the ETFMS programme. Main goals of this objective have been achieved. 12/2011 Transmission of CPR and FSA messages implemented. FSA messages for route changes is implemented. There is no intention to implement FSA messages for holding and FDPA rerouting updates. (By: ) 12/2011 DPI messages at LFPG since MIL (By: ) This objective is not applicable. The amount of GAT/IFR traffic does not justify automation. LSSIP Year 2013 France 70 Released Issue

82 [IDP] FCM03 Implement collaborative flight planning (By:12/2015) [Essential] France participates to this objective for those tasks which are already completed. Processing of FPLs derived from RPLs, of APL and ACH messages already implemented. An Eurocontrol Task Force has been dealing with the writing of new AFP specifications Processing of FPLs derived from RPLs, of APL and ACH messages already implemented. Some messages are completed but the sending of messages is still suspended to validation issues with CFMU (07, 09, 11, 13, 14). (By: ) Implementation of AFP messages for change of flight type or rules is not planned (08) The problem with AFP messages is still under analysis. An Eurocontrol Task Force has been dealing with the writing of new AFP specifications MIL The amount of GAT/IFR traffic does not justify automation. (By: ) Late 12/2016 Late 12/2016 FCM04 Implementation of Short Term ATFCM Measures - phase 1 (By:12/2015) [IDP] [Essential] Partly Full implementation is expected in all ACCs by December /2014 Pursuant to its own SECUCHANG procedure the DSAC determines the need Partly for the review of the safety arguments associated to any notified change to REG a system and undertakes the safety review of the changes under (By: ) 12/2014 consideration when necessary. Wherever reviewed, the introduction into service of the changes is under formal acceptance by the DSAC. (By: ) Process is completed in two ACCs, and work is ongoing in the three other ones. Partly 12/2014 FCM05 Implementation of interactive rolling NOP (By:12/2016) [IDP] [Essential] Practical implementation of this new ESSIP objective by all concerned stakeholders has still to be evaluated, coordinated and decided. Pursuant to its own process SECUCHANG, the DSAC determines the need for the review of the safety arguments associated to any notified change to REG a system and undertakes the safety review of the changes under (By: ) consideration when necessary. Wherever reviewed, the introduction into service of the changes is under acceptance by the DSAC. When relevant, the acceptance is formally communicated to ANSP. (By: ) It should be necessary to change the current ATM. MIL (By: ) APO (By: ) Technically possible in December An official decision to transfer automatically data shall be evaluated. Airport slot information to DDR is already achieved at Paris CDG It will be analysed in the ACDM working group at Paris Orly for providing airport slot information to DDR by mid Planned 12/2016 Planned 12/2016 Planned 12/2016 Planned 12/2016 Planned 06/2016 INF04 Implement integrated briefing (By:12/2012) Integrated briefing functions are available for aircrews 01/2003 (By: ) Integrated briefing called OLIVIA is available and compliant with Level 4 (application integration). 01/2003 On airbases, integrated briefing function is available for military crews. MIL On airbases receiving civil air traffic, only MET information is proposed to (By: ) 01/2003 civilian aircraft, ensured by Meteo France. LSSIP Year 2013 France 71 Released Issue

83 Ensure quality of aeronautical data and aeronautical ITY-ADQ information (By:07/2017) [Essential] The French regulator is working in coordination with DSAC in order to implement ADQIR in France. Discussions with DSNA and aerodrome operators have allowed assessing French state of compliance with the regulation. Much work remains to be done considering the number of parties involved, including parties outside the scope of the oversight of the NSA. REG (By: ) (By: ) MIL (By: ) APO (By: ) France is only partially compliant with the requirements of July As answered by France to the Commission letter dated 19 July 2013 and related to the implementation status of the ADQ regulation, French regulator and the ANSP have expressed some concerns as follow: The regulatory framework related to the implementation or revision of the data originators requirement requires a national consultation of the concerned parties; The complexity of the regulation have led to multiple lecture, more harmonised understanding is expected, meanwhile the EASA is addressing the subject; The systems supporting the ADQ requirement must be upgraded or changed with a significant financial, human and technical impacts; The two above points show that the planning aiming at the full compliance will be achieved but it is not likely to be before July AIP provision is done in close cooperation with civil service. Mandatory requirements are implemented and overseen. APOs conformity with ADQIR depends closely on the conformity of French AISP. Initial ATC air-ground data link services above FL-285 [IDP] ITY-AGDL (By:02/2015) [Essential] Partial compliance will be met for December 2014 (except ACL service). Full capability will be achieved through the beginning of new French ATM systems deployment from 2016 (including ACL availability in all centers) to 2018 REG (By: ) (By: ) MIL (By:-) The change related to the introduction of DLS is reviewed by DSAC but must take into account the last DSNA plan of implementation A revised scenario for phased deployment of the DLS in DSNA airspace has been constructed jointly with the European Commission, Eurocontrol and DSNA Clients (airlines). This revised scenario, finalized in June 2013, is based on both the legacy system upgrade, the new 4Flight system development and implementation program and the results of a costsbenefit analysis. DSNA will provide Data Link Service from FL195 and above. An initial set of AGDL services (DLIC, AMC, ACM) will be deployed in winter Flight will enable full compliance as from winter According to IR EC 29/2009, DLS equipage is not mandatory for State aircraft. Late 07/2017 Late 07/2017 Late 07/2017 Late 07/2017 Late 07/2017 Late 12/2018 Partly 12/2014 Late 12/2018 ITY- AGVCS2 Implement air-ground voice channel spacing requirements below FL195 (By:12/2020) Planned Compliance with the requirements on 8,33 khz frequency conversions is scheduled 12/2018 REG (By: ) Process is ongoing for ensuring compliance with the requirements on 8,33 khz frequency conversions Planned 12/2018 Planned Upgrading of radio stations is scheduled (By: ) 12/2018 MIL (By: ) APO (By: ) In accordance with IR EC 1079/2012, some State aircraft and equipment will be upgraded The issue is under study Planned 12/2018 Planned 12/2018 LSSIP Year 2013 France 72 Released Issue

84 Implementation of ground-ground automated coordination processes (By:02/2015) [Essential] ITY-COTR Compliance to the COTR Implementing Rule is globally achieved (only one minor noncompliance is identified and cannot be done in the legacy system, mainly due to lack of specification), except for compliance regarding 29/2009 which is addressed under ITY AGDL DSAC received DSNAs plan of conformity in September 2013 with one year REG of delay. (By: ) Review will be achieved in January (By: ) MIL (By: ) for the original set of processes. Planned for LOF and NAN processes. Flight data process is done. Late 12/2014 Late 12/2014 Late 12/ /2012 Apply a common flight message transfer protocol (FMTP) [IDP] Late ITY-FMTP (By:12/2014) Compliance to the FMTP is expected by /2015 REG (By: ) (By: ) MIL (By: ) Full conformity is planned in March Work in progress within French CSSIP program. DSNA is ready for IPv4 and the actual migration is organised in coordination with neighbours and formalised in Letter Of Agreement that will be notified to EC. Migration will be operational end March 2015 Technical system has been updated to IP in 2013, IPv6 by Those evolutions are following the best practices in terms of risk assessment and mitigation. Late 03/2015 Late 03/2015 Planned 12/2014 ITY-SPI Surveillance performance and interoperability (By:12/2019) Surveillance performance and interoperability implementation is planned in France and is progressing accordingly with the Implementing Rule schedule. As far as the oversight of interoperability is concerned, DSAC applies its own ANSP IOP oversight procedure. DSAC monitors the implementation of REG each IR through the oversight of DSNA IR synthesis file, (By: ) DSAC has initially requested DSNA for a SPI synthesis file for 04/2013. DSNA addressed SPI synthesis file and its conformity plan in 10/2013. (By: ) MIL (By: ) Ensuring safety of Radar data is one of the highest priorities within DSNA. Additionally, a formal process (Memorandum of Cooperation between ANSPs) including regular crosschecks of PoCs and events has been launched in 2012 with AENA. The update considering SPI provisions is about to be signed. This principle has been extended to others neighbours from Equipage is in progress, following the SPIIR requirements. Partly 12/ / /2013 Partly 12/2019 NAV03 Implementation of P-RNAV (By:12/2012) Arrival and departures procedures based on RNAV have been established on main airports. For relevant aircrafts, implementation of PRNAV is considered as achieved. REG Arrival and departures procedures based on RNAV are compliant with ICAO (By: ) regulations Arrival and departures procedures based on RNAV have been established on major airports. (By: ) Overall implementation is a continuous action. MIL (By: ) Military aerodromes are not concerned by congestion. Military aircraft are progressively equipped, following national equipage plans. However equipage is not mandatory. Implementation of RNAV procedures on some military airbases is an ongoing progress. So for military part, this item can be considered as completed. [Essential] 12/ / / /2012 LSSIP Year 2013 France 73 Released Issue

85 NAV10 Implement APV procedures (By:12/2016) [IDP] [Essential] Partly National deployment plan of APV/SBAS (supported by EGNOS) and APV/Baro has been launched 12/2016 REG EASA material applied to regulatory activities (By: ) 11/2011 (By: ) In line with the ICAO 37th assembly resolution, a national deployment plan at all IFR runways by 2016 has been set up, and is in progress. Partly 12/2016 MIL (By: ) Relevant aircrafts are equipped. 12/2010 Implement measures to reduce the risk to aircraft SAF10 operations caused by airspace infringements (By:12/2011) (Outside Applicability Area) France was not in the applicability area for this multinational objective, but actions but the objective is taken has been implemented by DSAC (French NSA) and DSNA. Some actions are also implemented by the Military in order to inform, prevent and deter. 12/2011 REG (By: ) (By: ) MIL (By: ) Through its State Safety Plan, DGAC analyzed the applicability of the action plan in order to decide the actions to implement, with associated timeframe to monitor. The implementation of the applicable measures is monitored through the action plan of the State Safety Plan, particularly during the regular reviews. The DSNA action plan to implement EPAIRR has been validated actions have been completed. Military have implemented measures in three domains: communication through national and local level information campaign to general aviation, about areas that Defence is managing or is responsible for, prevention with local deployment of specific systems (for detection and control), deterrence with new infringement procedures. 12/ / /2011 Improve runway safety by preventing runway excursions SAF11 (By:01/2018) The applicable recommendations have been disseminated to the concerned parties in the end of 2013 and will be monitored through the regular reviews of the State Safety Plan Through its State Safety Plan, DGAC analyzed in early 2013 the applicability of the action plan in order to decide the actions to implement, with associated timeframe to monitor. The applicable measures related to ATM/ANS and airport operators domains have been already implemented. REG (By: ) (By: ) MIL (By: ) APO (By: ) SRC-CHNG REG (By: ) MIL (By: ) The applicable recommendations have been disseminated to the concerned parties in the end of 2013 and will be monitored through the regular reviews of the State Safety Plan. However, no oversight activities are planned for the time being to ensure the implementation of the applicable measures. EAPPRE was approved in January 2013 by DSNA CEO Through DGACs State Safety Plan, Armed Forces will take account EAPPRE only for military airfield with civilian traffic through the regular reviews of DSAC. The applicable measures of the actions plan are being implemented by airports together with DSNA Implementation of Safety Oversight of Changes to ATM by National Supervisory Authorities (NSA) (By:12/2010) (Outside Applicability Area) Planned 01/2018 Partly 01/2018 Planned 12/2014 Planned 01/2016 Planned 01/2018 LSSIP Year 2013 France 74 Released Issue

86 SRC-RLMK REG (By: ) MIL (By: ) SRC-SLRD REG (By: ) MIL (By: ) Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) (By:12/2010) (Outside Applicability Area) Safety Levels and Resolution of Deficiencies (By:12/2010) (Outside Applicability Area) LSSIP Year 2013 France 75 Released Issue

87 Annexes Annex A Specialists involved in the LSSIP Process LSSIP Co-ordination LSSIP Focal Point for France DTA Jean-Jacques BLANCHARD LSSIP Focal Point for REG DTA Jean-Jacques BLANCHARD Stéphane LAFOURCADE LSSIP Focal Point for NSA DSAC Philippe MESQUIDA LSSIP Focal Point for ANSP DSNA Eric LIEUTAUD LSSIP Focal Point for MIL DSAÉ Xavier DORANGE LSSIP Contact Person for France EUROCONTROL Adriatik KOKONA ESSIP Objective Implementation ESSIP Objective EUROCONTROL Objective Owners AOM13.1 R. BUCUROIU, O. MROWICKI, E. REUBER EUROCONTROL EIPR Objective Coordinator National Stakeholder Specialist(s) Regulator National Stakeholder Specialist(s) Service Provider O. CIOARA Olivier SALON Julien PRIEUR AOM19 G. ACAMPORA, O. MROWICKI O. CIOARA Hélène JACQUOT Julien PRIEUR AOM20 R. BUCUROIU O. CIOARA Hélène JACQUOT Julien PRIEUR AOM21 R. BUCUROIU O. CIOARA Hélène JACQUOT Julien PRIEUR AOP01.2 AOP03 AOP04.1 AOP04.2 AOP05 ATC02.2 ATC02.5 ATC02.6 ATC02.7 ATC07.1 P. ADAMSON T. LICU P. ADAMSON P. ADAMSON P. ADAMSON B. BAKKER, S. DROZDOWSKI B. BAKKER, S. DROZDOWSKI B. BAKKER, S. DROZDOWSKI B. BAKKER, S. DROZDOWSKI P. CONROY, P. TERZIOSKI P. VRANJKOVIC Jean-Jacques BLANCHARD P. VRANJKOVIC Jean-Jacques BLANCHARD P. VRANJKOVIC Jean-Jacques BLANCHARD P. VRANJKOVIC Jean-Jacques BLANCHARD P. VRANJKOVIC Jean-Jacques BLANCHARD Erwan PAGE Erwan PAGE Erwan PAGE Erwan PAGE Erwan PAGE I. FEIJT Nadine STRECHER Jean-Marc POMERET I. FEIJT Jean-Jacques BLANCHARD I. FEIJT Jean-Jacques BLANCHARD I. FEIJT Jean-Jacques BLANCHARD L. DELL ORTO Jean-Jacques BLANCHARD Jean-Marc POMERET Jean-Marc POMERET Jean-Marc POMERET Olivier TEYSSANDIER ATC12 P. TERZIOSKI L. DELL ORTO Nadine STRECHER Guillaume ROGER ATC15 P. CONROY, P. TERZIOSKI L. DELL ORTO Nadine STRECHER Olivier TEYSSANDIER ATC16 S. DROZDOWSKI L. DELL ORTO Nadine STRECHER Yann LE FABLEC ATC17 COM09 S. MORTON L. POPESCU L. DELL ORTO Nadine STRECHER Olivier TEYSSANDIER O. ALFARO Nadine STRECHER Philippe KERLIRZIN LSSIP Year 2013 France 76 Released Issue

88 ESSIP Objective COM10 COM11 EUROCONTROL Objective Owners Y. EYUBOGLU L. POPESCU EUROCONTROL EIPR Objective Coordinator National Stakeholder Specialist(s) Regulator National Stakeholder Specialist(s) Service Provider A. KOKONA Nadine STRECHER Philippe KERLIRZIN A. KOKONA Nadine STRECHER Philippe KERLIRZIN ENV01 P. ADAMSON B. HILL Lionel BANEGE Alain BOURGIN ENV02 S. MAHONY, A. WATT B. HILL Lionel BANEGE Alain BOURGIN FCM01 H. KOOLEN O. CIOARA Lionel BANEGE Julien PRIEUR FCM03 S. SMIDT O. CIOARA Lionel BANEGE Julien PRIEUR FCM04 M. RICHARD O. CIOARA Lionel BANEGE Julien PRIEUR FCM05 N. AGACDIKEN O. CIOARA Lionel BANEGE Julien PRIEUR INF04 P. MATERN A-P. FRANGOLHO Philippe BIZET Pascal SENARD ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Philippe BIZET Pascal SENARD ITY-AGDL S. DISSING A. KOKONA Nadine STRECHER Guillaume ROGER ITY-AGVCS2 ITY-COTR ITY-FMTP (TBD) S. MORTON L. POPESCU O. ALFARO Nadine STRECHER Philippe KERLIRZIN L. DELL ORTO Nadine STRECHER Olivier TEYSSANDIER O. ALFARO Nadine STRECHER Philippe KERLIRZIN ITY-SPI M. BORELY, R. STEWART A-P. FRANGOLHO Nadine STRECHER Mikaël PONNAU NAV03 F. PAVLICEVIC A. KOKONA Philippe BIZET François GREMY NAV10 R. FARNWORTH A. KOKONA Philippe BIZET François GREMY SAF10 T. LICU I. FEIJT Philippe MESQUIDA Alain BOUTEILLE SAF11 S. LAWRENCE I. FEIJT Philippe MESQUIDA Alain BOUTEILLE SRC-CHNG M. DEBOECK A. DYBOWSKA N/A N/A SRC-RLMK M. DEBOECK A. DYBOWSKA N/A N/A SRC-SLRD M. DEBOECK A. DYBOWSKA N/A N/A LSSIP Year 2013 France 77 Released Issue

89 Annex B National Stakeholders Organisation Charts LSSIP Year 2013 France 78 Released Issue

90 LSSIP Year 2013 France 79 Released Issue

91 LSSIP Year 2013 France 80 Released Issue

92 LSSIP Year 2013 France 81 Released Issue

93 LSSIP Year 2013 France 82 Released Issue

94 LSSIP Year 2013 France 83 Released Issue

95 ORGANIGRAMME DIRCAM DIRECTEUR GBA Eric LABOURDETTE SECRETARIAT PARTICULIER SGT Camille CODRON DIRECTEUR ADJOINT COL Erik CHATELUS CHEF DIVISION REGLEMENTATION CF Stéphane DESPREZ SECTION REGLEMENTATION LCL Thierry BUSIN CC Elisabeth TERCENO LTT Benoit SAMIEZ SECTION JURIDIQUE CNE Virginie PECCAVY SOUS DIRECTEUR REGLEMENTATION COL Marc LAPIERRE BUREAU COMMISSION MIXTE (ATHIS MONS) LCL Denis OLLIER LV Ronan BRETON CHEF DIVISION ORGANISATION ESPACE AERIEN LCL Emmanuel LEROY SECTION ORGANISATION ESPACE AERIEN CDT Franck BEYAERT SOUS DIRECTEUR ESPACE AERIEN COL Fabienne TAVOSO CHEF DIVISION UTILISATION ESPACE AERIEN LCL Michel SIVERT SECTION UTILISATION ESPACE AERIEN CDT Solenn ONSELAER LV Philippe RIGAILL CHEF CDPGE (Athis-Mons) LCL Christian COULOMB ADJOINT CHEF CDPGE LCL Christian SUPIOT CHEF DES OPÉRATIONS LCL Olivier ERTAUD SOUS DIRECTEUR SURVEILLANCE ET AUDIT COL Alain DENIAU CHEF DIVISION CERTIFICATION ET SURVEILLANCE LCL Marie-Paule VERDIER SECTION HOMOLOGATION DES AERODROMES CF Patrick DREVAL SECTION CERTIFICATION ET SURVEILLANCE CF Xavier SCHEPENS LCL Thierry VERDU CDT Nicolas GUILBAUD MAJ Gwénolé GRALL CHEF DIVISION SECURITE DES SYSTEMES LCL Franck HABRIAL SECTION SECURITE DES SYSTEMES LCL Stéphane GRANGER CDT Lionel VIGNER LTT Alexandre CAPPELAERE SOUS DIRECTEUR ZONE AERIENNE DE DEFENSE NORD (CINQ- MARS-LA-PILE) COL Didier PLACIAL ADJOINT SOUS DIRECTEUR RÉGIONAL CAM NORD LCL Jean-François PAILLOT SOUS DIRECTEUR ZONE AERIENNE DE DEFENSE SUD (SALON DE PROVENCE) COL Paul BADER ADJOINT SOUS DIRECTEUR RÉGIONAL CAM SUD LCL Jean-François VIEGL CHEF DIVISION INFORMATION AÉRONAUTIQUE (MERIGNAC) LCL Ludovic CORNU ADJOINT CHEF DIVISION INFORMATION AÉRONAUTIQUE LV Christophe PERIN LSSIP Year 2013 France 84 Released Issue